“glare of its furnace fires and the volumes of murky smoke” — Missouri State Quarter Coin

Today, the Missouri State Quarter Coin remembers the beginning of steamboats on western waters and the first steamboat to dock at St. Louis on August 2, 1817.

From the History of St. Louis City and County by John Thomas Scharf, published in 1883:

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In “The First Steamboat Voyage on the Western Waters,” John H. B. Latrobe says, “Whether steam could be employed on the Western rivers was a question that its success between New York and Albany was not regarded as having entirely solved, and after the idea had been suggested of building a boat at Pittsburgh, to ply between Natchez and New Orleans, it was considered necessary that investigations should be made as to the currents of the rivers to be navigated in regard to the new system.”

These investigations were undertaken by Nicholas J. Roosevelt, who repairing in May, 1809, to Pittsburgh, there constructed a flat-boat in which he proceeded to New Orleans for the purpose of studying and investigating the new conditions of navigation to which the steam system was about to be subjected.

These investigations proved entirely satisfactory, not only to Mr. Roosevelt but also to Messrs. Fulton and Livingston, who were to furnish the capital, and Mr. Roosevelt in 1811 took up his residence in Pittsburgh, to superintend the construction of the boat and engine that were to open the Western waters to the new system of steam navigation.

The “New Orleans” was the first steamboat constructed on Western waters.

She was one hundred and sixteen feet in length, with twenty feet beam, and her engine had a thirty-four-inch cylinder, with boiler and other parts in, proportion.

She was about four hundred tons burden, and cost in the neighborhood of thirty-eight thousand dollars.

There were two cabins, one aft for ladies, and a larger one forward for gentlemen. The ladies’ cabin, which was comfortably furnished, contained four berths.

The “New Orleans” was launched in March, 1811; left Pittsburgh in October of the same year; passed Cincinnati October 27th, and reached Louisville the next day, in sixty- four hours’ running time from Pittsburgh.

The water was too low for her to cross the falls, and while at Louisville waiting for sufficient water she made several short excursions.

She also made one trip to Cincinnati, arriving there in forty-five hours’ running time from Louisville, Nov. 27, 1811.

While here she made an excursion trip to Columbia, charging one dollar per head.

Shortly afterward, the river rising, she left this place for New Orleans, December, 1811.

Her voyage down the river was perilous in the extreme, as shortly after leaving Louisville the great earthquakes began.

She ran between Natchez and New Orleans, her trips averaging about three weeks.

July 13, 1814, she landed on her upward voyage two miles above Baton Rouge, on the opposite side, and spent the night taking in wood, the night being thought too dark to run with safety.

At daylight the next morning she got up steam, and on starting the engine it was found she would not move ahead, but kept swinging around. The water had fallen during the night, and the captain found she was resting on a stump.

An anchor was put out on her starboard quarter, and by the aid of her capstan she was soon hove off; but on clearing her it was discovered she had sprung a leak and was sinking rapidly.

She was immediately run into the bank and tied fast, but sunk so rapidly her passengers had barely time to get off with their baggage.

The history of the early steamboats following the “New Orleans” will be found interesting, as showing how quickly the innovation made itself felt, and how speedily the new system obliterated the old.

The second boat was the “Comet,” of twenty-five tons, owned by Samuel Smith, built at Pittsburgh by Daniel French; stern-wheel and vibrating cylinder, French’s patent granted in 1809.

The “Comet” made a voyage to Louisville in 1813, and to New Orleans in the spring of 1814; made two trips to Natchez, and was sold, the engine being put up on a plantation to drive a cotton-gin.

Third boat, the “Vesuvius,” three hundred and forty tons, built at Pittsburgh by Robert Fulton, and owned by a company belonging to New York and New Orleans; left Pittsburgh for New Orleans in the spring of 1814, commanded by Capt. Frank Ogden.

She started from New Orleans, bound for Louisville, the 1st of June, 1814, and grounded on a bar seven hundred miles up the Mississippi, where she lay until the 3d of December, when the river rose and she floated off.

She returned to New Orleans, where she ran aground the second time on the batture, where she lay until the 1st of March, when the river rose and floated her off. She was then employed some months between New Orleans and Natchez, under the command of Capt. Clemment, who was succeeded by Capt. John De Hart.

Shortly after, she took fire near New Orleans and burned to the water’s edge, having a valuable cargo aboard.

The fire was supposed to have been communicated from the boiler, which was in the hold.

The bottom was raised and built upon at New Orleans, and she went into the Louisville trade, but was soon after sold to a company at Natchez.

On examination subsequent to the sale she was pronounced unfit for use, was libeled by her commander, and sold at public auction.

Fourth boat, the “Enterprise,” forty-five tons, built at Brownsville, Pa., by Daniel French, under his patent, and owned by a company at that place, made two trips to Louisville in the summer of 1814, under the command of Capt. J. Gregg.

