Flagg's The Far West, 1836-1837, part 1. Flagg Edmund
was one of a nature too melancholy, too painfully interesting lightly to be alluded to. Endeavouring to while away the tedium of delay, I was pacing leisurely back and forth upon the guard, surveying the lovely scenery of the opposite shore, and the neat little houses of the village sprinkled upon the plain beyond, when a wild, piercing shriek struck upon my ear. I was hurrying immediately forward to the spot whence it seemed to proceed, when I was intercepted by some of our boat's crew bearing a mangled body. It was that of our second engineer, a fine, laughing young fellow, who had been terribly injured by becoming entangled with the flywheel of the machinery while in motion. He was laid upon the passage floor. I stood at his head; and never, I think, shall I forget those convulsed and agonized features. His countenance was ghastly and livid; beaded globules of cold sweat started out incessantly upon his pale brow; and, in the paroxysms of pain, his dark eye would flash, his nostril dilate, and his lips quiver so as to expose the teeth gnashing in a fearful manner; while a muttered execration, dying away from exhaustion, caused us all to shudder. And then that wild despairing roll of the eyeball in its socket as the miserable man would glance hurriedly around upon the countenances of the bystanders, imploring them, in utter helplessness, to lend him relief. Ah! it is a fearful thing to look upon these strivings of humanity in the iron grasp of a power it may in vain resist! From the quantity of blood thrown off, the oppressive fulness of the chest, and the difficult respiration, some serious pulmonary injury had evidently been sustained; while a splintered clavicle and limbs shockingly shattered racked the poor sufferer with anguish inexpressible. It was evident he believed himself seriously injured, for at times he would fling out his arms, beseeching those around him to "hold him back," as if even then he perceived the icy grasp of the death angel creeping over his frame.
Perhaps I have devoted more words to the detail of this melancholy incident than would otherwise have been the case, on account of the interest which some circumstances in the sufferer's history, subsequently received from the captain of our steamer, inspired.
"Frank, poor fellow," said the captain, "was a native of Ohio, the son of a lone woman, a widow. He was all her hope, and to his exertions she was indebted for a humble support."
Here, then, were circumstances to touch the sympathies of any heart possessed of but a tithe of the nobleness of our nature; and I could not but reflect, as they were recounted, how like the breath of desolation the first intelligence of her son's fearful end must sweep over the spirit of this lonely widow; for, like the wretched Constance, she can "never, never behold him more."5
"Her life, her joy, her food, her all the world!
Her widow-comfort, and her sorrow's cure!"
While indulging in these sad reflections a gay burst of music arrested my attention; and, looking up, I perceived the packet-boat "Lady Marshall" dropping from her mooring at the quay, her decks swarming with passengers, and under high press of steam, holding her bold course against the current, while the merry dashing of the wheels, mingling with the wild clang of martial music, imparted an air almost of romance to the scene. How strangely did this contrast with that misery from which my eye had just turned!
There are few objects more truly grand – I had almost said sublime – than a powerful steamer struggling triumphantly with the rapids of the Western waters. The scene has in it a something of that power which we feel upon us in viewing a ship under full sail; and, in some respects, there is more of the sublime in the humbler triumph of man over the elements than in that more vast. Sublimity is a result, not merely of massive, extended, unmeasured greatness, but oftener, and far more impressively, does the sentiment arise from a combination of vast and powerful objects. The mighty stream rolling its volumed floods through half a continent, and hurrying onward to mingle its full tide with the "Father of Waters," is truly sublime; its resistless power is sublime; the memory of its by-gone scenes, and the venerable moss-grown forests on its banks, are sublime; and, lastly, the noble fabric of man's workmanship struggling and groaning in convulsed, triumphant effort to overcome the resistance offered, completes a picture which demands not the heaving ocean-waste and the "oak leviathan" to embellish.
It was not until the afternoon was far advanced that we found ourselves fairly embarked. A rapid freshet had within a few hours swollen the tranquil Ohio far beyond its ordinary volume and velocity, and its turbid waters were rolling onward between the green banks, bearing on their bosom all the varied spoils of their mountain-home, and of the rich region through which they had been flowing. The finest site from which to view the city we found to be the channel of the Falls upon the Indiana side of the stream, called the Indian chute, to distinguish it from two others, called the Middle chute and the Kentucky chute. The prospect from this point is noble, though the uniformity of the structures, the fewness of the spires, the unimposing character of the public edifices, and the depression of the site upon which the city stands, give to it a monotonous, perhaps a lifeless aspect to the stranger.
