Mississippi River Flatboats- The Semis of Yesteryear
In advance of the advent of steam powered vessels in the early 19th century and continuing through the middle of the century, flatboats were the primary means to transport goods and passengers from the upper reaches of the Mississippi River and its tributaries principally to New Orleans. Despite the decline in flatboat traffic in favor of steamship and railroad transport starting around mid-century, flatboats continued to ply the waters of the Mississippi River and its tributaries until the late 19th century . Flatboats of yesteryear were much like the semi-tractor trailers of today but traveling on the principal highways of that day- rivers. Such craft were principally powered by the river currents and occasionally by a sail and/or oars and were manned by crews normally ranging from 2 to 5.
As illustrated here, a flatboat was a rectangular, flat-bottomed boat usually with a draft of 2’-3’. The bow and stern of the flatboat were generally inclined much like the ends of a modern barge. Flatboats varied in size dependent on the type and quantity of goods to be transported. At one end of the spectrum were 4’ x 16’ flatboats built for short trips. At the other end of the spectrum were so-called “Mississippi broadhorns” or “New Orleans boats” that could be as large as 20’ x 100’ or larger. Midsize flatboats, often referred to as “Natchez or Kentucky boats,” measured 16’ x 55’.
For steerage and, in some cases propulsion, flatboats were equipped with 30’-55’ sweeps on the sides, a rudder or steering oar on the stern, and a short bow sweep called a “gouger.” The side sweeps resembled horns. This led to their being called “broadhorns.” Some flatboats were equipped with a reel or reels of rope that could be used to moor the flatboat to the bank overnight, possibly raft up with other flatboats or in some instances to help wedge a flatboat off a sandbar.
Another feature of the flatboat was the crew’s quarters which could vary widely in features and size depending on the size of the flatboat and its crew. The quarters included sleeping accommodations, a makeshift galley for food preparation, firewood, and storage for food, water, and, possibly, corn whiskey. One reference noted that Indian attack was possible, thus access to the crew’s quarters was limited to one heavily barred door. Windows, if any, were small and shuttered. In smaller flatboats, crews may have actually made overnight camps on the riverbank. Flatboat crews definitely carried weapons for self-protection and, possibly, hunting along the riverbank.
While the principal use of flatboats was to transport goods such as flour, hominy, tobacco, wheat, potatoes, cotton, hay, and whiskey to be sold primarily but not exclusively in New Orleans, it was by no means the only way in which flatboats were used. Some of the other ways in which flatboats were used included as showboats for entertainers that would stage plays; blacksmith shops; galleries by photographers; chapels by ministers; brothels; bunkhouses; living quarters for families; and storerooms for shopkeepers. In many instances, flatboats were cooperative ventures that carried the products of several farmers from a given area. Flatboat operation was basically one way; that is, downstream. At the conclusion of the voyage, the flatboat was generally dismantled and its lumber and furnishings sold. The boatmen then had to return home by any means possible- walking, horseback, keelboat, stagecoach, railroad, steamship or some combination of these means. Among other trails, returning boatmen used the Old Natchez Trace as a means to return to their homes. Such journeys were likely dangerous- thieves and, possibly, Native Americans. Afterall, the boatmen were carrying the proceeds of their sales. Unfortunately, I’ve found few reference materials concerning this issue.
The flatboat trade is attributed to Jacob Yoder, a Swedish immigrant and Pennsylvania farmer, who reportedly built the first flatboat at Old Redstone Fort on the Monongahela River in 1781 and delivered a load of flour to New Orleans in May 1782. The Fort was located on the
Nemacolin Trail near Brownsville, PA, in what is now Fayette County, Pennsylvania. While not the subject of this brief, the Trail was later improved and became known as the Cumberland Road, thence the National Road or National Pike and became the gateway for settlers in Conestoga wagons and stagecoaches to reach the lands west of the Appalachian Mountains. It ultimately became US Route 40 or the National Highway, one of the first recognized US highways.
In 1816, records indicate that 1,287 flatboats arrived in New Orleans. That number rose to 2,792 during the November to June shipping season of 1846-47. Recognizing that many flatboats terminated their voyage short of New Orleans, it is estimated that as many as 4,000 flatboats were operating annually during the 1840’s, carrying a total of 160,000 tons of produce and requiring as many as 20,000 boatmen. With so many flatboats on the rivers, they would often lash together for the trip down river allowing the boatmen to engage in conversation, storytelling, and entertainment. Settlers in skiffs on the rivers would often engage the boatmen for news and on occasion join in the entertainment. River improvements during the period, 1823-61, contributed to lessening both the dangers of flat boating and time required for the trip. The improvements also resulted in more “running night and day.” While flatboats continued to operate on the rivers during the Civil War, their number was greatly diminished. During the post war years, towing of flatboats by steamers became increasingly common but traditional flatboat operations continued to persist until the end of the century.
This is a photo of a flatboat used during the Cherokee removal of May 1838-39 to transport an estimated 15,500 Cherokees and 1,500 African American slaves from the US states of Georgia, North Carolina, Tennessee, and Alabama to the West in accordance with the 1835 Treaty of New Echota. The destination of the removal process was Cherokee County, Oklahoma, at the foothills of the Ozark Mountains. More than 3,500 Cherokees and African Americans were estimated to have died during the transport process referred to as the Trail of Tears. It should be noted that the Trail of Tears involved the removal and relocation of more Native American tribes than just that of the Cherokees.
