RIVER HIGHWAY FOR TRADE

THE SAVANNAH

BY

RUBY A. RAHN

CANOES. INDIAN TRADEBOATS, FLATBOATS, STEAMERS, PACKETS. AND BARGES

UG 23

S29 PUBLISHED BY 1968 U. S. ARMY ENGINEER DISTRICT, SAVANNAH CORPS OF ENGINEERS SAVANNAH, GEORGIA JUNE 1968 FOREWORD

River Highway for Trade by Ruby A. Rahn is the result of nearly a quarter of a century of research into contemporary newspaper files, old letters, and documents as well as personal memories.

Miss Rahn, a long-time school teacher in the school sys­ tem of Savannah, was born in Effingham County in 1883. She grew up close to the River, during those years when the life and excitement of the River was still a part of local living. Miss Rahn was assisted in the compilation of the monograph by her niece, Naomi Gnann LeBey. The information of the mono­ graph offers a vivid and valuable record of river activities from the time of Indian habitation through the 19th century. Sometimes supplementary items of the period are included which seem proper in this miscellany of interesting infor­ mation.

M. L. Granger Editor I NTRODUCTI ON

I wish to acknowledge with gratitude the help and en­ couragement received from Mrs. Lilla Hawes, Miss Bessie Lewis, and Mr. Edward Mueller. They were, indeed, friends in my need.

The information on the poleboats was all taken from the Marine News reports of the daily newspapers of the time. The totals of cotton bales for these boats can only be ap­ proximate, as the poleboats were hauling cotton for a few years before the papers started to publish the Marine News.

The steamboats' cargoes would be approximate totals, also, as some papers were missing, and some quite illegible. The reports were casual, especially in the way the word liS teamboat 11 was wr i tten and in the use of cap ita Is. In quoting the various articles, the words and capitals have been used as they appeared in the paper.

The Marine News was a joyous education for me, and sincerely hope the results of my perusals will be of interest to others.

Ruby A. Rahn RIVER HIGHWAY FOR TRADE THE SAVANNAH

The river we know today as the Savannah River took its final name from the Shawnee or Savannah Indians, who in the 1680's drove out and almost annihilated the Westo Indians, who had been in possession of a good portion of the land on the lower river. The headwaters of the Savannah stemmed from the Keowee, a small river flowing down from the mountains, fed by tributaries high in the Indian country of what is now North Carol ina. It was joined by the Eatolo and the Toxaway Rivers as it moved southward. The Chauga and the Chatugo Rivers also had their springs high in the Indian country of northwestern North Carolina, flowing southwards to join the Tugaloo River, which joined the Keowee. These two rivers formed a large and beautiful river which continued to flow south to the sea, keeping the name of the Keowee. This name was later changed by the Indians to the Isundiga, and still later to the Westobou, or the Westo, for a fierce tribe of Indians of that name, and then later and finally to the Savannah.

SAVANNAH RIVER AS VIEWED DURING TRADEBOAT ERA

The Spanish knew the river as the Rio Dulce, meaning soft or quiet river. DeSoto, in 1540, seems to have been the only known Spaniard to have been on the river itself. He crossed the river at Cofitachequi, or Silver Springs. in his search for gold and pearls, and probably did not know that the river ran down to the ocean. The French referred to the river as the Grande when Jean Ribaut settled Port Royal in 1562. In 1603, a naval battle took place at the mouth of the Savannah River, or as the Spanish called it, the Bay of Los Bajos. A French cruiser was captured by a Spanish fleet as the French bartered with the Indians for sassafras roots and bark, an item much in demand by the French at the time. Captain de Ejica, of the Spanish fleet, de­ scribed the mouth of the river as a deep bay with a wide harbor, a fresh water river emptying into it, and an island over two leagues wide within the bay. The Indians called the island Tybee.

The Gascoyne Plat of 1685 shows the river as the Westo, although the Westo Indians had been practically annihilated by the combined forces of the South Carolina settlers and the Shawnee (also Shawano), or Savannah Indians in 1683. The few Westo Indians left alive soon vanished. The Savannah Indians gathered all their tribes together and built a village at the fall line of the river, on the Carolina side, which became known as Savannah Town. The Yamassee Indian War of 1715 convinced the Carolinians of the need of fortification on the river. In 1716 Fort Moore was established on the Carolina bank of the Savannah River, about 200 miles upstream from the mouth. It was garrisoned by two or three officers and about twenty-five men. A main storehouse or trading room was built in the fort itself to provide a place where the traders could bar- gain with the Cherokees and other friendly tribes. By the end of two years, trade was so brisk the agent of the trading post had to request the services of three more clerks to add to the two already provided. The Colonial Records of South Carolina record an act passed in 172~ "For the better strengthening and securing the Frontiers of this Province by continuing the Garrison at Fort Moore, and re-establishing a Garrison at the Palla Chuckalla Old Town, on the Savannah River."

According to the same records, on 7 September 1730. a treaty was signed at the Palachocola Garrison by the Lords Commissioners of South Carolina and the Chiefs of the Cherokee Nation. This treaty was binding as "long as the mountains and rivers shall last or the Sun shine, whereupon we give this belt of Wampum." The Chiefs of the Cherokee Nation were Oboyhathey of the Abekers, Youbolomew, Coosaw King, Liftahatchey of the Oakchoys, Fannemiche of the Oakfuskeys, Tickhonaby, Tomeecheyof the Pallachucolas Town, Tuccaftanogee of the Pallachucolas, Hotl of the Ouseeshees, and Hubble Bubble of the Cheehaws.

In 1731, the Savannah flowed quietly on its way to the Atlantic with only an occasional canoe or tradeboat riding the current down the river on a long trip to Charleston by water in preference to the overland trip from Fort Moore through the wilderness.

General James Edward Oglethorpe caused a change in the quiet 1 ife of the Savannah when, on 12 February 1733. he sailed up the

2 river with the incoming tide, seeking a safe site for the first set­ tlement in his new Colony of Georgia. The beauty of the river was easy to see, but the treachery of the hidden and constantly shifting sandbars, plus the tree roots and snags were to be discovered later. In a letter to the Trustees of the Colony, General Oglethorpe de­ scribed the site he chose in the following words: "1 went myself to view the Savannah River; I fixed upon a healthy situation about ten miles from the Sea. The River here forms a Half Moon, along the South side of which the banks are about forty foot high; and upon the Top a Flat, which they call a Bluff. The plain high ground extends into the Country five or six miles, and along the river side about a mile. Ships that draw twelve foot water can ride within ten yards of the bank --- The River is pretty wide, the water fresh, and from the Key of the Town you see its whole course to the sea, with the Island of Tybee, which forms the mouth of the river; and the other way you see the river for about six miles up into the country."

General Oglethorpe named his settlement "Savannah" for the river on which it was located. The site had a safe, deep harbor and was soon destined to become a very important port for the young American Colonies. Savannah was the first planned city in America with large

EARLY PLAN OF SAVANNAH, GEORGIA squares or parks breaking the straight lines of the streets, giving the little town a feeling of airiness, as well as affording the citi­ zens protected places to gather together in times of danger or places to relax in the shade of the beautiful oaks in the hot summers.

3 In 1735, two short years after settling Savannah, General Oglethorpe took control of the navigable part of the Savannah River from the town up the river to Ft. Moore. On the Georgia banks just below the falls almost opposite Ft. Moore, he directed that the town of Augusta, named for the Royal princess of Saxony, be laid out. He needed a settlement at this location as a defense outpost against possible enemies and to be in a good position to take advantage of the Indian trade. Thus, in a short two years commerce on the river had begun, supplies went up to Augusta and hides and furs were brought down to Savannah.

At first, the new settlement of Augusta was only a small log fort 120 feet square, built to house ten to twenty men and one commissioned officer. The walls of the fort were musket proof, and eight iron cannon were mounted on its ramparts. What a chore it must have been for the colonists to get those cannons up the river against the current! The fort was also to be a place of refuge for the inhabitants of Augusta in time of danger.

The only practical and economical form of transportation at this time (1735) was by canoe or Indian tradeboat. A very old Indian trail, beginning in the Cherokee Nation in the mountains of North Carolina, followed the banks of the Savannah River on the Georgia side down through the present city of Savannah, ending on Skidaway Island just outside the city. This trail could be used for pack men, or burdeners, but it was impassable for horses, and would be a costly method of transport for all the supplies needed for the outpost in Augusta.

With the busy increased trade, canoes were in great demand. Building a canoe was a long, tedious job. A tall, straight tree was burned around the base until it toppled to the ground, then the top was burned off at the desired length. Next, the inside of the tree was burned out, the charred wood being scraped out with shells or stones. This burning and scraping continued until the walls of the canoe from the open side were fairly thin at the top edges, thick­ ening toward the bottom, which was more or less flat.

The following quotation gives a realistic and interesting picture: "In 1845, while digging a canal on one of the rice plantations, on the Savannah River, located only a few miles distant from the city of Savannah, at a depth of three feet and a half below the surface of the swamp, the workmen came upon a canoe in the soil. It answered to the description of what is familiarly known as a dugout, and had been fashioned from the trunk of a cypress tree about eleven feet long and thirty inches wide, its depth was scarcely more than ten inches .••• The boat curved upward at either end, so that the bow and the stern rose above the middle portion. Located about three feet from the stern was a seat about nine inches wide, consisting of a rude cypress plank. When cleaned and dried, this canoe weighed sixty pounds, and could be transported with the greatest facility by a single individual."

4 "The agency of fire had obviously been invoked in the construction of this l!ttle boat. While there were no marks of sharp cutting tools, the eVidence appeared conclusive that the charred portions of the wood, both within and without, had been carefully removed by rude Incisive Implements. probably of shell or stone."

DUGOUT MADE FROM CYPRESS TREE TRUNK

The dugout shown in the picture is in the Charleston, South Carolina, Museum. It was found, by radiocarbon test at the University of Michigan, to be about 740 years of age. Paintings published in 1591, made from drawings of an artist who had been with Jean Ribaut when Ribaut settled Port Royal, South Carol ina, in 1562, show the same type canoe in use.

The large canoe in the picture on page 6 is also in the Charleston Museum. Used as a plantation barge, it was built about 1830 from two cypress trees twenty-eight feet long and five feet wide.

5 A canoe of this size paddled by several men could transport well over four or five hundred deer skins or several thousand pounds of trade goods. These large canoes became known as Indian tradeboats and were the forerunner of the poleboats later built by the colonists.

TYPICAL CANOE USED ON SAVANNAH RIVER

The Savannah River soon boasted many such tradeboats running be­ tween Savannah and Augusta. The South Carol ina Gazette of 12 January 1738 had an advertisement of the sale of "an Indian trading-boat, with her oars and grapl ing. 11 On 1 February 1748, the Gazette had the fol­ lowing advertisement: "Stolen, or gone adrift from Mr. Ell iott's Wharf, last Tuesday night, an Indian trading boat, 42 feet long and upwards of 7 feet wide, with a cabin in her stern, and staples in her side, and a King Bolt in her head. Whoever takes up said boat and del ivers her to Macarthan & Campbell in Charles Town shall have 20.1 Cu r rency rewa rd. II

As more and more settlers arrived in the new colony of Georgia, it was to be expected that the land bordering the river would be the first to be claimed and settled for the towns and large plantations. Boat landings and ferries began to make their appearances along the banks. These early river settlements tell an interesting story of their 18th-century community life and its contribution and dependence on the river and its trade. Purysburg and Ebenezer were among the first of the new settlements .

6 Purysburg was not a Georgia settlement as it was located on the South Carolina side of the river. The Swiss Lords Proprietors, in 1724, grant~d Baron Jean Jacques de Pury a barony of 12,000 acres in South Carolina on or near the Savannah River. In 1731, Baron Pury was per­ mitted to choose on the borders of the river land to build the town of Purysburg. Pury commented that the Savannah River was the finest in all Carol ina, the water good, and stocked with excellent fish. He thought it about as large as the Rhine. Purysburg had nearly a hundred dwellings in 1735, when it reached the peak of its prosperity. The settlement evidently lacked the leadership of a person such as General Oglethorpe, and had no pastor or school to hold the people together as did the settlement across the river on the Georgia side. Later Purysburg was the headquarters of the American General Lincoln and of General Moultrie in 1779 when they retreated from Georgia into South Carolina. Although the settlement itself did not last as a township, in the late 18th and early 19th centuries, it did become an important steamboat landing and stagecoach stop where passengers were transferred to con­ tinue their journeys by boat or coach, as the case might be.

Ebenezer, across the river on the Georgia bank, was settled by Salzburger immigrants in the year 1734 and played an important part as an early and prosperous trading community in the history of Georgia. Ebenezer was laid out as prescribed by General Oglethorpe, in a pattern similar to Savannah. The settlement met with prosperity. and the Salzburgers were noted for their industry and ingenuity. The first saw mill in Georgia, the first grist mill in Georgia, and the first rice mill in America were constructed at Ebenezer. The town had a bell factory, and in those days the fame of the sweet-toned Salzburger bell went far and wide. Lemuel Seckinger, known as the "Bell Seckinger" because he made bells for cows and calves, claimed it was the clay at Ebenezer that gave the bells their unusual tones.

At Ebenezer, the first Sunday School in Georgia was organized and the first orphanage was established which was used as a model for the famed Bethesda Orphanage in Savannah. Ebenezer gave Georgia its first Provincial Governor, John Adam Treutlen. Treutlen had been sent to school at Ebenezer as a boy, because it was here that the finest school of its time was located. In 1769, the present Jerusalem Lutheran Church was comple:ed by the Salzburgers. It was constructed completely of local materials. The bricks were made of Ebenezer clay, shaped by hand, and baked in the town kiln. Some of the bricks have fingerprints of the builders that are still visible today. The women carried the bricks in their aprons from the kiln to the site of the church so eager were they to help in building the church. During the American Revolution, the British used this fine and well-loved church as a hospital, a commis­ sary and a stable. The stamping of the horses' feet ruined the brick floo~ so that later wood was placed over the brick flooring. The con­ gregation of Jerusalem has been a continuous one from the first meeting in 1769 up to the present day.

7 Ebenezer was occupied by the British from 1779 to 1783. Their I ively contribution to the Georgia community and their prosperous trad­ ing activities ceased. The people were treated severely by the British and most of their property was confiscated. After the war, many of the Salzburgers, who had fled the enemy, moved back to Ebenezer, and for a time it appeared that the town would regain its prosperity and prominence. The trade, however, never revived and as a natural consequence, the number of residents began to decrease. At its peak just before the American Revolution, the population had been over two thousand. In 1855, Strobel wrote: liThe town has gone almost entirely to ruins, only two residences are now remaining. The old church, however, stands in bold relief on its op~n lawn. Except upon the Sabbath, when the descendants of the Salzburgers go up to their temple to worship the God of their fathers, the stillness is unbroken."

ORIGINAL SAllBURGER HOUSE AT EBENEZER , GEORGIA

Today, another hundred years later, the same story is true, except that the two residences are now gone. A Sunday School building has been ad?ed to ~he church, and a building to house the Georgia Salzburger Museum IS now In the hands of the architect, John C. leBey.

Abercorn, another village outpost located fifteen miles above S~vannah on a creek that emptied from the Georgia side into the Savannah River, was settled.by ten :amil ies sent there in 1733 by General Oglethorpe. The village did not grow or become an important landing

8 as the years passed. It later was a popular spot for church camp meetings with the steamboats making special excursions to Abercorn.

Mount Pleasant, a former Euchee Indian town and English trading post, was on a bluff of the Savannah River near the present town of Clyo. thirty miles above Savannah. Candler's Colonial Records of Georgia, dated 7 February 1741, states: "Mount Pleasant is situated on the Georgia side of the River, almost opposite to Palachocolas Fort; it was once the Habitation of a Tribe of Euchee's, who deserted it a few years since, choosing to settle farther up; but a few of them frequent it still; and one Thomas Wiggin, an Indian Trader, keeps Store there; who being of long standing, and one whom the General has confidence in; he ordered him to build a Fort there, giving him the Command of twelve men, as a sufficient Guard against any mischievous Attempts from the Indians of any Kind; and it is a Pass on the Way betwixt this and Fort Augusta." It was from this small fort with its new garrison at Mount Pleasant that in July 1739, General Oglethorpe began his noted journey to treat with the Creek Indians at Coweta Town on the Alabama side of the Chattahoochee River just below where the city of Columbus, Georgia, stands today.