It was in the year 1778 that a settlement was first commenced upon the spot on which the fair city of Louisville now stands.6 In the early spring of that year, General George Rodgers Clarke, under authority of the State of Virginia, descended the Ohio with several hundred men, with the design of reducing the military posts of Kaskaskia, Cahokia, and Fort Vincent, then held by British troops. Disembarking upon Corn Island at the Falls of the Ohio, opposite the present city, land sufficient for the support of six families, which were left, was cleared and planted with corn. From this circumstance the island received a name which it yet retains. General Clarke proceeded upon his expedition, and, in the autumn returning successful, the emigrants were removed to the main land, and a settlement was commenced where Louisville now stands. During the few succeeding years, other families from Virginia settled upon the spot, and in the spring of 1780 seven stations were formed upon Beargrass Creek,7 which here empties into the Mississippi, and Louisville commenced its march to its present importance.
The view of the city from the Falls, as I have remarked, is not at all imposing; the view of the Falls from the city, on the contrary, is one of beauty and romance. They are occasioned by a parapet of limestone extending quite across the stream, which is here about one mile in width; and when the water is low the whole chain sparkles with bubbling foam-bells. When the stream is full the descent is hardly perceptible but for the increased rapidity of the current, which varies from ten to fourteen miles an hour.8 Owing to the height of the freshet, this was the case at the time when we descended them, and there was a wild air of romance about the dark rushing waters: and the green woodlands upon either shore, overshadowed as they were by the shifting light and shade of the flitting clouds, cast over the scene a bewitching fascination. "Corn Island," with its legendary associations, rearing its dense clump of foliage as from the depths of the stream, was not the least beautiful object of the panorama; while the receding city, with its smoky roofs, its bustling quay, and the glitter and animation of an extended line of steamers, was alone necessary to fill up a scene for a limner.9 And our steamer swept onward over the rapids, and threaded their maze of beautiful islands, and passed along the little villages at their foot and the splendid steamers along their shore, till twilight had faded, and the dusky mantle of departed day was flung over forest and stream.
Ohio River.
II
"How beautiful is this visible world!
How glorious in its action and itself!"
"The woods – oh! solemn are the boundless woods
Of the great Western World when day declines,
And louder sounds the roll of distant floods."
Long before the dawn on the morning succeeding our departure we were roused from our rest by the hissing of steam and the rattling of machinery as our boat moved slowly out from beneath the high banks and lofty sycamores of the river-side, where she had in safety been moored for the night, to resume her course. Withdrawing the curtain from the little rectangular window of my stateroom, the dark
The reference is to Shakespeare's
For a brief sketch of the history of Louisville, see Croghan's
The seven stations formed on Beargrass Creek in the fall of 1779 and spring of 1780 were: Falls of the Ohio, Linnis, Sullivan's Old, Hoagland's, Floyd's, Spring, and Middle stations. Beargrass Creek, a small stream less than ten miles in length, flows in a northwestern trend and uniting with two smaller creeks, South and Muddy forks, enters the Ohio (not the Mississippi) immediately above the Falls of the Ohio (Louisville). – Ed.
It is only at high stages of the river that boats even of a smaller class can pass over the Falls. At other times they go through the "Louisville and Portland Canal." In 1804 the Legislature of Kentucky incorporated a company to cut a canal around the falls. Nothing effectual, however, beyond surveys, was done until 1825, when on the 12th of January of that year the Louisville and Portland Canal Company was incorporated by an act of the legislature, with a capital of $600,000, in shares of $100 each, with perpetual succession. 3665 of the shares of the company are in the hands of individuals, about seventy in number, residing in the following states: New-Hampshire, Massachusetts, New-York, Pennsylvania, Maryland, Ohio, Kentucky, and Missouri, and 2335 shares belong to the government of the United States.
In December, 1825, contracts were entered into to complete the work of this canal within two years, for about $375,000, and under these contracts the work was commenced in March, 1826. Many unforeseen difficulties retarded the work until the close of the year 1828. At this time the contractors failed; new contracts were made at advanced prices, and the canal was finally opened for navigation December 5th, 1830. When completed it cost about $750,000. Owing to the advanced season at which it was opened, the deposites of alluvial earth at the lower extremity of the canal, or debouchure, could not be removed; and also from the action of the floods during the succeeding severe winter on the stones that had been temporarily deposited on the sides of the canal, causing them to be precipitated into the canal, it was not used to the extent that it otherwise would have been. During the year 1831, 406 steamboats, 46 keelboats, and 357 flatboats, measuring 76,323 tons, passed through the locks, which are about one fourth the number that would have passed if all the obstructions had been removed.