Periods of high water were preferred for flatboat voyages because they coincided with higher river velocities that lessened the time required to reach New Orleans or another destination. Published estimates of a typical range of river velocities vary from 3 to 5 miles per hour or 24-40 miles in an 8-hr day to 36-60 miles in a 12-hr day. Given that, the 640-mile trip from Memphis, TN, to New Orleans would be expected to require no less than about 10 days and no more than 27 days.
Geographically, the Mississippi River is divided into three sections: the Upper Mississippi from its headwaters in Lake Itasca in Minnesota to the confluence with the Missouri River; the Middle Mississippi from the confluence of the Missouri River to the Confluence of the Ohio River; and Lower Mississippi from the confluence of the Ohio River to Head of Passes. At that junction, is the 0-mile marker for the Middle Mississippi and the 954-mile marker for the Lower Mississippi. The 0-mile marker for the Lower Mississippi is the Head of Passes. New Orleans is approximately located at the 95-mile marker. Thus, the river distance from the Ohio River confluence to New Orleans is 859 miles. At an optimistic river velocity of 5 mph and 12-hr days, the trip on the Mississippi River from the confluence of the Ohio River to New Orleans would require 2 weeks. It should be noted that the distance from the confluence of the Ohio River to New Orleans prior to the completion of work by the U.S. Corps of Engineers starting in the 1920’s was approximately 150 miles longer than it is today. Centered in the c. 1840 engraving is a flatboat arriving at the New Orleans waterfront.
Obviously, a large number of flatboats successfully navigated the voyage from various points of origin to New Orleans and other destinations. Surely, there were failed attempts as well for a variety of reasons- failure of the flatboat, river hazards, sickness of the crew, and, possibly, Native American or criminal attacks. The river system is complex, so how did particularly neophyte crew successfully navigate the voyage? Two options existed in the early 1800’s: 1) hire a knowledgeable river pilot or 2) use an available comprehensive guide- The Navigator. Because of cost considerations, it is unlikely that guides would be hired for small flatboats and, possibly, for the majority of medium-size flatboats. However, at the cost of only $1.00, a copy of The Navigator could be purchased.
The Navigator was a compilation of traveler’s journals and reports that gave “directions for navigating the Monongahela, Allegheny, Ohio and Mississippi Rivers.” The publication included descriptions of villages, settlements, harbors, and distance between points. Starting with the fifth edition in 1806, the publication included woodcut river charts showing islands, channels and obstructions. The publication was written, printed, bound, published, and distributed by Cramer, Spear and Eichbaum of Pittsburgh; PA. Zadok Cramer was the principal individual responsible for the publication. Born in New Jersey in 1773, Cramer moved to Pittsburgh in 1801 and established a comprehensive printing company- printing, binding, distribution. Twelve editions of The Navigator were published between 1801 and 1824. The last edition that Cramer was primarily responsible for was the 369-page Eighth Edition of 1814. This edition was published after his death in 1813 of undisclosed causes at the early age of 40. Subsequent to Cramer’s death, his wife, and later his daughter, were responsible for publication of The Navigator until 1824. Shown here is the title page to the Eighth Edition of 1814. Unlikely that you will be able to read the handwritten inscription on the upper right-hand corner of the title page, but it reads, “Paid $1.00.”
An example of one of the illustrations included in the Eighth Edition of The Navigator is shown here. The illustration depicts a section of the Mississippi River that should be familiar to you if you read either or both of the earlier history briefs about Bayou Sara. You will note the label for the bayou in the lower third of the illustration.
The brief written description in the publication concerning Bayou Sara reads, “Bayou Sara empties in-almost 9 miles up this creek is a beautiful settlement (Note- this would be St Francisville), cotton grows here in great perfection; David Bradford, Esq., formerly of Pennsylvania, resided here. A sand bar opposite Bayou Sara, pass on either side, it is not seen in high water.” I find it surprising that the description included no mention of the riverside settlement of Bayou Sara and the fact that flatboats would often overnight in the bayou.
The ”Fausse R” shown in the lower third of the illustration is now referred to as “False River”, an oxbow lake. Depicted here as being connected to the Mississippi River, it was actually isolated from the river early in the 18th Century. However, during the early stages of its development, its legs would have been connected to the river creating the island shown in the illustration.
My original intent for this brief was to review the book authored by Richard Campanella entitled “Lincoln in New Orleans” that reconstituted Lincoln’s 1828 and 1831 flatboat voyages to New Orleans. However, it became apparent that a knowledge of flatboats and their role in the commerce of the 19th Century were needed to fully understand and appreciate his voyages. The subject of the next two briefs will be Lincoln’s voyages, principally the voyage of 1828.
Sources:
Commerce https://en.wikipedia.org/wiki/The_Navigator_(Cramer_book)
https://en.wikipedia.org/wiki/Mississippi_River
https://en.wikipedia.org/wiki/Flatboat
https://en.wikipedia.org/wiki/Trail_of_Tears
Lincoln in New Orleans, Richard Campanella, The University of Louisiana at Lafayette Press, 2010.