SISTER'S FERRY CROSSES SAVANNAH RIVER

In this year, General Oglethorpe establ ished a ferry between the Palachocolas in South Carol ina and Tuckasee Ki ng ' s Bluff in Georgia. later, not far below Oglethorpe's ferry, another ferry I inking Two Sister's Bluff in South Carolina with the opposite bluff on the Georgia side was established and became known as "Sister' s Fer ry. " This ferry

9 was much more convenient for travel because of the higher bluffs on each side of the river. Soon after the establishment of the ferries, public roads were built from the ferry landings to the River Road on the Georgia side and to the Coosahatchie Road on the Carolina side.

During the American Revolution, Sister's Ferry was crossed and recrossed by the British and the American forces. General Sherman, in the Civil War, crossed the river at Sister's Ferry on pontoon bridges to capture South Carolina. When General Sherman arrived at the ferry site, the waters of the Savannah River were so high the General and his men had to camp there for two weeks before being able to cross over into Carol ina. Everything for miles around was destroyed by the army as they waited for the river waters to subside.

It was here at Sister's Ferry that the well-known botanists William Bertram and the Michauxes crossed the river during their trav­ els through the Carol inas, Georgia, and Florida. The famed "Flaming Azalea" described by A. Michaux was seen by the botanists at Sister's Ferry, and was later seen here by W. P. lemmon of the Philadelphia Academy of Natural Science in 1936. At the present time these azaleas have been almost destroyed by outsiders gathering the plants, leaving a ghost story to be retold each spring with the opening of a few blooms in place of the "flaming mass of blooms."

During the 19th century, the fees for the ferry were 25 cents for a man and horse, 50 cents for a buggy, and 75 cents for a two-horse wagon. When the river was too high and the road impassable, flats were rowed upstream about a mile to Upper Ferry. The price for this trip was very high--around seven dollars. The old ferry closed its opera- t ions in 1921. Going upriver, Tuckasee King landing was named for a Euchee Indian village that once was situated on this bluff of the river. It was here that the Reverend Benjamin Stirk in 1767 held the first Baptist church services, which eventually led to the formation of the Baptist Church of Georgia: As the new colony, or state, of Georgia grew and expanded, Tuckasee King became a stagecoach station on the Savannah-to-Augusta route, and the settlement became the first county seat of Effingham County. The site proved too inconvenient for the county business of that time. The county seat was moved to Springfield, and Tuckasee King became little more than a stagecoach stop and a logging mill. The early community is now only a memory, but the site is becoming a popular recreational area for boating and fishing, and interest in its former history is being revived.

Hudson's Ferry, about twenty-four miles above Ebenezer, was occu­ pied by the British In their retreat after the Battle of Kettle Creek in Wilkes County in February of 1780. This site became a busy steam­ boat landing in later years.

10 About 160 miles up the Savannah River on the Carolina side was the fa~ous landing at Silver Bluff, originally known by the Indians as Cotltachequi. In the Cretaceous Period of history, the coastline of this area was around what is now Augusta Macon and Columbus Georgia, where today great banks of fossil ~hells ~an be seen al~ng the river and at the landings of Shell Bluff and Stony Bluff. William Jasper, the American Revolutionary War hero, enlisted in the Army on 7 July 1775 at nearby Stony Bluff in Burke County. The Gazetteer of the State of Georgia in 1827 reported: "Shell Bluff is a shelly ele­ vation formed of sea shells eighty feet high on the bank of the Savannah River in Burke County. Here goods are landed and cotton taken on Board ."

" .:! -.. /' 1\

HUGE OYSTER SHELL FOUND ON SHELL BLUFF BELOW AUGUSTA, GEORGIA

It was here at Cotitachequi in May of 1540 that DeSoto mistreated the hospitality of the Indian queen in his greed for gold and pearls. DeSoto demanded the gold and pearls from the Indians and is reported (by various accounts) to have acquired as much as 350 pounds of pearls. In this region pearls appeared abundant but not of fine quality. They were damaged by the fire that the Indians used to open the oysters and by the holes made in the pearls to string them for ornamentation.

Purysburg, Ebenezer, Abercorn, Mount Pleasant, Sister's Ferry, Hudson's Ferry, Silver Bluff--these were the first of the landings to

11 become well known between Savannah and Augusta, and the old names can still be found on the river maps. As time passed, many more names on the river became well known, such as, Heischman's Lake, Wallicaon's Ferry, Matthews Bluff, Jacob's Leap, ,Hagerslager's Point, Poor Robin, Frying Pan, Limestone Bluff, Demaries I {Demarey's} Ferry, and Hamburg. Many of the landings were simply called by the name of the plantation on the river bank or by the name of the owner of the property. As the property changed owners, so did the name of the landing, as can be seen by studying succeeding old river maps.

The Indian tradeboat soon proved to be too small for the amount of supplies and trade goods to be transported up the river to the fast­ growing town of Augusta. By 1740, Augusta had become an important trading center with an estimated population of six hundred or more townsmen, traders, servants, and packhorse men. The colonists began to build larger boats of hewn or rough lumber, which were guided down­ river with the current by long poles. The poles were also used to

POLEBOAT ON SAVANNAH RIVER NEAR AUGUSTA, GEORGIA push or "pole" the boats upriver against the current on the return trip from Savannah to Augusta. These boats naturally became known as "Pole­ boats." As trade demanded, their size increased and finally they could c?rry almost unbelievable amounts of cargo. Most of the poleboats were given names and had regular crews to operate them. Some of the boats

12 belonged to the plantation owners, others to individual river men. The largest number, however, belonged to companies or corporations formed for profit by businessmen who could foresee the need for increased transportation of goods with the steady growth of the colony.

No detailed records of the cargoes of the early boats have been found In the newspapers of the times, but a copy of the exports of produce from the "Province of Georgia from the years 1754 to 1773, compiled by William Brown, Comptroller of His Majesty's Customs in the Port of Savannahll will give some idea of the variety and amount of those cargoes.

"Barrels of Rice 188,794 Pounds of Indigo 218,864 II of Deer Skins 2,651 ,715 II of Beave r Sk Ins 123,094 " of Raw S ilk 9,829 II of Tanned Leathe r 818,330 II Tobacco 228,084 Feet Timber (a 11 kinds) 19,544,542 Staves 7,782,906 Shingles 31 , 103,347 Bushels of Corn 92,500 Pounds Hemp 7,589 Barrels Turpentine 815 Barre 1sTar 4,056 II Pitch 2,864 II Pork 6,203 II Beef 2,918 Hogs & Shoats 8,149 Pounds Flour 8,200 Bushels Rough Rice 31 ,592 Bushe ls Pease 4,521 Pounds Sago Powder 61,679 Gallons Orange Juice 5,131 Pounds of Ta 11 ow 19,682 II Wax, Bees & Myrt 1e 35,577 Horses 2,069 Mules 118 Steers 618 Oars & Handspikes 11,319

Total Value Pounds Sterling 960,275

Signed by William Brown, March 1,1773"

One of the surprising articles in the above list is the orange juice shipped! How was it kept, and in what was it shipped? What became of the orange trees in later years? General Oglethorpe and Baron Von Rech of the Salzburgers both mention the orange trees in

13 their diaries. or journals. but nowhere is mentioned how it was exported or what became of the trees. The sago powder is another interesting item, with over sixty thousand pounds of powder being shipped in twenty years. but in perusing old records no mention has been found concerning the cultivation of the sago palm as a crop for the powder.

The shipping of skins reached an early peak but dwindled away as an important trade item. Timber, however, steadily increased; the great forests stretching away from the banks of the river sent enough timber into Savannah to make that city the most important port on the Atlantic coast for the export of hewn timber. From the early days of the colony to the Civil War in 1860, logs of pine and cypress were floated down the river in rafts. The cypress logs that were too heavy for floating were placed on top of the pine logs and came easily down the river with the current. Cypress shingles and barrel staves were an important item, while turpentine was just beginning to give a hint of the naval stores exports to come. Rice rapidly became a value-quantity cargo as the number of slaves in the colony increased.

The years of the American Revolution brought an end to any actual shipping on the Savannah River. Contraband produce nevertheless was a part of the economy. A resolution passed by the very new Continental Congress in 1775 forbade trade with England by the thirteen colonies. The new governments were zealous in obeying this ruling, and as a con­ sequence, the armed vessels of the British along the coast were hard put to obtain fresh food for their men. This caused many foraging raids to be made into the coastal towns and rivers.

One such incident, to be known as the Battle of Yamacraw Bluff or the Battle of the Rice Boats. took place on 1 March 1776. Eleven ships loaded with rice were at Savannah waiting for a chance to run the British blockade at the mouth of the river. Two men-of-war and two sloops of the British Navy sailed up the river to Cockspur Island and Five Fathom Hole, just below the town, hoping to capture the ships and seize the rice. One of the ships ran aground, but two others sailed up the back river and sent two hundred of their men across Hutchinson Island to help the British attack the rice ships.

Rather than allow the British to take the rice, fire was set to the rice ship INVERNESS, the ship farthest up the river. The INVERNESS drifted down the river setting fire to the other ships. Three were burned, six were dismantled, and two during the excitement of the fire successfully ran the blockade and put to sea. The British were driven from the vicinity of the town for the time being. This was the first engagement of the Revolutionary War taking place on the river. Later the American and British Armies crossed and recrossed the Savannah River as the war went from Charleston in South Carol ina and Savannah in Georgia on up the coast into the interior of the country.

14 The plantations and small farms on both sides of the river were devastated and many of the owners forced to flee to safer areas. Ebenezer, just above Savannah, was occupied by the British for several years, and never regained its former prosperity. The capture of Augusta at the headwaters of the river completely bottled up the river trade until victory was achieved by the Americans and the departure of the British Army and Navy became a fact.

The years between the end of hostilities and 1790 were needed for the recuperation of the population, the soil, finances, and business enterprise. Many plantation owners had to rebuild their homes and restock their farms. The businessmen in the towns of Savannah and Augusta had the same problems in restocking their stores and rebuilding or repairing the boats for a new start of the river trade.

In spite of the desolation and lack of money, many new settlers came into the territory around and above Augusta, claiming land grants for their service In the recent war. Tobacco growing began to flourish in the uplands and rice In the lowlands. Many more Negro slaves were brought in--to replace those lost during the war and to add to the labor force so necessary to the growing of tobacco, rice, and the new crop of cotton. As the tobacco growing Increased, several small towns on the Savannah River above Augusta came into existence. One of these was named Petersburg, on the Georgia side of the river. A ferry from South Carolina made it a gateway to the new, fertile lands now being settled. Tobacco was brought Into Petersburg from the outlying farms, to be taken downriver to Augusta by boat. The boats had to be quite shallow to navigate the swift water and the rapids, and the men had to be very capable to manage them. They became known to the river folk as "Petersburg" boats. They were ten to eighteen or twenty inches deep. about six feet wide, and usually very long, anywhere from twenty­ five feet to as much as seventy-five or eighty feet. Petersburg as a town only lasted a few years, as the competition from Augusta was too great, but the boats kept the name for many years.

The year 1791 brought great excitement to the lower part of the river when President George Washington visited Savannah. The Georgia Gazette of 12 May 1791 relates: liThe President of the United States, it is expected, will honor the city of Savannah this afternoon with his presence. A boat elegantly fitted out set off yesterday fore­ noon, having on board five of the principal gentlemen of this place. who are to receive him at Purysburg, from whence he is to be rowed by nine Captains of vessels, neatly dressed in blue silk jackets and round hats with black ribbon having the words 'LONG LIVE THE PRESIDENT' wrought in gold. The Mayor and Aldermen have requested the citizens to illuminate their houses and every preparation is being made to wel­ come this illustrious Character to the metropolis of Georgia. An account of the reception he meets with from the inhabitants of the lower parts of the State we hope to be able to lay before our readers in our next issue."

15 From the diary of Washington we read: '~hursday 12th (May 1791) By five o'clock we set out from Judge Hayward's, and rode to Purysburg 22 miles to breakfast.

"At that place I was met by Messrs. Jones, Col. Habersham, Mr. John Houston, Genll. Mcintosh, and Mr. Clay, a comee. from the city of Savannah to conduct me thither. Boats were also ordered there by them for my accommodation: among which a handsome 8 oared barge rowed by 8 American Captains attended. In my way down the River I called upon Mrs. Green the widow of the deceased Genl. Green (at a place called Mulberry Grove) &asked her how she did. --at this place (2 miles from Purysburg) my horses and Carriages were landed, and had 12 miles far­ ther by Land to Savannah. The wind and tide being both against us, it was 6 o'clock before we reached the City where we were received under every demonstration that could be given of joy and respect. We were Seven hours making the passage which is often performed in 4, though the computed distance is 25 miles."

An unheralded visitor to a plantation on the Savannah River in 1793 was 27-year-old Eli Whitney of Westboro, Massachusetts. He came as a guest of Mrs. Nathaniel Greene to Mulberry Grove, the plantation where President Washington had stopped, on the Savannah River. Mr. Whitney was on his way to a teaching position at the University of Georgia, the first state university in the Nation. This young man had a decided mechanical talent, but seemed to pursue the talent as a hobby rather than to develop it as a business or profession.

Mr. Whitney soon found that whenever a group of planters were together the conversation invariably turned to the problem of separating the fibre of the cotton from the seed. Several machines were being tried to do their work, but none had been successful. It was agreed by all that if such a machine could be perfected and put into use, the South would surely become enormously wealthy. To oblige the request of his hostess, Eli Whitney put his talent to the test to see if he could help the planters with their problem. He came up with a working model of the cotton engine, or "gin," and the removal of the seed from the fibre became known as ginning.

Instead of becoming an instructor at the state university, Whitney went to the young Nation's capital, Philadelphia, to patent his inven­ tion. It must have given Thomas Jefferson, then Secretary of State and in charge of patents, much pleasure to see this invention. Mr. Jefferson himself had the same type of inventiveness of mind, as can be seen by anyone fortunate enough to go through his home at Monticello in Virginia. Eli Whitney never received the recognition, at the time, that he deserved nor did the invention bring him the fortune he should have reaped. Law­ suits over his patent took the greatest part of the wealth he should have had for himself.

16 Discouraged with his experiences in the South, Ell Whitney returned to the North. There he became interested in firearms, and although it seems to be little known, became the inventor of the system of mass pro­ duction and the assembly line that has made the United States the great­ est nation on earth. He designed separate machines to make each part of the gun, and then put the various pieces together to form the fin­ ished product. Before this, each workman made the entire gun, which was necessarily a slow process.

At about this same time, a start on the second invention of great importance to the river was made. In 1786, William Longstreet, a young inventor and a resident of Augusta, had great faith in the steam engine as a source of power for boats as well as for other purposes. He and his partner, Isaac Briggs, convinced the Georgia Assembly of 1788 to pass an act giving the two men the exclusive right for fourteen years to use their newly invented and constructed steam engine. On 26 September 1790, Longstreet wrote a letter to Governor Thomas Telfair of Savannah asking his assistance in raising money to construct a boat to be propelled by steam. This letter was published in the Savannah and Augusta newspapers, but it was some time before they acquired the funds necessary for the experiment. Longstreet finally did construct a small model steamboat which actually did go up the Savannah River, against the current, at five miles per hour. William Longstreet died in Augusta on 1 September 1814, without seeing the effect of his steam­ boat on river travel and transportation.

The turn of the new century of 1800 held very bright prospects for Georgia and the Savannah River. Tobacco growing had reached Its peak, but was rapidly being replaced by cotton as an important money crop. The success of the cotton gin greatly increased the amounts of cotton being planted. Large farms and plantations. as well as smaller ones, were raising all the cotton possible. Augusta was a boom town with wagons of cotton waiting hours for their turn at the gin. Cotton mills to use up this high cotton production were being built In the northern Industrial centers as well as in the mill districts of England. The wool merchants of England fought the cotton at first, as they thought it would be in competition for their wool trade. It did not take the more progressive merchants long, however, to realize that not only was cotton not a threat to the wool mills, but that it would open a whole new market for the export of cotton cloth to their colonies in the tropical parts of the world.

Savannah now joined Augusta In the profits being reaped from cotton. Soon the majority of all cotton produced in the United States came from the farms and plantations of Georgia and South Carolina, and was brought down the Savannah River to the port of Savannah. Savannah became the most important port on the South Atlantic coast, and the largest ex­ porter of cotton in the world. The Augusta Herald of 10 November 1808 stated that William Longstreet successfully applied the steam engine to the cotton gin, which helped to speed up the process of removing the seed from the fibre. 17 Longstreet had, a few years earlier, also aided another industry in Georgia. He had, as related by the Augusta Herald, dated 30 June 1802 been successful in using the steam engine to power the sawmill. It w~s not long after this that great quantities of lumber as well as the log rafts were floating down the Savannah River, some to be used locally, but the greater amount to be exported.