On the 1st of December she took in a cargo of ordnance stores at Pittsburgh, and left for New Orleans, commanded by Capt. Henry M. Shreve, and arrived at New Orleans on the 14th of the same month.

She was then dispatched up the river in search of two keel-boats laden with small arms which had been delayed on the river.

She got twelve miles above Natchez, where she met the keels, took their masters and cargoes on board, and returned to New Orleans, having been but six and a half days absent, in which time she ran six hundred and twenty-four miles.

She was then for some time actively employed in transporting troops.

She made one trip to the Gulf of Mexico as a cartel, and one trip to the rapids of the Red River with troops, and nine voyages to Natchez.

She left Now Orleans for Pittsburgh on the 6th of May, and arrived at Shippingport on the 30th, twenty- five days out, being the first boat that ever arrived at that port from New Orleans.

She then proceeded on to Pittsburgh, and the command was given to D. Worley, who lost her in Rock Harbor, at Shippingport.

Fifth boat, the “Ætna,” three hundred and forty tons, built at Pittsburgh, and owned by the same company as the ” Vesuvius,” left Pittsburgh for New Orleans in March, 1815, under the command of Capt. A. Gale, and arrived at that port in April following; was placed in the Natchez trade; was then placed under the command of Capt. Robinson De Hart, who made six trips on her to Louisville.

The sixth boat was the ” Zebulon M. Pike,” built by Mr. Prentiss at Henderson, Ky., on the Ohio River, in 1815.

The “Pike” deserves special mention, as she was the first steamboat to ascend the Mississippi above the mouth of the Ohio, and the first to touch at St. Louis.

Her first trip was made in the spring of 1815 to Louisville, Ky., two hundred and fifty miles in sixty-seven hours, making three and three-quarter miles per hour against the current.

On her voyage to St. Louis she was commanded by Capt. Jacob Read.

“The hull,” says Professor Waterhouse, ” was built on the model of a barge. The cabin was situated on the lower deck, inside of the ‘ running-boards.’

“The boat was driven by a low-pressure engine, with a walking-beam. The wheels had no wheel-houses.

“The boat had but one smoke-stack. In the encounter with a rapid current the crew reinforced steam with the impulse of their own strength.

“They used the poles and running-boards just as in the push-boat navigation of barges. The boat ran only by day, and was six weeks in making this first trip from Louisville to St. Louis.

“It landed at the foot of Market Street Aug. 2, 1817.

“The inhabitants of the village gathered on the bank to welcome the novel visitor. Among them was a group of Indians.

“As the boat approached, the glare of its furnace fires and the volumes of murky smoke filled the Indians with dismay. They fled to the high ground in the rear of the village, and no assurances of safety could induce them to go one step nearer to the object of their fears.

“They ascribed supernatural powers to a boat that could ascend a rapid stream without the aid of sail or oar.

“Their superstitious imaginations beheld a monster breathing flame and threatening the extinction of the red man.

“In a symbolic sense, their fancy was prophetic: the progress of civilization, of which the steamboat may be taken as a type, is fast sweeping the Indian race into the grave of buried nations.”

The first notice we have of the expected arrival of the ” Pike” at St. Louis is the following announcement in the Missouri Gazette of the 14th of July, 1817:

“A steamboat is expected here from Louisville tomorrow. There is no doubt but what we shall have a regular communication with Louisville, or at least the mouth of the Ohio, by a steam packet.”

On the 2d of August the Gazette published this notice:

“The steamboat ‘ Pike’ will be ready to take in freight tomorrow for Louisville or any of the towns on the Ohio. She will sail for Louisville on Monday morning, the 4th August, from ten to twelve o’clock. For freight or passage apply to the master on board.

“Jacob Read, Master”

The return trip of the ” Pike” is also mentioned in the Gazette of September 2d as follows:

“The steamboat ‘ Pike’ will arrive in a day or two from Louisville. This vessel will ply regularly between that place and this, and will take in her return cargo shortly after her arrival.

“Persons who may have freight, or want passage for Louisville or any of the towns on the Ohio, will, do well to make early application to the master on board. On her passage from this to Louisville she will make a stop at Herculaneum, where Mr. M. Austin will act as agent; also at Ste. Genevieve and Cape Girardeau.

“At the former place Mr. Le Meilleur and at the latter Mr. Stein beck will act as agents, with whom freight for the ‘ Pike’ may be deposited and shipped.

“Persons wanting passage in this vessel will apply as above. She will perform her present voyage to and from Louisville in about four weeks, and will always afford an expeditious and safe passage for the transportation of freight or passengers.

“Jacob Read, Master.”

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The Missouri State Quarter Coin shows with an artist’s image of the Zebulon Pike Steamboat on the Mississippi as it nears its first docking at St. Louis.

Missouri State Quarter Coin