Bi and Cen.
The new year starts an ten-year run of tennials. Between now and August 4, 1828 we will observe a series of 200th and 100th anniversaries:
2019 is the first of the bicentennials. We doubt that anybody was here to see these two events. It was two years before the legislature decreed this area become known as the City of Jefferson City. On May 15, 1819 the steamboat Independence under Captain John Nelson became the first steamboat to challenge the dangers of the Missouri River . It arrived at the now-vanished town of Franklin on May 28. It got as far as the community of Chariton, near the mouth of the Chariton River, called by some “Missouri’s gran divide” because streams east of it flow towards the Mississippi and those to the west flow into the Missouri or into its tributaries.
A month later, on June 21another steamboat, the Western Engineer, left St. Louis. The boat had been built for an exploratory expedition organized by the U.S. Topographical engineers and led by Major Stephen Long. It was the first steamboat to make it all the way across Missouri, wintering at Fort Lisa near present Council Bluffs, Iowa on September 17 before going back to St. Louis in the spring.
Steamboating seems to be slow developing on the Missouri, perhaps because it took time to develop boats strong enough to run the great river. Five boats were regularly running the river in 1836. But travel on the river was assuming such importance a short time later than when the original government building in Jefferson City burned in 1837, a new capitol put up on the first hill to the west was built facing east. Travelers coming upriver, therefore, saw the new capitol’s impressive face as they approached. In 1839, James Crump, built a stone building to serve as a landing point for riverboats. The upper story became a hotel popular with river men and legislators. The building, known locally as “Lohman’s Landing,” still stands, one of the few early nineteenth century river port buildings remaining. Today it’s part of the state museum system and has been renovated to represent the kind of general store that a riverboat landing structure might have been.
May Stafford Hilburn wrote in the local Sunday News and Tribune, in 1946 that, “In 1840 fruit trees were shipped into Jefferson City by boat and sold for twelve and one-half cents each. In 1840 Captain Dunnica, a pioneer builder of the city, reported that “the Steamer Camden on key passage down the Missouri struck a snag and sunk in eight feet of water. Ship and cargo were a total loss. In 1841 a stranger who came into Jefferson City by steamboat wrote home to a relative in Lancaster Pa., this statement: ‘The boating trade of the Missouri River is increasing annually. This insures a ready market for all produce of every kind.’”
James E. Ford, who wrote a history of Jefferson City and Cole County eighty years ago, said, “In 1841 twenty-six steamboats were engaged in regular trade on the Missouri River. These boats made 312 arrivals and departures at Glasgow with freight and passengers. The Iatan, regular packet, made twenty regular weekly trips from St. Louis to Glasgow. About forty-six thousand tons of freight were transported during the year 1841, according to the Columbia Patriot.”
The St. Louis Western Journal observed in 1842, “Two years ago it was considered foolish and dangerous to navigate the Missouri River at night, and the time by steamboat from St. Louis to Jefferson City was forty to forty-eight hours. Just one year ago thirty-six hours was considered a speedy trip. In 1842, the trip was made in twenty-four hours by several boats. The steamboat Empire made the trip last week in twenty-two hours and fifteen minutes. Now Jefferson City, one hundred and fifty miles distant from St. Louis, is within a day’s travel.”
But steamboats transported more than politicians and trade goods. Sometimes they transported death to Jefferson City. City Clerk James E. McHenry recalled in 1893 that when he was fourteen years old in 1849:
“On a bright May morning, I sauntered down to the river to see if there were any boats in sight, when I was surprised to see the James Madison lying at the wharf, apparently deserted. She had no steam up, no one on board, and the passengers with their baggage lying around loose on the levee, some were vomiting and all looking forlorn and distressed. I learned the boat had arrived sometime the night before, from St. Louis, with a number of cases of cholera, had docked and abandoned the trip; her Captain and other officers had deserted the Monroe and struck out across the river for their homes and firesides, leaving the poor sick passengers to take care of themselves.
When the citizens learned of the situation, they organized and took charge of the sick passengers, gave the dead and dying all of the attention possible. After a few days I ventured uptown—we lived at the foot of Richmond Hill on Main street. I found the town a deserted, desolated looking village. There was no business in the stores, no wagons on the streets, and but few people and they were gathered in little squads talking low and looking scared and anxious. The only places doing business were the “groceries,” as saloons were then called. After going uptown and seeing the hearse constantly on the move, going and coming, the doctors hither and thither, and the good citizens bracing himself at the “grocery,” I picked up courage enough that day to take a peek into the Episcopal Church. I saw men in all stages of the cholera; some vomiting in the first stage, some in agony of pain, some dying and some dead. I became an errand boy, going after soup and medicine for the sick. The James Monroe landed here on that May morning with 75 people on board, now only two of whom escaped death by cholera. Most of them were California emigrants. The Captain and other officers who deserted their posts, we learned afterwards died either before or after they reached home.”