COTTON WHARF - SAVANNAH PORT

The poleboats were now in great demand to haul vast quantities of lumber and cotton to market. Stagecoa~hes could be used for personal travel, but only the river could manage the tremendous number of bales of cotton being ginned in Augusta and the product of the sawmills all along the river. The newspapers of the times started listing the pole­ boats and their cargoes in the Marine News in the year 1817, and these listings were to be found until the last tw~ CRACKER NANCE and the TRAITOR, were listed in 1836.

Nineteen separate boats were recorded in 1817, twenty-four more were added in 1818, besides several with only a number for a name, owned by one of the boat companies. Twenty-five were added in 1819 and in 1820. Since most of these boats averaged five or more years on the river, it Is easy to see that there were probably between 75 and 100 boats running between Savannah and Augusta during this period.

Some of the boats such as the EDWARD ROWELL, the SAVANNAH, and the OLIVE BRANCH could carry as many as seven to eight hundred bales of cotton a trip. The average appeared to be able to transport four

18 to five hundred bales, which was no small load for such a type boat. A grand total of over half a million bales of cotton was reported from 1817 to 1835, besides the many cargoes not listed and the cargoes too illegible to read in the old newspapers. The peak of poleboat pros­ perity was probably from about 1815 to 1820, just before the steamboats began to be seen on the river. By 1835, the poleboats were no longer in use. After having done an almost unbelievably heavy task, they had gone to join the canoe and the Indian tradeboat in the recorded history of the ri ver.

The "Cotton Boxes" listed among the poleboats were made of rough lumber fashioned into crude boats or "boxes," and loaded with bales of cotton. They were fairly large and could carry from three to seven hundred bales. They were floated down the river with the current, the cotton unloaded, and the boxes taken apart and sold for the lumber.

The "flats" mentioned were flatboats belonging to the tidewater plantation owners used for hauling rough rice. They could carry from several hundred to several thousand bushels of rice at a time. Many of them on the western side of the town used the Ogeechee Canal to bring rice to Savannah. The Civil War brought destruction to the rice fields and ended rice growing as a profitable business.

Historians, in general, seem to have slighted the importance of the river steamboats as a commercial contribution to the growth of the State. Nevertheless, Georgia can boast of the fact that the first successful commercial steamboat ran between Augusta and Savannah on the Savannah River.

On 18 November 1814, two months after the death of William Longstreet, the Georgia Assembly gave Samuel Howard, his partner, the exclusive rights, for twenty years, to operate boats propelled by steam on all the rivers of Georgia. This act was not to be effective until the State of South Carolina concurred, which it did 14 December 1814. Samuel Howard and his brother, Charles. planned to use the steamboat to tow sailing vessels up the river from Tybee, thus saving many hours of delay from unfavorable winds or tides. They also planned to send a boat to Augusta, but whether they intended regular runs in the first plans is not really known.

A year later, in November 1815, the keel for the steamboat ENTERPRISE was laid in Savannah at the shipyard of John Watts, who directed the building. The ENTERPRISE, weighing 152 tons, was 90 feet in length, 20 feet in breadth, the water paddle wheels had a diameter of 16 feet and the steam engine had the power '~qual to the united force of 32 horses." The engine, as well as the man to install it, came from Philadelphia. The Savannah Republican of 18 January 1816 carried the following account of the launching of the first steamboat in Georgia:

19 IIYesterday morning was launched, the Steamboat ENTERPRISE, ninety feet in length. and twenty in breadth. The launch was beautifu1--about 11 o'clock the impediments to her course were overcome; and she moved majestically into her proper elements, amid the acclamations and good wishes of hundreds of spectators. Much credit is due to the builder, Mr. John Watt, for his exertions In expediting the completion of her hull; which we are informed has exceeded the most sanguine expectations of the proprietors, who are likewise perfectly satisfied with the work­ manship in every respect.

lilt may not be improper here to repeat the object for which this vessel has been constructed. and the advantages that the commerce of this place is likely to derive from her operation. She is intended to tow vessels thence to Tybee. from thence thither. or to facilitate the passage of river craft between this harbor and Augusta. Besides being useful in winter, during the prevalence of northwestern and north­ eastern winds. in bringing vessels into port and towing those outward bound into situations where they may make use of their canvas. she will be particularly beneficial in summer and autumn when putrefaction of vegetable substances load the exhalations of our river fens with per­ nicious particles. which proves so often fatal to the crews of our shipping lying wind-bound in the river; and will often save the mer­ chants from heavy losses occasioned by perishable merchandise remaining too long on board of those vessels In those seasons. In short the aid of steam-boats will place our city upon an equality with ports the most favored by their natural positions. Should the Messrs. Howards not meet with the encouragement in their adventurous and laudable undertaking; the ignorance, or disregard of our citizens to their own interests will alone be the obstac1e---obstac1es which we hope and believe there are no reasons to expect of ever being rea1ized. 1I

An Interesting article in the Savannah Republican in early April describes one trip of the ENTERPRISE as follows:

liThe Steamboat ENTERPRISE. with a numerous concourse in citizens on pleasure bent. She moved beautifully through the water. and was certainly an interesting curiosity to those who have not seen steam vessels elsewhere. To behold a large and apparently unwieldy machine, without oars or sails, propelled through the elements by an invisible agency at a rate of four miles an hour, is indeed a novel spectacle. We understand from the proprietors that the ENTERPRISE fully meets their expectations and behaved very well yesterday. Our enterprising townsmen have our very best wishes for so laudable an undertaking. 1I

The Augusta Chronicle reported the first trip of the ENTERPRISE up the Savannah River to Augusta on 26 April 1816:

IIArriva1 of the Steam Boat ENTERPRISE. The citizens of Augusta were highly gratified by this novel and interesting sight on Wednesday last: About 2 o'clock P.M. the ENTERPRISE entered our bay from the"

20 II·pOint a bove Sand Bar Ferry, and amid repeated acclamations of a large concourse of our citizens, moved majestically along at the rate of 3 knots an hour against a strong current towing after her an Augusta boat loaded with 3,000 bushels of salt. Sh~ made the voyage from Savannah here without difficulty or accident, and promises to be a valuable acquisition to the State and to her proprietors. Her cabin is large and her staterooms for female passengers are commodious and elegant. She will make two excursions in the bay tomorrow for the satisfaction of our citizens."

Captain Howard was the captain of the ENTERPRISE on this first and wonderful trip to Augusta. The merchants of Augusta who had merchandise brought from Savannah on the ENTERPRISE were quick to advertise the fact, and sales were brisk. It was quite an occasion and a cause for cele­ bration as it began the steamboat period on the Savannah River. Perhaps the Savannah River steamboats did not reach the heights of romance ac­ corded the glamorous floating mansions on the great Mississippi River, but there certainly is no doubt that the steamboat was a success on the Savannah River from the first run of the ENTERPRISE until the last run of the SWAN during the Civil War.

Samuel Howard, his brother Charles, and several other persons formed the Steam Boat Company of Georgia in 1817. This company received a charter with the same rights granted earlier to Samuel Howard, but dated from 1817 to run for twenty years. This monopoly of steam caused a great deal of protest locally, just as protests had been voiced against the Livingston-Fulton monopoly in the North. The State of Georgia evi­ dently realized their error and in 1818 granted a charter to the Savannah River Navigation Company. This charter did not state the method of propulsion to be used and the Steam Boat Company of Georgials monopoly prevented the use of steam.

The answer to the challenge of steam appeared on the river in April of 1820. It was the GENIUS OF GEORGIA, and the power was horse-power. The GENIUS OF GEORGIA was a teamboat, built in Effingham County at Ebenezer by Mr. William Bird, for the Savannah River Navigation Company. The GENIUS was patterned after the teamboat invented by Captain Moses Rogers in 1814 in New York. Captain Rogers had needed some method of power to compete with the Fulton monopoly in New York, and so the "Team­ boatll came into existence. It was very successful in the North, par­ ticularly so for ferries, and was copied in other places. The teamboat used four to eight horses on a treadmill that was geared to the paddle wheels of the boat. In spite of the optimistic report in the Marine News of the Savannah newspaper of 18 April 1820, quoted below, the experiment was not a success.

"The Team Boat, Genius of Georgia, arrived at Savannah on Tuesday evening last for the materials necessary for her completion (not avail­ able where she was built). She left here on Tuesday evening for Ebenezer,"

21 '~here she will remain 8 or 10 days. The impelling power consisted of 4 horses. When finished she will be engaged for a few days in gratifying the curious citizens of Savannah by running from Tybee Light, Thunderbolt, and other places. After satisfying the citizens of Savannah of the Practicability of this species of boat, and to prove to them by actual experiment if required, that they are equal in motion to any Steam-boat ever in the Savannah River, she will take freight for Augusta •.•• "

A report of 3 June in the Savannah paper, and another from the Augusta Chronicle of 25 August 1820, probably gave the reasons for the failure of a teamboat on the river.

1IJune 3, 1820. Arrived the Team Boat Genius of Georgia, Capt. Bird, in 5 days from Augusta with flour to order. In consequence of the lowness of the Savannah River---she lay on one of the bars for 2 days." "August 25, 1820. The Team Boat Genius of Georgia, Capt. Bird, with a cargo of sundries, left Savannah on Friday 12th inst., and arrived at this port on the morning of the 24th, at 8 o'clock, after being detained at Ebenezer, Greenwood's Bar, and Sand Bar Ferry three days. She draws 30 Inches of water, and is calculated for 24 horses, but arrived with five less than her complement." This was the last report in the papers. The GENIUS was never a threat to the steamboats. and became a long forgotten episode known only by the few persons interested in river history.

Further experiments of this nature became unnecessary when, in 1824, the Courts ruled against the Livingston and Fulton monopoly. The ruling made the waterways of the Country free for the use of all citi­ zens who desired to build or operate steamboats. This decision set aside the monopoly of the Steam Boat Company of Georgia as well and opened the Savannah River to competition in steamboating.

The Steam Boat Company of Georgia was not idle during the years it was enjoying the monopoly, and the ENTERPRISE was not alone on the river for very long. She was quickly joined during 1817 and 1818 by the GEORGIA, the SOUTH CAROLINA, the CHARLESTON, the ALTAMAHA, and the OCKMULGEE, in about that order, with the SAMUEL HOWARD and the COLUMBIA added In 1819.

Of the first steamboats, the ENTERPRISE seems to have been the only one built in Savannah; the others were built in a Charleston ship­ yard. Why this happened, after the successful building of the ENTERPRISE is not made clear. No record was found to tell whether the GEORGIA and ' the CAROLINA were towed to Savannah, or came in under their own steam. It is recorded that the GEORGIA, with Captain Thomas Talmadge in com- mand, towed in the OCKMULGEE on 21 November 1818. and the SAMUEL HOWARD, 4 January 1819. The CAROLINA, also under Captain Talmadge, towed in the ALTAMAHA on 15 October 1818.

22 TYPICAL STEAMBOATS ON SAVANNAH RIVER

SWAN

TWO STATES

23 The appearance of these steamboats caused the condition of river navigation to become of paramount interest and concern. The large pole­ boats, with their great loads, had had their troubles with hidden snags, and as early as 1763 there was a heavy penalty Imposed by the State for cutting trees on the riverbanks or throwing rubbish into the river. From post-Revolutionary days to the Civil War to the 1870's, the State made funds available for maintenance of the river. From this time to the present day, the maintenance of the river has been under the juris­ diction of the United States Corps of Engineers. The same type of sub­ merged snags and trees which had caused the poleboats to "throw their loads" or to sink, also could, and did, ram holes in the wooden hulls of the first steamboats. The hidden sandbars, continually shifting with the river current, caught and held the boats sometimes for days if the river was too shallow from lack of rain.

An article printed on 20 June 1818 shows that the first of the steamboats, and their crews, were used in river maintenance work. "The Steam boat Carolina, Talmadge, started last evening at 6 o'clock with boats Nos. 10 and 12 in tow being the commencement of the summer arrange­ ment, under which the Steam Boats will ascend the river as high as cir­ cumstances enable them to act with advantage; the tow boats will then be delivered to hands provided for the purpose to pole them the remainder of the distance, and the steam boats will be employed a few days in the neighborhood of the place they select to stop at in clearing and im­ proving the river, and till then return here to meet other boats by the time they are loaded; thus affording a double benefit to the publ ic."

The addition of mail and passenger service on the steamboats came as a great boon to travelers. Until this time the stagecoach was the only means of conveyance for persons wishing to go from Savannah to Augusta or vice versa. The stagecoach traveled the enlarged old Indian footpath along the Savannah River. This historic road known as the "Old River Road" or as the "Oglethorpe Trail" has been described by Mrs. Dolores B. Floyd in an article in the Savannah Morning News in 1940. Excerpts from her sketch are quoted as follows:

"Soon after the founding of the Colony in Georgia in 1733, Oglethorpe found It necessary to have work begun on converting the Indian Trail along the Savannah River into a passable road for the use of the colo­ nists and the Indian allies who frequented Savannah, the capital of the colony. A description of the condition of the trail as the colo­ nists found it appears in the diary, March 1734, of Von Reck, one of the leaders of the Salzburgers, who established the settlement of Ebenezer. He wrote, 'If some one would ask, how it was possible to travel over a country which is covered by woods and including so many rivers and marshes, it will serve to know that since there are settlers In Georgia, the paths are Indicated by marks made on trees where the bark is peculiarly peeled off, to show which way to turn and where a river may be passed, We hardly had crossed a marsh covered with reed

24 when we came to a river that had no passage and very high banks . The Indians threw themselves into the water , guiding our horses over sw i m-­ mlng behind them, and we creeped over a big tree that was hewn down and laid over as a bridge.' By such means the party finally arrived at the place where Ebenezer was to be.

"ln 1735, was laid out the town of Augusta, which Oglethorpe de­ scribed as 'the key to all the Indian country.' A path was cut from this new town of Augusta through the woods so that horses could make the trip which had been impossible for them to do before. The path went to the Euchee town of Mount Pleasant and then on to Old Ebenezer, where it Joined with the path made from Savannah.

"By 1770. the Savannah River had been widened to thirty-three feet, and the Laws of the Province oblige all inhabitants to work twice in the year in order to keep it in repair, what has been made the year before, and add in breadth to widen it gradually; thus they continue until the roads are all thirty-three feet wide.

OLD SAVANNAH RIVER ROAD USED BY EARLY SETTLERS (OLD STAGECOACH ROAD)

"DeBrahm's map of 1757 shows the various settlements and planta­ tions along the Savannah River, up as far as 40 degrees latitude, were served by the River Road which Oglethorpe had cut . Campbell's map of

25 1780 shows not only the increase of places along the distance shown by DeBrahm, but also shows the entire road and settlements along it from slightly above Augusta to its terminus at Jones' plantation, Wormsloe, opposite Skidaway. liThe Savannah River Trail, or Road, served the passage not only of the early Georgia pioneers. but long before, DeSoto and his army passed along part of its route in their crossing and re-crosslng of the Savannah River in 1540. Moccasined feet trod it in the Yamassee War of 1715, which came near to extinguishing the Engl ish settlement of Carolina. Red Coats and Blue Coats chased each other up and down it in maneuvers and conflicts of the American Revolution; and the army of General Sherman devastated it in the War Between the States. It served the rumbling carts of Crackers and Negroes in the marketing of cotton; and motor vehicles Joggle along it today on those portions which are now in use. There are many miles of the road abandoned for a parallel route near the railroads; but the deep marks of the origi­ nal trail or road, used by the Indians and Oglethorpe's colonists, and others until after the War Between the States, are visible in some instances where it had been worn several feet deep by travel."

An interest In restoring the route of the old Oglethorpe Trail along the river into a modern road (not a superhighway) for the use of tourists interested in history is now in the planning stage. It is hoped this will become a reality before more than a few years have passed.

The importance to travelers of the proximity to the river of this stagecoach road with Its connecting links to other stagecoach roads from the interiors of Georgia and South Carolina soon became evident from advertisements in the papers. The people of Savannah, who can go to Atlanta for business or pleasure, by bus, airplane, or train, and be back home the same night, feeling badly treated if a little late either way, could spare some sympathy for early travelers. Patience was really necessary in the 1820's--lmproved as travel was by the steamboats on the river. Persons living on or near the Savannah River considered themselves lucky if they had to travel from Savannah or Charleston to points north of Augusta, or west of any of the river landings in Georgia or Carolina, as they could ease their trip by use of the river boats as far as possible.

The river boats were usually equipped with an eye to the comfort of the passengers. The Savannah River boats were not as palatial as the fabled Mississippi River boats, but they were quite fine for their size and number of passengers transported. Contracts were made with the various stagecoach companies for the transfer of passengers to or from the boats at designated landings.

The following advertisements were taken from the Marine News page of the Savannah Dally Gazette of 1823:

26 "Mail and Steam Boat Arrangement. Notice to Travelers to and from Savannah.