The Louisville and Portland Canal is about two miles in length; is intended for steamboats of the largest class, and to overcome a fall of 24 feet, occasioned by an irregular ledge of limerock, through which the entire bed of the canal is excavated, a part of it, to the depth of 12 feet, is overlaid with earth. There is one guard and three lift locks combined, all of which have their foundation on the rock. One bridge of stone 240 feet long, with an elevation of 68 feet to top of the parapet wall, and three arches, the centre one of which is semi-elliptical, with a transverse diameter of 66, and a semi-conjugate diameter of 22 feet. The two side arches are segments of 40 feet span. The guard lock is 190 feet long in the clear, with semicircular heads of 26 feet in diameter, 50 feet wide, and 42 feet high, and contains 21,775 perches of mason-work. The solid contents of this lock are equal to 15 common locks, such as are built on the Ohio and New-York canals. The lift locks are of the same width with the guard lock, 20 feet high, and 183 feet long in the clear, and contain 12,300 perches of mason-work. The entire length of the walls, from the head of the guard lock to the end of the outlet lock, is 921 feet. In addition to the amount of mason-work above, there are three culverts to drain off the water from the adjacent lands, the mason-work of which, when added to the locks and bridge, give the whole amount of mason-work 41,989 perches, equal to about 30 common canal locks. The cross section of the canal is 200 feet at top of banks, 50 feet at bottom, and 42 feet high, having a capacity equal to that of 25 common canals; and if we keep in view the unequal quantity of mason-work compared to the length of the canal, the great difficulties of excavating earth and rock from so great a depth and width, together with the contingencies attending its construction from the fluctuations of the Ohio River, it may not be considered as extravagant in drawing the comparison between the work in this and in that of 70 or 75 miles of common canalling.
In the upper sections of the canal, the alluvial earth to the average depth of twenty feet being removed, trunks of trees were found more or less decayed, and so imbedded as to indicate a powerful current towards the present shore, some of which were cedar, which is not now found in this region. Several
The first stratum of rock was a light, friable slate, in close contact with the limestone, and difficult to disengage from it; this slate did not, however, extend over the whole surface of the rock, and was of various thicknesses, from three inches to four feet.
The stratum next to the slate was a close, compact limestone, in which petrified seashells and an infinite variety of coralline formations were imbedded, and frequent cavities of crystalline incrustations were seen, many of which still contained petroleum of a highly fetid smell, which gives the name to this description of limestone. This description of rock is on an average of five feet, covering a substratum of a species of cias limestone of a bluish colour, imbedding nodules of hornstone and organic remains. The fracture of this stone has in all instances been found to be irregularly conchoidal, and on exposure to the atmosphere and subjection to fire, it crumbles to pieces. When burnt and ground, and mixed with a due proportion of silicious sand, it has been found to make a most superior kind of hydraulic cement or water-lime.
The discovery of this valuable limestone has enabled the canal company to construct their masonry more solidly than any other known in the United States.
A manufactory of this hydraulic cement or water-lime is now established on the bank of the canal, on a scale capable of supplying the United States with this much-valued material for all works in contact with water or exposed to moisture; the nature of this cement being to harden in the water; the grout used on the locks of the canal is already
After passing through the stratum which was commonly called the water-lime, about ten feet in thickness, the workmen came to a more compact mass of primitive gray limestone, which, however, was not penetrated to any great depth. In many parts of the excavation masses of a bluish white flint and hornstone were found enclosed in or incrusting the fetid limestone. And from the large quantities of arrow-heads and other rude formations of this flint stone, it is evident that it was made much use of by the Indians in forming their weapons for war and hunting; in one place a magazine of arrow-heads was discovered, containing many hundreds of these rude implements, carefully packed together and buried below the surface of the ground.
The existence of iron ore in considerable quantities was exhibited in the progress of the excavation of the canal, by numerous highly-charged chalybeate springs that gushed out, and continued to flow during the time that the rock was exposed, chiefly in the upper strata of limestone. —
A circumstance, too, which adds not a little of interest to the spot, is the old Indian tradition that here was fought the last battle between their race and the former dwellers in Kentucky – the