On August 26, 1854, the steamboat “Timour” (number 2) was tied up at the Edwards wood yard about three miles below Jefferson City when it exploded. Former State Treasurer Phil E. Chapell, then a barefoot boy just turned 17, was standing on the Jefferson City levee waiting to be rowed across the river, when he saw and heard “a loud report as of a tremendous blast, and the boat was enveloped in a great cloud of steam and smoke. In a moment the cloud had blown away but alas! The boat had disappeared. The ferryman and I at once realized what had occurred, and jumping into a skiff, rowed as rapidly as possible to the wreck…We were the first to arrive, and what a horrible scene met our gaze. All of the boilers of the boat, three in number, had exploded simultaneously, wrecking the entire forward part of the boat, and causing the hull to sink after of the forecastle. The shrieks and groans of the dying, and their piteous appeals that they be put immediately out of existence to end their sufferings were heartrending, and resound in my ears to this day, although more than a half-century has passed. Many lives were lost—how many was never known, as many bodies were blown into the river and never recovered. Those still alive were so badly scalded as to have but little resemblance to human beings.”
The New York Times on September 6 carried a report from the St. Louis Democrat that, “There had been no record of deck hands kept, and, doubtless, there are some who have been blown into eternity whose names will never be heard again, and whose fate will always remain a mystery within the circle of relatives and friends from which they will be missed. We have learned that the complement of hands which the boat had in leaving this port was 45 or 47, and that of these but 25 have returned.”
By then, however, a competitor was making its way toward Jefferson City and it eventually would kill steamboat traffic as it is fondly remembered. In fact, a Cincinnati newspaper reported two of the Timour’s boilers had been thrown onto the nearby railroad tracks by the explosion. The third was blown into the river and some pieces of the boat were found a mile away.
The Pacific Railroad planned to start began passenger and freight service from St. Louis to Jefferson City in November, 1855, prompting this ad from the Jefferson City Inquirer on November 10, 1855.
June, 1861 brought not death, but a military invasion. When Confederate-leaning Governor Claiborne Jackson hurried back to the capital city after negotiations with federal officials in St. Louis failed to produce a promise the U. S. Army would stay out of Missouri, and fled to Boonville with several state lawmakers in tow, the Army was in pursuit. General Nathaniel Lyon and his troops disembarked from the steamboat Iatan (a replacement of the earlier one that helped open shipping on the river) east of the penitentiary, marched behind the prison to Lafayette Street, then marched through town to occupy the Capitol. A special correspondent for the St. Louis Missouri Democrat described “an enthusiastic reception from the loyal citizens, headed by Thomas L. Price…(They) marched in good order through the city, cheered at several points, and finally occupied Capitol Hill, amidst tremendous applause.” Price had been the city’s first mayor and long remained a prominent civic leader.
Long-time Jefferson City banker and politician Julius Conrath remembered a happier experience in about 1868:
“I can remember as a boy of about five years seeing my first circus. It came up the river on a steamboat and landed at what was called the levee, or Lohman’s landing, at the foot of Jefferson Street. A large crowd and especially the small boys went down to see it unload…
“In those days Jefferson City boasted a wharfmaster who was one of the city officials. He had charge of all loading and unloading of steamboats. Steamboats were plentiful on the river then, and three or four passed up and down every week. Every boy in town knew every boat by its whistle. In summer time, as soon as we heard a boat whistle we grabbed a basket filled with peaches, apples or grapes, or whatever fruit might be in season, and rushed to the levee and sold our wares to the passengers for in those days many passengers traveled by boat.”
But the days of the steamboat being a lifeline to Jefferson City were numbered, as they were for communities along the Missouri River. By the 1880s, the railroad had reached the farthest most point on the river served by steamboats.
It was a glorious era, however. But it was a dangerous one. The average lifespan for a steamboat on the Missouri was only about three years. It’s estimated more than three-hundred steamboats sank between St. Louis and Kansas City.
In 2019, we’ll observe the bicentennial of steamboats on the Missouri River, kicking off what we are calling the “tennial era” in Missouri. We’re thinking of the best way to commemorate our steamboat history.