"A union of sentiment having taken place between the proprietors of the new line of stage, established on the north side of the Savannah River, between Savannah and Hamburg and Augusta, connected by the Steam Boat Carolina to Purysburg and the line of Stages out of Savannah on the South side of the river, the Stage Office of both will, hence forward, be kept at the City Hotel in Savannah, where the public are respectfully informed that seats on either route, are, in future, to be appl ied for.

"To illustrate the benefits of the two establ ishments, as they are to operate to the public at large, it need only be stated that:

"The old Georgia line will arrive and depart on the same days as heretofore, and will quicken its pace so as that passengers will be taken in two days between sun and sun, thus affording a delightful mode of transportation to Ladies, and persons in delicate health, or to those who travel for pleasure rather than urgent business.

"The new 1 ine in Carol ina is gotten up on a different principle. Passengers are taken from Bolton's wharf adjoining the Exchange at 12 o'clock every day. on board the steam boat Carolina, and are landed at Purysburg (dining in the boat) in from three to four hours, according to the state of the tide and strength of the current, they are then placed immediately in a commodious Post Chaise, and taken (by rapid drivers, in the hands of sober, experienced Coachmen, and able and gentle horse, the way being lighted with a large lamp or lanthorn on the top of the carriage) through to Hamburg and Augusta, so as to arrive at those places by, from 9 to 10 o'clock the following morning; changing horses on the way at an average distance of 14 miles, and supping at Matthew's Bluff, (the half way house) and breakfasting, on change of Calvary horses short of Augusta.

"Returning----A Coach will leave Augusta and arrive at Savannah, at the same hour as those specified going up; Dining and supping on the road, and breakfasting on the steam boat which will remain all night at Purysburg, to receive the passengers at 7 o'clock the next morning. liThe Stage office in Augusta, for the Carolina route is fixed at the Planter's Hotel, and at the Post Office in Hamburg. That of the Georgia route remains at the Globe Tavern.

"By the operation of the steam boat Carol ina Passengers wi 11 be taken from Charleston landing and embarking at Purysburg, the contrac­ tor , pledging himself to run daily and constantly comfortable four . wheel vehicles between Purysburg and Charleston, competent to carry SIX passengers conveniently. The Stage Officer of the same, is now estab­ I ished at the City Hotel in Savannah, and as heretofore at the Post Office in Charleston."

27 "The Darien Stages continue to operate as heretofore, between Savannah and that place, and the stage office for that line continues at the City Hotel.

S i 1as Ho 11 is Propr i etor of the Northern Route Lamb & Dewitt Proprietor of the Southern Route John Womack Proprietor of the Wes te rn Geo rg i a Route Eleazer Early for self and Daniel W M'Kenzie Proprietors of the New Western Carolina Route"

The Marine News, which has been and will be quoted so often, makes fascinating reading for anyone primarily interested in the Savannah River itself. The daily reports contained items, some not to be found elsewhere, that become important and significant as the years pass. From these reports, historians will gather the facts and stories of the early steamboat days.

The Augusta papers of the times (1817) listed the name of the arriving boat, the name of the captain, a I ist of the cargo, names of boats met and passed on the trip and the condition of the river. The names of the passengers were usually 1 isted elsewhere in the papers, as was the news of the communities which was picked up at the various landings. Today only the boat arrivals are printed in the papers.

One item dated 29 April 1817 in the Savannah papers stated that the first steamboat, the ENTERPRISE, did not run on Sunday: "Monday Evening. Arrived Steam Boat ENTERPRISE from Augusta with cotton & flour to Sundry Merchants, she left this place on Monday last at 7 o'clock A.M. and arrived at Augusta on Friday a little before noon, started from thence on Friday at 4 P.M., rested the Lord's day at Poor Robin as is their custom, and arrived this evening at 7 P.M. being the eighth day since her departure."

The practice of tying up for Sunday was evidently discontinued during the year as a report dated Savannah, 7 April 1818 reads: "Arrived Steam-boat ENTERPRISE and the Samuel Howard, from Augusta, having a number of passengers on board, with freighting boats Nos. 3, 10, 15, and 16 in tow--the Samuel Howard started from Augusta on Sunday morning at 9 o'clock and arrived here last evening at 8 o'clock, being the quickest run ever made on the river."

The speed of the steamboats was bragged upon in an article of 6 June 1818: "Arrived Steam-boat ENTERPRISE, Davis, Augusta with boats Nos. 5 and 10 in tow with 928 bales of cotton and 3 bales of deer skins. The ENTERPRISE left Augusta on Saturday last, and came to the strait above Ebenezer on Monday, where boat No.5 sprung a leak, and Capt. Davis being doubtful that he could keep her free until his arrival, concluded very judicially to land her cargo on the bank, and came in on Tuesday evening with No. 10 and No.5 empty: he started again the same evening with No.9 empty, took the cargo which he had"

28 IIlan~ed and brought It down last evening, without injury; an instance of dispatch probably without parallel on the river. This facility wl~h which assistance can thus be afforded to boats needing aid, eVinces the utility of the steam-boats In a new and very striking point of view."

The shallowness of the Savannah River during any period of little rainfall caused a great deal of trouble for the new steamboats. During these periods of low water it was not at all unusual to read a report stating the imposslbil ity of going all the way to Augusta. Much of the freight could, if necessary, be poled the rest of the way, but It must have been annoying to the passengers aboard.

The shipbuilders were constantly trying to develop a boat of shallow-enough draft to navigate rivers even more shallow than the Savannah, the Ocmulgee, the Altamaha, and the Oconee in particular. The Steamboat ALTAMAHA was launched in Charleston and towed to Savannah by the Steamboat CAROLINA on 15 October 1818. The Augusta Chronicle printed an article concerning this new boat on 13 January 1819: "Arrived last evening, the steam-boat Altamaha, Capt. Crowell, from Savannah. We learned that the Altamaha is intended for the navigation of the river whose name she bears. that river, however, being so re­ markably low at present, she has made this excursion to ascertain how she will act in shallow water. It is pleasing to observe that although the river is so low as to require several of the freighting boats to be lightened, she has reached the place and passed several shallows without any material difficulty."

In 1819, the ALTAMAHA did steam up the Altamaha and the Oconee Rivers from Darien to Milledgeville, but not until 10 years later did the steamboat reach the Ocmulgee. The Steamboat GEORGIA, under Captain Talmadge, seems to have made the same trip in May 1819 with this jubi­ lant report in the Savannah paper: "Great Despatch! Arrived, Steam­ boat Georgia, Talmadge, from Darien Friday with the Company's boat No.9 fully loaded, carried her through the Altamaha to Hughes' Ferry in the Oconee, from where No.9 was sent by hands for Milledgeville: returned to Darien and arrived here: having performed this whole route in less than 7 days.1I The new Steamboat SAMUEL HOWARD left Darien on 3 March 1819 for Milledgeville. After a great deal of trouble, due to insufficient water and stops to pullout snags, she arrived there April 13th. While these boats were trying out various trips on other rivers, most of their time was spent on regular runs on the Savannah River to Augusta. Here there was an assurance of plentiful cargoes and passengers, with good profits to be made. One report in the Marine News of 23 May 1818 showed just how prof­ itable the steamboat business was at that time. The Item stated:

29 "Steam Boat Company of Georgia. Treasurer's Office, 1st April, 1818, declared a dividend of Twenty-Five percent or Sixty-Two Dollars and Fifty Cents per Share." While writing of the profits of the early steamboat days, mention should certainly be made of Henry Schultz and his town of Hamburg. Henry Schultz, born in Hamburg, Germany, emigrated to Augusta in 1806. Evi­ dently a man quick to see possibilities in situations as they arose, and with the ability to promote and sell his ideas to others, he started work as a boatman. In three years he bought a poleboat of his own, the DIANE, and In six more years was a partner in a toll bridge across the Savannah River at Augusta. The bridge was an immediate success, so much so that by 1817 he was able to spend some $60,000 to build a much needed wharf at Augusta suited to the steamboats. The same year he was one of the incorporators of the Steam Boat Company of Georgia and also entered into the banking business.

A combination of events In 1819-1820 Including a depression on the river due to drought and low water, bank failures, and the embezzlement of funds by his former partners caused the State of Georgia to fore­ close on a mortgage held on the bridge. Henry Schultz fought the fore­ closure in the courts until his death 32 years later. He was incensed by what he considered unfair treatment by the State of Georgia and the City of Augusta, and retaliated by buying about 300 acres of land in South Carolina directly across the river from Augusta.

Here, on his new land In South Carol ina, on 2 July 1821, he began constructing a new town, named Hamburg for his birthplace. By December 1821 over two hundred persons were 1 iving in Hamburg. In two more years 176 houses could be counted with a population of one thousand. The State of South Carolina gave enthusiastic as well as financial encour­ agement to Schultz's latest venture when he bought the Steamboat COMMERCE to run between Hamburg and Charleston by the inland waterway. Charleston greatly needed this type of business to meet the threat of Savannah as a competitive seaport. In the ten years to follow, over 70,000 bales of cotton were sent out from Hamburg each year.

The completion of the Charleston-Hamburg railroad brought with it the peak years for this new boom town. But the new railroads also proved to be the cause of the decline and gradual disappearance of the town of Hamburg. The railroad was extended across the river to Augusta and took with it much of the business that had made Hamburg prosper, while the completion of the inland railroads caused trade to be diverted to towns nearer the plantations.

In 1851, Henry Schultz, having lost a second fortune, died in Hamburg, the quiet little town that in almost no way resembled the booming new town visited by the Marquis de Lafayette in 1825. In 1929, even the site of the town was washed away forever by a tremendous flood of the Savannah River.

30 The first steamboats, reporting their run from Savannah to Augusta and back, gave interesting and useful information on the river--on 11 September 1819, the Savannah paper announced: I~rrived the Steamboat Georgia, Bowman, from Augusta with cotton and dry goods. The Georgia I~ft t~is place with No. 19 fully loaded, in tow, on Wednesday the first Inst. and arrived at Bugg's Bar 8 miles from Augusta on the fol­ lowing Saturday evening, from Bugg1s Bar the freighting boat was sent by hands and the steam-boat started on her return on Monday and com­ pleted her trip up and down in less than 8 days. On her way overtook the pilot boat Franklin near Purysburg and the Wasp near Sister's Reach; returning, met the Wasp on Tuesday near King Creek; the Franklin on Wednesday at Briar Creek; the Washington at Tuckasee King; and on Thursday morning the Farewell at Hartsten's Old Field, and the General Glascock at Broad River." These boats were all poleboats as only four or five steamboats were actually in operation on the river.

As the year 1820 began, there were seven steamboats making regular runs between Savannah and Augusta, with two more, the CHARLESTON and the COLUMBIA, running between Savannah and Charleston. The captains of these first steamboats must have been exceptional men who really knew the river and who handled the new and untried steam engines with great care. There were no serious accidents reported for these first few boats, other than being detained on a sandbar when the river was very low.

By the middle of the 1820's, the story was very different. The boats met or passed were all steamboats. It was not unusual for the steamboat to have one or two poleboats in tow, as a report of 19 March 1827 states: liThe steam-boats Georgia, Wray, with boats 1 and 6; the Enterprise, Bowman, with Wild Air and Sarah Ann (both pole boats); and Macon, Lubbock, left on Saturday for Augusta. 1I The towboats, or poleboats, loaded with hundreds of bales of cotton on each could easily be pulled behind the steamboat, leaving the room on the boat for passen­ gers and other items frequently listed as "merchandise and sundries. 11

The steamboats usually stayed on the river for five to fourteen years. The first boat, the ENTERPRISE, was on the river for twelve years; the GEORGIA, for fourteen; the SOUTH CAROLINA and the SAMUEL HOWARD each, for eleven. There were exceptions--the WILLIAM LOWNDES made her first trip 5 November 1823, was on a sandbar 26 November, and burned 28 December 1823 at Flowery Gap--a very short life indeed. The HENRY SCHULTZ ran for one year before exploding and burning, and the Steam Packet MARION had a life span of two years. The SAMUEL HOWARD seemed to have been considered the outstanding boat in performance at this time although the Steamboat ALTAMAHA had the honor of transporting the Marquis de Lafayette and his party from Savannah to Augusta in 1825. A lookout was posted twenty-five miles below Augusta to watch for the ALTAHAHA. A pony express rider rushed the news into Augusta so that the citizens would be on hand to welcome the famous Revolutionary War hero when the boat arrived. Two other steamboats met the AlTAMAHA just

31 below Augusta and a race into the city began. The race ended with the ALTAMAHA taking first place without mishap. Captain Harford was prob­ ably in charge of this boat on the exciting trip, as the Marine News reports him so throughout 1824 and 1825.

By 1829 there were between twenty-five and thirty additional steamboats o~ the river. Nearly all of these boats were built in Charleston , South Carolina, operating between Charleston,. Savannah, and Augusta, or between Savannah and Augusta, with Savannah the home port.

There were, however, exceptions to locally built boats. The Steam­ boat COTTON PLANT was built at Mobile in 1821 and came to Savannah in 1827. The first Steamboat AUGUSTA and the JOHN DAVID MONGIN were built in New York; the MAID OF ORLEANS, the COMMERCE, and the HENRY SCHULTZ,

STEAMBOAT MAID OF ORLEANS in Philadelphia. The NORTH CAROLINA, built in Fayetteville, North Carolina, In 1819, was brought to Savannah in 1828 to run between Macon, Savannah, and Charleston. The frequency of shallow water on the Macon route prevented any success for this venture. The boat was rebuilt from 115 tons to 139 tons in 1829 at Charleston and renamed the ANDREW JACKSON. She was put on the Charleston, Savannah, Augusta run. However, she exploded at Savannah 4 December 1830 with the loss of two lives. Twenty-four years later a dredge brought up a piece of her boiler while working in the channel of the river.

As more steamboats appeared on the river, a different type of accident also appeared. Before the steamboat, accidents were usually caused by holes being torn into the hulls of the boats by submerged

32 trees and roots, from overloading of cotton bales, and from being stranded on sandbars in the river. Now danger of fire and explosion were added. The steam engines had safety valves, probably rather prim­ itive compared to the safety devices of today. Careless engineers and unskilled labor could easily allow a dangerous situation to develop very quickly. The desire to outrun another steamboat seemed to be Irresistible to some captains. This desire caused overstoking the furnace and failure to watch the water in the boiler. This could and did cause fires and explosions, or both, to take place.

The HENRY SCHULTZ, built in 1824, exploded near the Augusta bridge in April 1825 with no loss of life. The 4 May 1825 Marine News had the following item: "Will be sold at Public Auction at 11 o'clock, as she lies, the wreck of the steam boat Henry Schultz, her sails, spars, rigging, engine; etc., on account of the underwriters and all concerned. Conditions cash."

A few of these boats, as well as some of the later ones, seemed to be born to trouble. In compiling the records of the boats, it could not help but be noticed that while one boat would have a long life with no accidents, and runs as regular as day and night, there would be another boat that seemed to be always in trouble of some kind, accident or incident, and it possibly would be up for sale two or three differ­ ent times.

For example, the first notice of the Steamboat EDGEFIELD. dated 15 April 1824, read: "The Edgefield, from Hamburg to Charleston, was at Purysburg for repairs to boiler." Later notices appeared as follows: On 16 May 1825, "The Edgefield will be detained here until some time tomorrow in consequence of some small derangement in her machinery"; 20 September 1827: "The steam boat Edgefield, Davis, from Augusta with 400 bales of cotton for Charleston was in a leaky state, will be compelled to discharge her cargo to repair"; 9 April 1828: liThe Edgefield on coming up the river came in contact with a floating log which broke a hole in her bow which caused her to leak so much that she was run ashore at the mouth of Stiles' Creek where the injury was repaired and the vessel got afloat last night"; 15 November 1834: "The steam boat Edgefield from Hamburg for Charleston was at Purysburg for repairs to boiler.1I She finally wound up her career by sinking at Burton's Ferry and was abandoned In 1835.

The Steamboat HAMBURG, built in 1823, did well her first two years; then 111 luck became her history, too. In May of 1825 she struck against a tree and tore away one of her wheelhouses, which dropped into the water. It took two days to raise the sunken parts. In February of 1826, a report stated that she had unde rgone "subs tant i a I repa irs wi th new copper boi lers, etc., II but on 14 May she developed a leak and sunk "up the river." She was afloat by 29 May. Her cargo of dry goods was reported "in a damaged condition. 11

33 The Steamboat COMMERCE, from Hamburg, ran aground at Canoe Cut below Augusta on a Wednesday, 21 June 1822, and lay there until the following Monday morning. She had aboard 15 passengers for Savannah and 24 for Cha r I es ton. She expe r i enced a "heavy b low" on 9 Ap r 11 1824, in Calabogue Sound and lost her only lifeboat. While at anchor on Tuesday afternoon, 16 August 1826, waiting on the tide, she "lost a negro man by the sharks." The Marine News had the following report for 11 January 1827: '~rrived Steam boat Commerce, Knight, Augusta, with 590 bales of cotton for Charleston. On the 6th inst. at Silver Bluff, came in contact with the steam boat Samuel Howard and tow boats going up, by which the Commerce was considerably injured, having 15 feet of plank tore off, broke off guard deck, --- , etc., sprung a bow timber, carried away rail staunchlons, caboose house, etc. The boat taking no water, returned to Silver Bluff and repaired damages." She was listed as abandoned in 1827 with the last trip made 14 November 1827, and was offered for sale, partially dismantled, on II December 1828.

Besides the regular run, Augusta-Savannah-Charleston, these river boats made an occasional trip to Darien, or a probing trip to Milledgeville or Macon. The SAMUEL HOWARD reports such a trip to Darien in June of 1820 with $50,000 in specie on board to be delivered to the Bank of Darien. It would seem only natural that the steamboats would begin to venture south beyond Darien. The first notice found for such a trip was in the Marine News for 4 May 1829: "The Steam boat George Washington, Curry, left for Darien, St. Mary's and St. John's." Again on 31 May 1829: "Arrived the Steam boat George Washington, Curry, from Jacksonville on the St. John's." No mention was made of trips to Florida by any other steamboats in 1829, or in 1830.

The GEORGE WASHINGTON made trips in April and May of 1831 and in May and June of 1832. On 19 November 1833, the GEORGE WASHINGTON ar­ rived from Picolato, Florida, towing the boat DARIEN with a cargo of oranges. This was the first and only mention of oranges as cargo. The valuable, long-fibered Sea Island cotton had been mentioned as cargo on the boats from Darien several times, but never listed more than a few bales at any time.

The GEORGE WASHINGTON, only 86 tons, was the largest of a group of small steamboats known as "steam packet boats." Besides her Florida trips, she took part In the regular packet service. These boats were mainly used for passenger and mall service on the river, with excursion trips using any extra time available. The SOUTH CAROLINA, built in 1822, 45 tons, was a packet boat, as was the tiny MARION, 24 tons, built in 1826, and the COTTON PLANT, 72 tons, built in 1827. There were many excursions to Tybee Island--some for fishing, and some for spend-the-day picnics. One advertisement read as follows: "June 6, 1826. Excursion of Pleasure. The Steam Boat Macon will leave Bolton's Central Wharf This Morning at 8 o'clock for Tybee on a fishing excur- sion and will return by 7 o'clock P.M. Fare two dollars, dinner included."

34 "Every gentleman is expected to furnish his own fishing tackle. Tickets may be purchased at the City Hotel, Brown & Overstreet, or W. H. Lubbock."

Church Camp Meetings were very popular and steamboats were engaged to take the people who could not stay overnight, or who did not wish to make the trip by road. "June 11,1827. The steam boat Cotton Plant has been engaged to run during Camp Meeting which commenced on Tuesday. and wi 11 leave Wi 11 iamson's Wharf for Abercorn this morning, Thursday, 11th inst. at 8 o'clock and at 7 o'clock Tomorrow Morning, Friday, 12th Inst. Returning, leave Abercorn at 6 P.M.I' The races at Bonaventure caused many a boat excursion and were evidently well attended. The packets would run every day on a regular schedule.

Low water was still a problem to the river boats, large and small alike. The MACON was found on 16 April 1827 on a sandbar fifteen miles below Augusta with the river still fall ing. She must have stayed on the sandbar for several days, as a notice of 25 April 1827 stated: "The river {at Augusta} being on the rise, the Macon is expected to be soon af 1oat. " The WI LLI AM LOWNDES, 220 tons, bu i 1 tin 1823. was re­ ported on a sandbar near Stoney Bluff on 26 November 1823.

The merchants of Savannah soon real ized the necessity for some method of connecting waterway shipping to the interior of the state, and the history of the river would not be complete without mention of one of their main efforts in this direction. The work of deepening the rivers was continuous, particularly on the Savannah. Much attention was also given to the Altamaha which branched northward to become the Oconee leading to Milledgeville, and the Ocmulgee leading to Macon.

A plan was started in 1825 for a canal to connect the Ogeechee and the Altamaha to the Savannah. The canal was planned to run on the west side of the city, out toward old Fort Argyle and on to the Ogeechee. This proposed canal was completed and was used by poleboats to carry cotton, by rafts for lumber, and later by flatboats to carry rice to the port of Savannah for marketing and exporting. Canal boats, drawn by a horse along the banks. were used for excursion, as well as for passenger and freighting service. The canal to connect the Altamaha to the Ogeechee seems never to have become more than a projected dream. Alexander Telfair, president of the canal company, stated that the canal would open "new sources of profit to enterprising men and, thus add to the wealth of the city."

The following are newspaper excerpts concerning the canal:

"Jan. 7, 1831. CANAL EXCURS ION

"The new canal packet boat Alexander Telfair, M.B.H. Bevins. Capt., will leave the dock on the plantation of Mr. Stiles, for the Ogeechee River through the canal Tomorrow Morning and return in the Afternoon. The boat Is sixty tons burthen and can accommodate two hundred persons."

35 "A band of music will be in attendance, and a cold collation served on board. Fare is $1.50. N. B. Should the weather prove unfavorable, it wi 11 be postponed until the first day following. 1I

"Sept. 4, 1832. "An election for Directors of the Savannah, Ogeechee, and Altamaha Canal Company, on the part of the Stockholders in place of Thomas Young, deceased; will take place in the Company's Room (Millen & Charlton's Office) on the 13th inst., at 10 A.M. By order of the Board of Directors.

R. M. Charlton, Secretary & Treasurer.H

"Dec. 27, 1834.

"Office of the Savannah, Ogeechee, and Altamaha Canal Company. Separate proposals will be received at this office until the 5th of January to attend the locks on the whole line of the Canal for the ensuing year; bond with approved securities will be required.

J. DeLeMotta, Sec' y & Treas. II

In 1835, a few enterprising citizens purchased the stock of the canal owned by the State, some of the banks. and of the largest individ­ ual stockholders at $5 a share. They then obtained from the Legislature a renewal of the right to continue the canal, not only to the Altamaha, but to the Flint and the Chattahoochee Rivers as well. This new effort at extension also seems never to have been the success that was antici­ pated, and did not bring business to the city in any great quantity. Public interest diminished to a large extent with the prospect of a railroad being built from Savannah to Macon, and in 1836 the canal was advertised for sale. On 2 March 1837, Amos Scudder offered to buy the City's stock. The offer was accepted 16 March, but for some reason the transaction fell through. Finally, the City's holdings were ad­ vanced to the canal directors to build an embankment through the city lot. The directors planned to improve the canal from the city to the Ogeechee River to make it navigable throughout this entire reach. Savannah at this time was the most important port on the Atlantic coast for handling hewn timber. The canal was needed for the many rafts of logs coming into Savannah for export to foreign countries.

Records for 1850 show rice flats from the plantations frequently using the canal. No records of boats are found during or after the Civil War. The Ogeechee Canal is still shown on maps of the city and county, but only as a drainage canal. The ruins of the locks were to be seen not long ago but are now only a part of history. A plan Is at present being agitated for the restoration of the canal as a tourist attraction. Perhaps we will once again read an advertisement for a "Cana 1 Excu rs ion" to the Ogeechee Rive r .

36 The peak of the steamboats on the river was reached in the years between 1830 and 1840 with the addition of at least forty-five more boats. A sense of great prosperity must have been felt by a person at almost any landing between Savannah and Augusta who watched the con­ tinuous coming up and going down of the boats. In this era also ap­ peared the answer to a part of the river's problems: the iron hull steamboat. The iron hull was considered impervious to the danger of snagging and the draft of the boat was much less than that of the wooden hulls.

The Savannah River can unquestionably claim the honor of having had the first commercially successful iron hull steamboat in the United States operating on her waters. The JOHN RANDOLPH was launched in Savannah on 9 July 1834, after a most unusual beginning. Mr. G. B. Lamar, a young Savannah banker, cotton merchant, and ship owner, pe­ titioned Congress to allow him to bring in an iron hull steamboat and its machinery free of import duty, which was extremely heavy. The JOHN RANDOLPH was to be an experiment in the ability of the iron hull to navigate shallow waters. The petition was granted in February of 1834. In the meantime, Mr. Lamar had had the various parts of the iron hull cast and built at the shipyard of John Laird in Liverpool, England. Mr. Scarborough, of Savannah, supervised the construction for Mr. Lamar. The steam engine was made by Fawcett, Preston & Company of Liverpool. The several parts of the hull and the engine were loaded aboard the British ship ALCYONE 5 February at Liverpool, and arrived at John Cantls shipyard in Savannah 24 March where she was assembled and launched.

The newspaper Georgian wrote of the launching as follows: IIJuly 10, 1834. Launch of Mr. G. B. Lamar's Iron Steam Boat. Agreeably to notice given, yesterday morning at half past nine, Mr. Lamar's Iron Steam Boat was launched from the ship yard of Mr. John Cant, and the first iron steam boat ever built in the United States floated on the bosom of the Savannah. She glided into the water with an easy and graceful motion, amid the cheers of a vast concourse of spectators who had assembled to witness the novelty of an Iron Boat. The plates were cast in England, and imported last winter by Mr. Lamar, and they were put together under the superintendence of Mr. John Cant. She is a beautiful model of a boat, and sat as lightly on the water as a duck. Her draft of water will be very light, and this is the grand desideratum. If this boat succeeds, and there is no reason why she will not, the people of Georgia will be indebted to the enterprise and public spirit of Mr. Lamar for pointing out a new method by which the many streams which intersect their State, which are now useless for ordinary steam boat navigation, will be converted into navigable high-ways. The draft of iron boats is so much less than that of wooden ones of the same dimen­ sions, that they will have great advantage over them during those months when the Rivers are low.

I~ust as the boat touched the water, with all due ceremonies, it was christened the John Randolph." The JOHN RANDOLPH, with Captain

37 Creswell in command, left Savannah for her first trip to Augusta on 11 August, towing two barges loaded with 200 tons of salt.

The Augusta Constitution carried the following account of this visit to Augusta:

"The John Randolph--Wednesday morning the 13th inst. arrived at our wharf at 5 minutes after 10 o'clock, Mr. G. B. Lamar's iron steam boat John Randolph, from Savannah, which she left at a quarter of an hour after 10 o'clock on the morning of the 11th inst; having in tow boat No. 14 (one of the very largest description, very deeply laden, drawing upwards of two feet more water than the steamboat), and No.7 (a boat of the ordinary size), also deeply laden; the travels from Savannah to Augusta having thus been performed in 10 minutes less than 72 hours, notwithstanding the detention on the upper part of the river, from its low stage, which prevented the night preceding her arrival. We have been requested to be thus minute in stating the foregoing cir­ cumstances, as some doubts have been entertained and expressed, in consequence of some peculiarities in the construction of the steamboat, and her very light draft of water, of her abil ity and capacity to tow up heavy loaded boats against the powerful current of the Savannah river; which doubts must be removed, as the trip is very much shorter than the average upward trips of other steamboats. As might have been expected, the novelty of a boat constructed of iron, which had generally been considered too heavy to float, attracted very consid­ erable attention and curiosity, and the agent of the boat, Mr. C. F. Mills, very politely invited the company of citizens to make a short excursion on her down the river in the course of the afternoon: the full enjoyment of which was partially marred by one of those little incidents so liable to occur amidst so much bustle and confusion, owing to a slight mistake of a junior assistant engineer in turning one of the cocks, which caused the water in the boiler to get rather low whilst crossing one of the Bars; in consequence of which the steam had to be blown off, and the boiler replenished with water through the manhole, the pump for the performance of such operation, and which accompanied the engine from England, having been burnt up on board the Basil Lamar steam boat, and means not yet having been found in Savannah to replace it. But the requisite supply of water being thus obtained her asset against the rapid stream from about a mile below Fort Moore, left no doubts as to the capable speed of the boat.

"We have been at some pains in obtaining the most precise possi­ ble information, on the interesting subject of this boat, which gives rise to a new era not only in our local concerns, but not improbably in those of our common country."

The CHATHAM was the next iron hull steamboat to be sent in parts from John Laird in England. The parts arrived in 1836 and were assem­ bled in Savannah by John Nock for the Steam Boat Company of Georgia. The Imported parts were also allowed to come in duty free. Her engine,

38 gearings, and fly wheel seemed to have been salvaged from an earlier Savannah River steamboat. Mr. C. B. Lamar formed the Iron Steam Boat Company in 1835. Three years later in 1838, the parts for the LAMAR ~ere shipped from John Laird, but the engine came from Watchman & Bratt In Baltimore. The LAMAR was assembled in Savannah at the shipyard of John Cant. The next, and last, two iron hulls, the MARY SUMMERS and the DeROSSET, were shipped by John Laird to Savannah and then reshipped to Watchman & Bratt in Baltimore where they were assembled, and where their boilers were built. These iron hulls must have been extremely well built. All of them ran for many years with three of them, the JOHN RANDOLPH, the LAMAR, and the CHATHAM, going into the Confederate Navy. The MARY SUMMERS and the DeROSSET were sold to the United States Quartermaster Department in 1846. The DeROSSET was changed to the LIBERTY in 1850, and the MARY SUMMERS was changed to the UNITED STATES in 1848. The MARY SUMMERS is listed as having gone Confederate in 1861.

There were other events of interest between 1830 and 1840. One concerned Fort Pulaski on Cockspur Island, located on the Savannah River about 15 miles east of Savannah. The United States started the construction of this fort for coastal defense in 1829. It is a huge, sol id brick pentagon surrounded by a moat. In some places the walls are eleven feet thick--all of brick, as is the moat. Many millions of brick were needed for construction. One of the engineers super­ vising the early stages of construction was Lieutenant Robert E. Lee, later to become commander-in-chief of the Confederate forces. Some of the bricks in Fort Pulaski were brought down from AU9usta. The Marine News shows that the Steamboat FREE TRADE, with two boats in tow, reported full cargoes of bricks for Fort Pulaski. The dates were 15 and 28 August 1833 and 20 January 1834. The Steamboat SANTEE ad­ vertised an excursion to Cockspur Island on 31 July and 15 August 1841, "for persons desirous of visiting the fortification." Fare was $1.50 with dinner provided on board.

The Seminole Indian War, 1835-1842, caused several of the Savannah River steamboats to be used for transporting troops, horses, and army supplies to Florida, mostly during 1836 through 1839. Some of the trips of interest are 1 isted: On 26 January 1833, "Arrived Steam Packet John Stoney, Green, Charleston, for Augusta and United States Troop under command of Captain McKenzie for Oglethorpe Barracks"; 28 June 1836: IIArrived Steamboat John Stoney, Freeland, from Charleston ll 10 hours with military to Black Creek ; 23 July 1836: "Arrived Steam­ boat John Stoney, Freeland, Charleston, with Captain Child's Company of U. S. Troops"; 31 October 1836: "Arrived Steam Boat Forrester, Dillon from Charleston to Florida. Had 61 horses aboard"; 18 March 1837: "~rrived Steam Boat Duncan McRae from Augusta with horses for Florida"; 11 May 1838: "Arrived Steam Boat Forrester, Drake, Garey's Ferry with three Companies of U. S. Troops"; 24 November 1838: "Arrived Steamboat Hamburg, Wood, Augusta, with U. S. Troops"; 17 June 1839: "Arrived Steamboat Forrester, Drake, Garey's Ferry, with a company of Dragoons, 62 men and Commander Lieutenant Saunders bound to New York."

39 The Steamboat DOLPHIN, built in 1835, was used to haul army stores to Florida from Charleston and Savannah; for example, on 14 May 1836: "Arrived Steamboat Dolphin, Pennoyer, from St. Augustine, 22 hrs. Sailed in company with steamboat John Stoney and towed to sea the Governor Henry and the Wacama, for Charleston with discharged volunteers." The DOLPHIN exploded while taking on a pilot at the St. John's Bar on 19 December 1836. Fifteen persons were killed including the bar pilot, mate, two engineers, two deckhands, and three stewards. This was the worst steamboat disaster, in terms of the number of lives lost, that had overtaken any of the Savannah River boats to that date.

The Steamboat WAVE made a nine-day trip from Darien to Milledgeville arriving on the 17th of February 1836. She was the first steamboat to visit Milledgeville In at least fifteen years, and the newspapers of the time were loud In praise. It was claimed that the WAVE, owned by Nichols & Demming, with her river service, brought the price of salt and merchandise down from 33 to 50 percent in some instances.

Notices of boats leaving for Florida with passengers frequently had a reminder that all slave passengers were to be cleared at the Custom­ house.

There was a much more terrible explosion than that of the DOLPHIN in 1838. Mr. G. B. Lamar, with Senator James Hamilton, Jr., of South Carolina, had the Steamboat PULASKI constructed in Baltimore and brought to Savannah. The PULASKI was much larger than the river boats, 687 tons against 150 to 250 tons. The two owners had hoped to sell the PULASKI to the new Republic of Texas, but for lack of cash on hand the sale was not consummated, even though Mirabeau Bonaparte Lamar, vice presi­ dent of the Republic, was a cousin of one of the owners. Gazaway Buggs Lamar.

It was then decided to use the PULASKI between Charleston and Savannah. Mr. Lamar was a passenger on the first trip to Charleston, taking with him his wife, their six children, a niece, and a young sister. The PULASKI left Savannah on 13 June and was blown in half by a boiler explosion the night of 14 June off the Carol ina coast. One hundred of the one hundred and fifty persons aboard were killed or drowned. Of the Lamar family, only Lamar, his son Charles, and his sister Rebecca were saved.

The Steamboat SANTEE ran from Charleston and Savannah to Florida with supplies for the Quartermaster Department from 1836 through the Civil War. In 1839, she went as far south as the Key Biscayne.

Excerpts from an article written by John H. Goff in the Georgia Historical Quarterly, volume 12, gives an interesting picture of river travel in 1839:

40 ~A~ observing English author and traveler, Frank Silk Buckingham, who vIsited Savannah in February 1839 made the voyage up the river to Augusta in the 'small but well adapted steam-packet Thorne' of 150 tons. Very likely the arrangement of this wooden hull steamer was similar to the Iron hull of the John Randolph. On board the Thorne said Mr. Buckingham 'The accommodations were excellent' continuing: 'The ladles have the range of the cabins below the main deck with windows suffi­ ciently above the water to be kept constantly open; the gentlemen's cabins being above the deck, double-berthed, with a window in each bed-place. Everything was remarkably clean, the captain obliging and attentive, and the steward's department and table well conducted.'

"Leaving Savannah, 'agreeably and advantageously situated' on a high bluff on the southwest side of the river early on the rainy morning of February 25. 1839, Buckingham's steamboat was soon 'gliding along at a rate more than 10 miles per hour. During the forenoon they passed the villages of Purysburg and Ebenezer, the last named an old German settlemen.' Occasionally low sandy bluffs, first on one shore and then the other, marked numerous bends in the river. But for the most part there were no well defined banks, the river crowded on both sides by thick woods which grew right out into the water. Majestic live oak, pitch pine. cypress and other lofty trees were festooned by trailers of Spanish moss giving, said Mr. Buckingham, 'a gloomy and melancholy aspect.' Once or twice the ship passed a rickety timber raft floating down river with a man at either end plying a 'large rude oar' to keep it in mid-stream, but usually the river was deserted except for an occasionally lethargic alligator. Several times during the trip the boat stopped to take on wood. The fueling stations consisted merely of platforms built out from the shore on which a supply of cordwood was neatly piled. Since they were completely unattended, apparently the honor system worked satisfactorily, for after loading, the captain merely put a receipt in a box on the platform indicating his indebted­ ness for so many cords of wood at the current price of $3.00 per cord. All through the night the little boat steamed along with two skillful pilots at the wheel, feeling rather than seeing their way along the channel. The Thorne arrived at Augusta without mishap about noon of the second day." Ten of these 1830-1840 boats lasted less than two years; eighteen or more averaged from five to fifteen years; at least six made it to more than fifteen; and five. to twenty years. The WILLIAM SEABROOK, built in 1831, ran for many years on the Savannah, Augusta, and Charleston route, and was later transferred to the Florida route and was listed as going Confederate in 1861. The most amazing record of any of the boats is certainly that of the ETIWAN, built in 1834 in Charleston, South Carolina. She went into the Confederate Navy in 1861, operating in the Charleston harbor. She was damaged by striking a torpedo in 1863. At the close of the war, she was found wrecked in the Charleston harbor. She was refitted to be

41 used as a merchant steamer by the Army Quartermaster Department and her name was changed to the ST. HELENA. She was I isted in the Lytle List as being abandoned in 1894.

William S. Duncan, Secretary of the Etiwan Association, in December of 1837 advertised the ETIWAN for sale. Besides a description of the boat and her equipment, the advertisement contained the following: "At the same time will be sold the hands that belong to her, Viz:

"Jack, the Pi lot

"Nathaniel, a Fireman who can also work the engine

"Joe and Ben, Deck Hands."

The next decade, 1840 to 1850, saw a decline in the number of steam­ boats built. Although around twenty-five new boats were launched or brought into Savannah, not more than ten were put on the river between Sava~nah and Augusta. The others were put on a regular run to Macon and Hawkinsville, on a scheduled run to Darien and Florida, rather than making the excursions or the troop transporting of the thirties. This does not mean that the river had any fewer boats; it merely added to the many from the previous twenty years still on full schedules.

It was not until about 1845 that it was apparent that the new rail­ roads were to give stiff competition to the river transportation. Rail­ road development in Georgia and South Carolina was slow, as it was in other Southern states. The South Carolina Railroad from Hamburg was finished across the Savannah River into Augusta in 1833, but a gap of six years passed before Augusta and Atlanta were connected by the Georgia Railroad in 1839. The Central of Georgia Railroad from Savannah to Macon was completed in 1840, and then in a short time went on to link Atlanta to Savannah with its coastal shipping outlet. It was 1850 before the Western and Atlantic Railroad connected Georgia and South Carolina with Chattanooga.

An article from the Hamburg Republican of 6 November 1847 states: "We have heard it said frequently that the Railroads would break up the Boating business on the River. This does not seem to prove true, in practice, for we believe that there has been no time when boating busi­ ness on the Savannah River was more prosperous. The Iron Steamboat Company has the Lamar, John Randolph, Amory Sibley (The latter a new boat) and 16 Towboats. The Steam Boat Company of Georgia has the Chatham, Cherokee and the Thos. A. Metcalf (The latter a new boat), 16 Towboats, and several lighters. There is also a number of private boats, such as the Steamer Ivanhoe and the H. L. Cook. These boats appear to be all kept very busy, and it should seem from the additions recently made that they are doing well. We learn that their up freights have been larger this fall than they had been before many years."

42 In spite of this optimism, the railroads did finally ruin the boating business, and caused the death of the town of Hamburg.

These years before the final triumph of the railroads were quiet ones as far as changes and innovations in the steamboats were concerned. They seemed to be a time of settling down to a more or less regular river traffic and prosperous business. There were a few accidents and collisions on the river, but little loss of life or cargo. The DUNCAN McRAE exploded at Johnson's Landing 8 June 1841, and the HAMBURG burned at the Savannah docks on 24 October 1846. The DAVID W. ST. JOHN sank at Gray's Landing. The prosperous quiet of the forties held over into the fifties. A few less boats were launched, but the river was still a very busy thoroughfare, as tremendous loads of cotton were being brought into Savannah from the plantations. Many thousands of bushels of rice were also coming in by flatboat, sometimes as many as 10,000 bushels at a time, or even more. Turpentine and rosin exporting became big business. Savannah still held first place in lumber exports. Now cotton, rice, and naval stores were added to the list as Savannah be­ came the leading seaport on the South Atlantic coast. Since all of these commodities came down the river to Savannah, it was natural that the river was a busy thoroughfare.

The Marine News now carried very little information on cargo quan­ tities. especially the number of bales of cotton; therefore, the steam­ boats of this time cannot be accurately compared with the boats of the earlier days. It is certain, from the amount of bales being shipped to the northern mills and to foreign mills, that these steamboats were hauling to capacity. The term "full cargo" was usually used.

The river steamboats were now called "steamers" with the ocean­ going boats designated as "steamships." The reduced drafts of the boats caused less mention of boats being stranded on sandbars. Evidently, too, the river was clearer of obstacles, or the captains had become more adept at dodging trees and roots, as only one account of damage by snagging was found. The boat FASHION of the new Fashion Line in Augusta reported on 6 February 1855: I'The steamer Fashion, Capt. Philpot, from Augusta, was snagged Saturday night at Poor Robin Cut 100 miles above this city. (Savannah) The Charles Hartridge, Capt. Taylor, went to bring down her cargo." About this time, the Steamboat ELIZA ''went down to rise no more" along the borders of Effingham County. An interesting account of the new Steamship AUGUSTA was reported 11 April 1853: "Captain Lyon will be pleased to see the ladies and gentlemen of this cit~ on board the new steamship Augusta this after­ noon (Mon) at 3 o'clock. She lies at the wharf opposite the counting room of Messrs. Paddleford, Fay & Co. We understand tomorrow afternoon (Tues) the Mayor of Augusta will present the steamship named in honor of his city, with a suit of colors, the gift of the City Council of Augusta." This AUGUSTA was an oceangoing steamship belonging to the

43 New York and Savannah Steam Navigation Company. The account also stated that the AUGUSTA was "very sharp fore and aft, and so perfect are her lines that when moving at the rate of 14 miles per hour, scarcely any agitation of water is noticeable."

STEAMBOAT AUGUSTA ON SAVANNAH RIVER

It has been noticed that every decade or so some one boat seems to take the fancy of the people connected with the river. The SAMUEL HOWARD was a great favorite of the thirties, and in the fifties the new WELAKA was always given an enthusiastic notice in the papers. She was built in a Savannah shipyard in 1850 for the Florida trade. The following excerpts were taken from the Savannah Morning News Digest: "Nov. 6, 1850. The Welaka, Captain Blankenship, glided into the Savannah yes­ terday morning without obstruction, while our fellow townsman, Mr. Gunsby, christened her, 'Success to the Welaka.' The enterprising contractors gave their workmen a handsome frol ic on the occasion, in acknowledgement of the trusty and energetic manner in which the work I has been carried on to its completion. The Welaka is a beautiful model. ' "Sept. 15, 1851. The steam packet Welaka, Captain Blankenship, arrived yesterday forenoon from Palatka, Florida. The Welaka brought as passen­ gers to this city Capt. Lewis, late of the Pampero, and a large number of young men, fully armed, who constituted a portion of the troops lately assembled at Jacksonville awaiting transportation to Cuba. She also brought the crew of the Pampero to this city." The notice failed to say whether the armed young men were a part of the Lopez Expedition during the revolutions which took place in Cuba from 1848 through 1851. The WELAKA was wrecked on St. John's Bar 3 December 1857, with no loss of 1 i fe.

44 .Th~t the railroads were beginning their inroad on river shipping was Indicated by an advertisement in the Savannah paper of 26 January 1852: "Agents of the Steamer David L. Adams, engages to take freight for Augusta and Hamburg at 20% less than Railroad rates. She arrived here yesterday with 1,162 bales of cotton, and proceeded to Charleston the following morning. 11

The later fifties began to show that the businessmen prominent in steamboating were fast coming to realize that if they could not beat the railroads they had better join them. An advertisement of 14 February 1859 shows this trend: "For Augusta. The new, fast, and 1 ight draft steamer Excel will run regularly between Savannah and Augusta at all stages of the river, connecting with the New York, Philadelphia, and Baltimore steamships at Savannah and the Georgia Railroad at Augusta. Goods for Augusta, Hamburg and the interior should be marked to the care of John V. Tarver at Savannah, and produce and merchandise for Savannah and the Northern markets to the care of R. R. Russell at Augusta. Merchants will find this the cheapest route by which they can receive their goods. Freight forwarded free of commissions."

Before this consolidation of transportation could really be worked out the Civil War began. Surely no group of people were ever less pre­ pared for war. No part of the prosperity of the South was in any way geared to military preparedness. There were no munition factories; in fact there were very few factories of any kind. The North naturally kept her navy. Even if the Southern officers in the U. S. Navy re­ signed their commissions, they could not take their ships South with them. The U. S. Navy immediately blockaded the Southern and Gulf ports. The effect on the Savannah River was the same as putting a cork in a bottle.

There is little information to tell the fate of the many boats on the river when the war began. Some ''went Confederate" as historical records state. This seemed to mean that they joined the Confederate Navy or became blockade runners. The names of some were changed with­ out recording; some boats were captured, or sunk without capture, and all records lost. The Marine News continued with the vessels left on the river In 1861 and 1862. They were the SWAN, the AMAZON, the MANASSAS, the WM. H. STARK, the GENERAL LEE, and the JOHN G. LAWTON. The notices did not list what the cargoes consisted of at this time. Some cotton, and probably some rice, was slipped by the blockade in the early part of the war. With the capture of Fort Pulaski in April of 1862, there was little chance of a boat getting by the blockade, and therefore, no point in sending cotton into Savannah. As the slaves lef~ the plantations, the planting of cotton ceased, the rice fields became flooded with no help to attend the tide gates or to plant the rice, and there was no help to work in naval stores. Only two of the river boats are reported in 1863. They were the SWAN and the AMAZON. There could have been one or two other boats, but a great many papers are missing for that year and almost no Marine News is to be found.

45 The river had been barricaded with many sharp poles bedded in the river bottom to prevent Yankee boats from going up the river. It took a very brave and knowledgeable captain to make the trip with any chance of success. The AMAZON is listed as going to Augusta in the early part of 1864. She probably did not return from Augusta until the river at Savannah was again open to trade in 1865.

The SWAN apparently made a last trip 1 July 1864. The trips in June and the proposed trip in July seemed to be "barter trips," Captain Garnett swapping needed supplies to the plantations for any spare food­ stuff for the people in the cities. The last advertisement read: "For Augusta. The steamer Swan, Captain J. G. Garnett, will leave as above on Friday. 1st day of July for the purpose of accommodating all those persons on the River who may wish to carry produce in exchange for such supplies as they may need. Notice will be given at the dif­ ferent landings prior to the time of leaving that all may know what time to meet the boat on her way up." Captain Garnett found he was being followed by a Federal boat when he was about forty miles up the river. He steered his boat across the river into the marsh on the South Carolina side and set her afire. He was not captured, but walked all the way home to Savannah. Captain Garnett's valiant effort to reach Augusta was evidently the last of the river steamers until the spring of 1865.

Of the boats that "went Confederate," mention should be made of three in particular. They were the JOHN RANDOLPH, the LAMAR, and the CHATHAM, all among the original iron hulls built in England in the 1830's. They were used as blockade runners, although they were not considered seaworthy. The LAMAR was renamed the HERALD. She was cap­ tured in October 1863. She managed to escape, but was recaptured in November 1863. No record has been found to tell of her final fate. The CHATHAM was on her way to Nassau with 229 bales of cotton when she was captured in Doboy Sound (just out of Savannah) by the U. S. Gunboat HURON. A prize crew took her to Port Royal, South Carolina, and later to Philadelphia. This was in December of 1863. The U. S. Navy paid $5,000 for her in July of 1864. and she was sent back to Port Royal. She was there until 4 September 1865 undergoing repairs. At this time, she was the oldest vessel with a metal hull in the U. S. Navy. The Steamboat JOHN RANDOLPH, the first of the iron hulls, enlisted as a blockade runner in 1861 at the outbreak of war. She operated in the Charleston-Savannah area and reportedly made several successful trips. She was sunk the night of 20 January 1865 off Sullivan's Island near Charleston.

An interesting event on the river during the War was the last trip of the IDA. The IDA was a small, side-paddle wheel steamer attached to the Confederate forces in Savannah, and used to transport supplies and men to Fort Pulaski on Cockspur Island, near the mouth of the Savannah River. The Fort had been under heavy fire for some time; every day the guns of the Yankees were closer. Each trip of the IDA

46 :ould very well have been her last. Early in April, the Yankees fin­ Ished the causeway they had so laboriously built across the marshes. The heavy guns were now all in place. Time for the Confederate strong­ hold was very short. The story of the IDA quoted below is taken from the memoirs of Colonel Charles H. Olmstead, who commanded Fort Pulaski.

"On the very next day as she was making her way down the South Channel of the river she was fired upon many times by a battery which the enemy had succeeded in erecting on the Marsh at Venus Point on the South Carolina shore. Two or three gun boats had also made their way into New River, a shallow water course on the Carolina side, and these joined in the attack on the Ilda.' The firing was heavy and brought us all to the walls of the Fort from whence we 100keQ with grave concern upon the cockle shell of a steamer as she came flying down the river with shot and shell churning up the water around her. Happily her captain (old Capt. Circopeley), had chosen the South Channel that morning and a broad expanse of marsh lay between him and the enemy. Moreover, the tide was so low that the body of the steamer was hidden from the men at the guns and their aim was imperfect. At all events not a shot struck her and she arrived at the wharf of Cockspur Island in safety, much to the satisfaction of all on board.

"It looked as though the Ilda' was booked to share the fortune of the fort, for it would have been madness to attempt the return to the city by the way she had come; but old Circopeley was thoroughly familiar with all the creeks and inlets in that quarter and had mapped out a course for himself. Just below Fort Pulaski, Lazaretto Creek runs into Savannah River. It is the stream that makes Tybee an island and its upper part connects by narrow channels. navigable at high water for vessels of light draught, with St. Augustine Creek which, in its turn, empties into the Savannah at a point considerably above the location of the enemyls battery. By this circuitous route Captain Circopeley determined to attempt escape and made his arrangements to start at an early hour on the following morning when a high spring tide filled all the water courses to the brim. Soon after sunrise the old man started from the South Wharf with a full head of steam in the boilers and the engine putting in its best work, (indeed it makes me smile now to re­ member how that walking beam moved; there was a celerity about it that we who had been going up and down the river in the old boat for many months had never observed before.)

liTo enter Lazaretto Creek it was necessary to go far below its mouth in order to turn a sand pit that lay there, and to those of the garrison who were watching from the walls it appeared as though the Iida l was heading straight for the Federal ships off Tybee Point. With our glasses we noticed a commotion on these vessels; it was an anxious moment, for there was every reason to expect that the little Confederate steamer would be riddled by the fire of the ships before she could make the turn into the creek; fairly in range of their guns."

47 111 have never understood why the enemy did not open fire, but at all events they did not; possibly the audacity of Circopeley's action took them by surprise and they were unable to make out what he was after. We stood with hearts in our mouths as the 1 ittle boat went nearer and nearer the guns that might destroy her by a single shot. Straight as an arrow she kept her course toward them, then there was a sudden turn, at right angles it seemed, a burst of speed, and in two minutes the 'Ida' was safely in Lazaretto, hidden from the fleet and well on her way to safety. None but a brave and determined man could have managed that escape and that Capt. Circopeley did it gives him the right to be so considered. He was a fine old fellow for whose memory I shall cherish a warm regard. In youth he had been a coxswain of a barge that carried a young lieutenant of Engineers, Robert E. Lee, between the city and Fort Pulaski when that work was being built."

A sad tale is told of the iron ram built in Savannah in 1862-1863. She was known as the GEORGIA, the STATE OF GEORGIA, and the LADIES RAM. The last name was due to the fact that the ladies from allover Georgia gathered all the old iron they could find or spare--old cooking uten­ sils, etc., and sent it to Savannah. This old Iron was made into plates to sheath the boat. Originally, the boat was Intended to be a gunboat or an iron ram. As things turned out when the boat was completed, she was much too heavy to be propelled by her engine. She could not be moved down the river, and certainly could not have moved against the river current. The GEORGIA was anchored in the river near Fort Jackson on the eastern edge of the city. She was used as a floating battery to prevent Yankee boats from going up the river. She was burned by the Confederates when their troops evacuated Savannah in December 1864.

Marine News listings began again in the newspapers in January 1865. The first notices were of coastwise trips, mostly to Hilton Head via Beaufort, with a few boats sailing for New York and Boston. These must surely have been Federal boats as the blockade was still in effect, although the Steamer AMAZON was listed as arriving in Savannah from Augusta and to leave for Hilton Head on 2 March 1865. The Dictionary of American Naval Fighting Ships (page 498) states that the Steamer AMAZON was used in transporting materiel and laying torpedoes in the Savannah River. It also states that the AMAZON was captured by the U.S.S. PONTIAC on 2 March 1865 and was sent into Savannah as a prize. How she evaded the Federal forces all the way down the river from Augusta and through Savannah Harbor is not explained. Why the trip was advertised is also lacking explanation. By early May of 1865, she was on a regular run between Savannah and Augusta as she had been before the outbreak of war. She continued this until she was lost by snagging in February of 1866.

This notice appeared on 11 May 1865: "From Augusta Yesterday forenoon the steamer Planter, Capt. Small, from Augusta on Sunday the 7th inst., arrived at this city. She brought down one hundred and"

48 "thirty paroled Confederates officers and men, late of Johnston's and Lee's armies. By this arrival we have received copies of the Augusta Chronicle and Sentinel from the 4th to the 7th inclusive, ..•. 11 The PLANTER, a river boat, had been captured as a Confederate steamer in May 1862 and was sold to the U. S. Quartermaster Department in 1864. She was redocumented late in 1866. She is listed as lost 1 July 1876.

The GOVERNOR TROUP was probably captured after the evacuation of Savannah. The fall of Savannah opened the river to the Federal forces all the way to Augusta as there were no fortifications north of Savannah, so that any boats taking refuge at Augusta had no way of escaping cap­ ture. The GOVERNOR TROUP is listed as leaving Savannah for Augusta, under the command of a Lieutenant Hatfield, on 26 May 1865. She was reported lost by burning just below Augusta three days later, 29 May. Forty persons were victims of this accident, the greatest number re­ corded for the Savannah River.

The GENERAL LEE was offered for sale in the Savannah Daily Herald of 15 July 1865, as follows: "Steamer General Lee. For Sale At Auction Pursuant to instructions of the General Commanding Department of the South, I will proceed to sell at public auction, to the highest bidder, in front of my office, on Bay street, Tues., next, 18th inst., at 12 o'clock M. Steamer General Lee.

"Dan'l R. Knowlton, Lieut. 178th N.Y.V. and A.A.Q.M.D."

The middle of May 1865 produced the saddest trip ever to take place on the river. The former President of the Confederate States, Jefferson Davis. was brought down the Savannah River from Augusta on a Federal tugboat as a prisoner. Mr. Davis had been captured 10 May at Irwinsville, Georgia. He was taken to Augusta where he, Alexander Stephens, the Vice President, General Joseph Wheeler, and a few other Confederates were put on the tugboat for Savannah. There they were transferred to the Steamship CLYDE for the trip North. Mr. Davis was imprisoned at Fort Monroe in Hampton Roads and Mr. Stephens at Fort Warren in Boston Harbor. This was the ending of an era. The river would still be there when new times came, but the railroads would dim the importance it had once known. The days of the river steamers would join the Indian pirogues and the poleboats. as a part of history.

The occupation forces of the United States Government spent the winter and early spring of 1865 clearing the river channel of debris and the obstructions erected early in the Civil War by the Confederates. Some of the pilings had caused the current of the river to cut new channels, as the one at Stony Bluff. At such places the new channel had to be marked.

49 At the close of the War, thousands upon thousands of bales of cotton were piled high In the streets of Augusta. Cotton was selling for a dollar a pound. With the clearing of the channel, a great rush devel­ oped to get the cotton to market before the price could drop. The quickest way to get it there was still down the river to Savannah. The only one of the steamers left in running order was the AMAZON. She was reportedly bought, after capture, by Mr. David R. Dillon, hurriedly loaded with merchandise, and sent to Augusta. Here she loaded as much cotton as she could take, returning to Savannah without delay. It is claimed that after discharging, Mr. Dillon, with freight charges at ten dollars a bale, sold her and netted more than her cost.

Another story claims the AMAZON ran aground on a sandbar a little below Heischman's Lake and stuck there for three months. The crew con­ sumed all the provisions aboard and had to scour the countryside for food. Some of the men deserted for good. This story is not confirmed by fact as the Marine News records the AMAZON as running regularly during the months she would have been on the sandbar, and there are no gaps from May 1865 until February 1866, when she was snagged and sank.

In quick succession, many new steamers joined the AMAZON in an effort to move the cotton quickly. Some reports claim as many as thirty or more steamers were on the river by the fall of 1865. although the Marine News papers of that year and 1866 do not show so many. Some of the boats only made one or two trips. Several flatboats were also listed. They may have been some of the rice flats used before the War, or hastily put together new ones. Nearly all of the new boats on the river were advertised as fast, light of draft, with superior accommodations.

The Steamer SWAN evidently had not completely burned that day in 1864, as she was soon back on the river still under the command of Captain Garnett. She stayed on the river until 1873 when she presuma­ bly went to Florida. She is listed as abandoned in 1880.

The newcomers never transported the great number of bales a trip as had the boats before the War, and none reported towboats except the Steamer H. M. COOL. Her advertisement of 15 September 1865 read: "The new and elegant steamer H. M. COOL, Capt. Taylor, will receive freight at Bolton's wharf and have despatch. The boat is provided with 1 ighters. that can go in low water, and no detention will occur."

One advertisement was for lithe powerful 1 ight draft steam tug, with covered Barges, which will leave for Augusta on Tues. Oct. 17, 1865. 11

. As soon as the majority of the cotton had been moved from Augusta, It became only too apparent that a whole new manner of working and living would take place in the South, with much adjusting to be done before any amount of cotton could be provided again.

50 The railroad threat of the fifties was rapidly increasing. Rail­ roads would soon crisscross the country like great spider webs, taking the largest part of transportation away from the river.

The number of river steamers dropped sharply from 1866 to about ten in 1870. By 1873. only the ROSA and the KATIE maintained regular service between Savannah and Augusta. There actually was not enough business to support any more. Other steamers would appear, last a month or two, and be sent elsewhere.

The cargo lists, occasionally printed, read much as they had done with the poleboats--bundles of hides, a great many thousands of shingles and staves, meat, eggs, chickens. potatoes, etc., with the addition of barrels of rosin and bales of cotton being all that made the cargo sound different from the 1770's.

The Steamer W. T. WHEELESS, a large, fast steamer, added excitement to the river in 1881. She was equipped with a steam calliope which she sounded as she approached each landing along the river. She only lasted a few months before burning with full cargo at her dock in Savannah.

The Steamer ETHEL now Joined the KATIE, the ROSA having gone on the run to Florida. The Steamer ISIS had a regular run to Purysburg for a while, and the MARY FISCHER made occasional substitute trips for the KATIE and the ETHEL. The ETHEL had the steam calliope from the W. T. WHEELESS, which was popular with the people along the river who rode the ETHEL. It was said they could leave their homes when they heard the calliope play at the landing above them, reaching their landing to board the ETHEL before she would arrive.

The KATIE and the ETHEL were still well-loved steamers in the Gay Nineties. At this time it may have been a quicker trip for some of the farm people to go by horse and buggy (or wagon) to the nearest railroad station to take a train to Savannah or Augusta, but it certainly was a more pleasurable and romantic trip by steamer. A lady, still living, of that generation who thoroughly enjoyed going on the steamers, gave this description of the ETHEL:

"One went aboard by a gang plank from the wharf to the lower deck, which was usually heavily loaded with freight, and contained quarters for the Negroes. A narrow stair led to the upper deck where passengers could sit and enjoy the trip up or down the river. The large salon was entered from this deck. The staterooms were on each side of the salon about twenty to each side. The gentlemen occupied the rooms to th; front the women and children to the rear. The galley was about midway of th; salon, as were the red velvet portieres, which when drawn together made two semi-private rooms of the salon. Two great beautiful kerosene chandeliers hung from the ceiling, and could be"

51 "lowered on a chain for lighting and then pulled up high again. Panels of red and blue glass in pretty designs went around the ceiling. Every­ thing was considered quite elegant and luxurious. The staterooms con­ tained the usual upper and lower berths and a wash basin and pitcher of water on a stand. Dinner was served at a large table in the front part of the salon and was presided over by the captain as host. There was plenty of well cooked food served at all meals.

"The passengers debarked at landings all along the river. The trip took from twenty to thirty hours from Savannah to Augusta, less than a third of the time required by the first steamboats.'1

An explosion ended the career of the KATIE in 1895. The engineer was killed and Captain Bevill was reportedly blown ashore without serious injury, as was a young boy of eight years. This boy, who lived to be quite old, could give a very vivid account of the explosion.

The ETHEL was still on the river as the calendar turned to 1900, making her usual runs to and from Augusta.

And now another century had been recorded for the Savannah River. A century of river trade and excitement, building to a great peak at mid-century, a peak that receded before the railroads, and later the highways. And now the deepening of the river channel for barge traffic is underway; the coming of the new river traffic will be a challenge to the future.

Although the combination of the railroads and the highways dealt the river trade a seemingly fatal blow, there is always the feeling that the river is only resting and waiting--waiting for man to make use of her great forces again.

52 APPENDIX A

POLEBOATS ON THE SAVANNAH RIVER DURING THE 19TH CENTURY

AB IGA I L BARNWE LL IS BOAT 11-8-21 through 7-25-26 11-12-27 through 11-25-28 4,057 bales cotton 1,958 bales cotton ACCOMMODATION BARROW 1-15-20 through 12-21-29 11-12-27 5,873 bales cotton 66 bales cotton ADELINE BEAUFORT 12-11-19 through 8-19-26 12-14-26 through 12-7-29 12,053 bales cotton 2,850 bales cotton ADVENTURE BENEVOLENCE 12-12-26 through 11-11-28 1-29-23 through 5-8-27 873 bales cotton 2,218 bales cotton ALTAMAHA BLACK MARIA 3-1-30 through 10-25-30 2-19-20 through 5-23-20 1,862 bales cotton 1,263 bales cotton AME RI CAN EAG LE BLACK WARR lOR 3-7-22 through 12-19-22 12-23-19 through 5-23-20 1,164 bales cotton 1,888 bales cotton AMERICAN STAR BROWER IS BOAT 2-2-21 3-13-27 432 bales cotton 180 ba les cotton AMORY SIBLEY BROWN IS FLAT 12-27-28 through 11-11-36 3-20-50 11,317 bales cotton 3,000 bushels corn 8,800 bushels corn BRUTUS ANDREW JACKSON 3-26-18 through 2-26-20 5-19-29 through 2-10-32 694 bales cotton 4,751 bales cotton BUFORD'S BOX Many bushels of rice 12-24-34 ANTOINETTE 195 ba les cotton 11-26-29 CAROLINA 460 bales cotton 2-14-18 through 12-12-26 APOLLO 2,596 bales cotton 1-22-22 through 6-11-27 CHEV IS' FLAT 7,529 bales cotton 11-1-50 through 12-23-50 AUGUSTA 13,270 bushels rice 2-17-18 through 8-15-20 CINCINNATI 2,438 bales cotton 7-17-27 through 11-17-28 BARCLAY I 5 BOAT 1,248 bales cotton 1-19-50 through 10-30-56 1,600 bushels corn 4,850 bushels rice CLARA COWLING ( or COOLING) BALLARD I 5 BOXES 2-7-27 through 12-19-29 11-30-19 through 1-18-20 2,061 bales cotton 232 bales cotton plus two COLUMB IA illegible cargoes 6-11-22 through 3-13-24 1,341 bales cotton BAREFOOT COLUMBINE 1-22-27 300 bales cotton 12-7-22 500 bales cotton COMMODORE PERRY EAGLE 1-20-19 through 7-25-20 2-2-27 856 bales cotton 110 bales cotton CONGRESS ECLIPSE 3-21-18 through 7-25-26 11-19-22 through 2-6-23 2,224 bales cotton 705 bales cotton CONQUEROR ENOCH KNIGHT 12-15-17 through 2-26-19 11-21-28 through 12-17-28 1,891 bales cotton 1,300 bales cotton 148 hogsheads tobacco, flour EDWARD ROWELL and snake root 12-5-25 through 12-2-27 CONSTITUTION 10,496 bales cotton 12-19-17 through 2-4-20 ELIZA 1,990 bales cotton 12-16-17 through 11-10-34 CORN PLANTER 6,224 bales cotton 6-6-20 through 1-27-32 ELVIRA 5,666 bales cotton 2-26-22 COnON PLANTER 450 bales cotton 7-19-27 through 11-21-35 FA I,R PLAY 8,965 bales cotton 12-30-17 through 2-10-19 CRACKER NANCE 1,861 bales cotton 11-4-36 through 12-14-36 FARMERIS SECURITY 550 bales cotton 3-3-23 through 12-12-25 DARIEN 1,486 bales cotton 12-7-19 through 12-1-26 FIN (Box Boat) 2,138 bales cotton 12-20-30 DECEIVER 620 bales cotton 1-25-20 FIRE FLY 141 ba 1es cotton 2-22-19 through 1-3-21 DEFIANCE 450 ba les cotton 1-20-19 through 12-22-29 FLOTI LLA 3,961 bales cotton 8-8-26 through 12-4-29 DELIGHT 1,105 bales cotton 5-19-20 FLYING FISH HAWK 466 bales cotton 4-13-19 DIANA 225 bales cotton 8-1-26 through 12-22-28 FLY I NG P I GE ON 317 bales cotton 12-22-17 through 6-13-22 DR. DANIELlS BOAT 5,629 bales cotton 1-3-50 through 4-26-50 FRANKLIN 7,400 bushels rice 12-27-17 through 2-9-20 DR. KN IGHTIS FLAT 1,542 bales cotton 10-18-50 FREDERICK MERRIMAN 4,100 bushels rice 12-5-28 100 tierces & 109 casks rice 342 ba les cotton DOLPHIN GALE 1-22-20 through 6-5-22 11-22-28 100 bales cotton & some corn meal 17 bales cotton GENERAL ADAI R 5-11-18 through 6-17-20 2,975 bales cotton

2 GEORGE CLINTON JOHN BULL 1-6-30 12-18-28 660 bales cotton 170 ba 1es cotton GENERAL COFFEE JOLLY LARK 3-24-18 through 1-1-19 12-27-17 through 1-19-19 817 bales cotton 1,568 bales cotton GENERAL GLASCOCK JUDGE KING'S FLAT 7-1-19 through 2-18-20 1-18-50 through 10-30-56 770 ba les cotton 9,770 bushels rice GENERAL JACKSON 246 casks & 100 tierces rice 12-30-17 through 3-26-19 JULIAN 1,526 bales cotton 12-1-26 GENERAL McDUFFIE 221 bales cotton 9-18-27 through 11-1-27 JULE I CAN 300 bales cotton 10-6-29 GEORGIA 345 bales cotton 12-12-25 JUDGE BERRIEN'S FLAT 300 ba les cot ton 2-25-50 through 12-16-50 GEORGIAN 6,000 bushels rice 2-15-23 KIRKPATRICK'S BOAT 480 bales cotton 7-31-28 through 12-2-35 GEORGIANA 2,579 bales cotton 1-15-18 through 12-23-18 LADY ANTO I NETTE 1,878 bales cotton 11-12-28 through GLASGOW 352 bales cotton 3-24-19 through 12-11-26 LADY GALATIN 1,575 bales cotton 4-17-19 through 4-4-20 GOLDEN RULE 426 bales cotton 11-9-30 through 12-10-36 LADY JANE 1,710 bales cotton 4-15-19 HANKMAN'S FLAT 50 tierces rice 12-11-50 LADY OF THE LAKE 2,000 bushels corn 1-8-18 through 4-3-19 HERCULES 2,623 bales cotton 11-27-22 LAFAYETIE 497 bales cotton 8-12-30 through 11-30-35 HINE'S BOAT 1,572 bales cotton 1-14-50 L. HAMILTON'S FLAT 8,000 bushels rice 1-14-50 through 1-18-51 JACK HARR IS Sea Island cotton & rice 12-16-17 LAVANT 362 ba les cotton 12-15-29 JAMES MONROE 408 bales cotton 12-27-17 through 12-20-28 LAWRENCE 3,286 bales cotton 1-27-18 635 bales cotton JASON 8-11-26 through 1-4-30 LOCKET 2,571 bales cotton 11-26-22 152 ba les cotton JESSAMINE 3-13-19 through 12-22-29 LOUISIANA 2,987 bales cotton 3-7-18 through 11-23-19 1,524 bales cotton

3 LOVELY LASS MONTGOMERY 1-16-18 through 5-15-20 8-26-30 1,686 bales cotton 286 bales cotton MACON NE LSON' S BOAT 5-1-32 11-15-30 204 ba les cotton 150 bales cotton MAGDALENA NEW PROSPECT 12-12-17 through 12-17-18 2-9-32 514 bales cotton 12 bales cotton MAID OF HORSE CREEK 60 tie r ce sri ce 12-29-20 NIGHT INGALE 200 bales cotton 1-9-27 through 1-10-32 MALVINA 3,308 bales cotton 6-8-20 through 12-11-22 NONSUCH 3,345 bales of cotton 1-8-18 through 12-4-30 MANER'S BOAT 2,746 bales cotton 1-22-37 through 4-12-38 OGLETHORPE 607 bales cotton 5-23-27 through 12-23-33 MARIA 7,827 bales cotton 3-31-18 through 11-30-20 OLIVE BRANCH 2,497 bales cotton 1-8-18 through 2-7-32 HARIA LOUISA 17,818 bales cotton 11-26-29 ONTARIO 395 bales cotton 11-9-20 through 1-20-26 MARTHA ANN 10,988 bales cotton 1-19-19 through 11-23-25 ORBIT 6,538 bales cotton 10-29-30 MARY 200 ba les cotton 12-30-17 through 11-23-37 PACKET 7,181 bales cotton 8-3-19 through 2-16-30 2,000 bushels corn & tobacco 8,048 bales cotton MERCHANT PARACHUKLA 2-10-19 through 1-18-20 12-24-32 through 11-8-38 1,259 bales cotton 6,382 bales cotton MERCHANT'S RELIEF PARAGON 12-15-20 through 12-8-26 11-21-20 through 1-20-26 1,171 bales cotton 8,510 bales cotton MESSENGER PARROT 7-13-20 through 7-18-21 7-21-21 4,036 bales cotton 385 bales cotton M. MIL TON'S FLAT PE LI CAN 1-28-50 through 7-18-50 11-26-22 through 10-23-28 2,200 bushels rice 1,500 bales cotton MISSISSIPPI PENNYWORTH MILLS 3-12-19 through 4-15-23 1-10-51 through 1-20-51 4,099 bales cotton 150 casks rice MONEY MAKER PETERSBURG BOATS 1-12-18 through 3-25-20 12-24-19 through 12-11-30 1,230 bales cotton 1,828 bales cotton MONTEZUMA PHOENIX 10-14-30 through 11-22-30 12-24-18 through 1-7-30 438 bales cotton 4,301 bales cotton 4 PILOT ROSE TREE 2-10-19 through 11-28-22 1-1-19 through 10-25-28 7,483 bales cotton 3,990 bales cotton PIONEER ROUNDTREE 11-17-28 12-12-18 273 ba les cotton 808 bales cotton POTTER'S FLAT ROVER 1-25-50 through 1-18-51 12-15-28 316 tierces rice 287 bales cotton PRESIDENT ST. JOHN 12-17-17 through 5-28-21 1-15-18 through 3-6-18 4,989 bales cotton 1,000 bales cotton PULASK I SANDY JACK 11-22-29 through 2-10-30 1-18-18 through 2-12-34 1,667 bales cotton 1,476 bales cotton QUICK DISPATCH SARAH 4-2-30 4-20-21 through 1-29-27 1,200 bushels corn 5,339 bales cotton RACHEL SARAH ANN 12-20-20 1-28-23 through 2-3-27 358 ba les cotton 3,180 bales cotton RAMSEY'S FLAT SAVANNAH 1-14-50 4-20-21 through 2-5-27 2,500 bushels red corn 7,586 bales cotton REBECCA SCREVEN'S BOAT 2-21-18 through 11-24-31 10-27-32 through 3-16-33 2,740 bales cotton 301 bales cotton RED ROVER SCREVEN'S FLAT 11-12-28 11-7-50 through 2-18-59 278 bales cotton 25,885 bushels rice RE LIEF SEA GULL 12-27-28 2-3-27 through 12-27-28 200 bales cotton 1,466 bales cotton RENOWN SEA ISLAND 12-21-22 3-21-27 350 bales cotton 20 ba les cotton R I C/-t10ND SECUNDUS 1-8-23 through 11-10-26 12-12-26 2,732 bales cotton 360 bales cotton ROBERT HABERS HAM SECUR tTy 12-31-35 through 10-30-56 1-15-23 through 12-12-25 cotton & rice 2,769 bales cotton amounts illegible SHAW'S BOAT ROB JONES 1-14-50 10-29-30 600 bushels rice 246 ba les cotton SIMMONS ROB ROY 2-13-50 through 3-28-50 6-6-22 through 10-11-28 19 bales Sea Island cotton 11,075 bales cotton

5 SMITH'S FLAT VIPER 10-21-50 through 11-25-50 12-7-17 through 3-19-19 4,900 bushels rice 3,015 bales cotton SPLEND 10 VIRGINIA 11-27-28 through 12-13-34 10-14-26 through 12-27-31 9,004 bales cotton 9,031 bales cotton STARR 2,000 bushels corn 8-5-30 through 12-28-35 WASHINGTON 1,863 bales cotton 12-12-17 through 11-16-35 STATES RIGHTS 2,067 bales cotton 11-25-35 WASP 52 ba les cotton 12-12-17 through 12-12-25 STEAM BOAT COMPANY 6,100 bales cotton 2-18-18 through 12-2-33 WATER LOO Boats No. I through 23 2-1-19 through 5-6-20 31,964 bales cotton 739 ba les cotton STEPHEN DECATUR WATER TURKEY 12-23-17 through 5-28-21 2-16-20 through 7-16-22 5,458 bales cotton 494 bales cotton STEVEN'S FLAT WILD AIR 10-8-56 through 10-30-57 7-2-25 through 2-18-26 2,468 bushels rice 1,340 bales cotton SUMMER DUCK WILLIAM CUMM I NG 11-3-23 through 2-4-30 11-26-23 through 10-14-28 8,747 bales cotton 2,607 bales cotton SUPERIOR WINKLER'S BOAT 5-27-18 1-18-50 through 4-5-50 772 bales cotton 4,457 bushels rice SWIFT ZULE IKA 4-24-19 11-6-29 54 ba les cot ton 636 bales cotton TWO FRIENDS ODD POLEBOATS WITHOUT NAMES 12-12-17 through 12-12-18 OR LISTED AS BOXES 1,028 bales cotton 1818 through 1836 TRAITOR 13,890 bales cotton 11-29-36 570 bales cotton TOM JONES 1-22-27 through 11-12-27 1,205 bales cotton TALLULAH 11-17-27 through 12-1-30 4,228 bales cotton THOMAS CUMMING 9-11-27 through 11-28-27 1,601 bales cotton THOMAS JEFFERSON 12-1-26 through 12-6-28 1,371 bales cotton VIG I LANTE 1-17-20 through 11-13-26 1,643 ba les cotton

6 APPENDIX B STEAMBOATS ON THE SAVANNAH RIVER DURING THE 19TH CENTURY

STEAMBOAT ALTAMAHA (I)

The Steamboat ALTAMAHA (I)was apparently built in Charleston about the same time as the OCKMULGEE, the CAROLINA, and the GEORGIA. It was hoped she would be able to navigate the extremely low river. She was not as successful as expected.

MARINE NEWS: "OCt. 27, 1818. Arrived on Tuesday evening steam-boat CAROLINA from Charleston with the beautiful new steam-boat ALTAMAHA and two freighting boats in tow."

"Apr. 25, 1820. Arrived Steam-boat ALTAMAHA, Davis, Augusta 60 hours, with Nos. 13 and IS. Porcupine and Hibiscus with 2600 bales of cotton, 25 hhds. of tobacco and a donation from Tennessee for the Savannah sufferers, consisting of bags of feathers, 270 prime pieces of bacon, and a bale of dry goods." (Savannah suffered a disasterous fire that almost destroyed the city.)

"July 9, 1825. Arrived steam boat HENRY SCHULTZ. Lubbock, Augusta, 2 days. Passed on Thursday 70 miles from Augusta ste~m boat ALTAMAHA with engine out of order and steam boat SAMUEL HOWARD taking her In toW. 11

IIJune 30, 1827. For the Camp Meet i ng at Abercorn. The steam boat ALTAMAHA will leave the Steam Boat wharf, for the above place this morning at 6 o'clock, and return again in the forenoon. She will again leave tomorrow morning at 6 olclock."

CAPTAI NS: Crowe 11. 13 Jan 1819; Jewet t, 22 Feb 1819; W. B. Davis, 18 Mar 1819; Woodworth,S Oct 1819; Norris, 12 Jan 1820; Walter Dubois, 15 Jun 1820; Bowman, 7 Sep 1820; Hartford, 24 Dec 1820; Gaylord, 15 Jan 1821; John Sassard, 30 Jun 1821; Gates. 18 Oct 1821; Page, 10 Feb 1823; Wray. 7 Apr 1823; Swymer, 6 Nov 1826. CARGOES: Approximately 130,966 bales of cotton recorded, but most trips listed as IIfull cargo." Tobacco, salt, iron, and "dry goods" were frequently listed.

STEAMBOAT AMORY SIBLEY

A stern paddle wheel of 212 tons. She was built in Savannah, Ga., and her first home port was Savannah. She is listed as abandoned in 1849, but the Marine News shows her running until 1858. She was reported regularly on the Savannah-Augusta run. She seemed to carry large numbers of bales of cotton whenever the cargo was I isted, which was not very often.

CAPTAINS: Creswell, 1847; Philpot, 1850; Griswold, 1851. STEAMBOAT AUGUSTA (I)

The AUGUSTA (I) had side paddle wheels, was built in 1824 in New York, N.Y. She was 206 tons. Her first home port was Charleston, S.C. She was abandoned in 1839.

The first AUGUSTA ran between Charleston, Savannah, and Augusta very regularly. Her reports usually had news of the river, as well as cargo.

MARINE NEWS: IINov. 9, 1825. Arrived the steam boat AUGUSTA, Green, Silver Bluff, with 85 bales for Savannah and 30 for Charleston. Passed early yesterday morning 85 mi les below Augusta pole boat WILD AIR, from Savannah; yesterday forenoon--miles from Savannah steam boat HAMBURG, Blackman; at 10 o'clock last night at Purysburg steam boat PENDLETON, Bracken; early this a.m. 2 miles below Purysburg the Steam Boat Company's SAMUEL HOWARD, Dubois; with 2 boats bound up. (We learned from Capt. Green, the river was still falling, and that the above boats would not probably be able to proceed farther than the lower end of .•. Reaches about 60 miles below Augusta.}11 The above was almost illegible. CAPTAINS: Green, 1825; Brooks, 1829.

STEAMBOAT AUGUSTA (II)

Side paddle wheels of 157 tons, was built in 1833 at Savannah, Ga., her home port. She burned at Augusta on 1 April 1835 with a loss of four lives. She ran between Savannah and Augusta for the short time she existed. Many papers are missing for 1835, but as near as is possible to tell, Captain Norris seemed to be her only commander.

STEAMBOAT BASIL LAMAR

Side paddle wheel of 236 tons, built in Baltimore, Maryland. The BASIL LAMAR arrived in Savannah on 7 January 1834, and was advertised as follows: "An elegant new Steam Boat at Auction ---on Thursday, the 23rd inst., will be sold at the Exchange in the city of Savannah, the new Steam Boat BASIL LAMAR--just finished in Baltimore, 223 tons burthen, with two huge pressure engines of thirty horse power each--well fitted in every respect for immediate use and draws about 3 feet of water. The sale will be positive, unreserved and the terms cash.11

The BASIL LAMAR burned some time before 19 August 1834. as an article in the Georgian mentioned the fact that the water pump intended for installation in the JOHN RANDOLPH had been destroyed when the BASIL LAMAR burned.

2 STEAMBOAT CALEDONIA

The CALEDONIA had a stern paddle wheel, was 180 tons, built in 1829 at Charleston, South Carol ina. She reportedly sunk at the foot of Campbell Street in Augusta, Georgia, sometime in 1838. MAR I NE NEWS: "Jan. 11, 1831. Arrived Steam boat CALEDONIA, Lewis, Augusta 3 days with 750 bales cotton."

"Dec. 13, 1832. Arrived Steam boat CALEDONIA, Lewis, Augusta, with ALTAMAHA and NIGHTINGALE (pole boats in tow) with 613 bales for Savannah and 700 for Char1eston."

"Apr. 9, 1833. Arrived Steam boat CALEDONIA, Lewis, Augusta, with 650 bales and the theatrical corps."

"Sept. 12, 1837. Arrived Steam boat CALEDONIA, Colvin, from Augusta with Nos. 2 and 5 and 614 bales cotton." Last entry found.

CAPTAINS: Lewis. 11 Jan 1831; Boyden,4 Jan 1832; Hubbard, 25 Mar 1834; Joseph W. Wood, 14 Ju1 1835; Holmes, 20 Jan 1836; Josiah Poinsett, 17 Sep 1836; L. White, 5 Dec 1836; W. D. Wray, 21 Dec 1836; Colvin, 25 Jan 1837.

CARGOES: Approximately 6,889 bales of cotton.

STEAMBOAT CARRIE

The CARRIE was first reported in the Marine News in 1870. She was a stern wheeler of 212 tons, and her home port was Savannah, Georgia. She ran regularly between Savannah and Augusta until 1875 when she started running to Florida. In 1879 she is again reported on the Savannah to Augusta run with some trips to Florida. There are no reports of the CARRIE on the Savannah after 1881, but she is known to have been in Florida for several more years. No cargoes were reported.

CAPTA INS: Johnson, August 1870; Joseph Smith, 18 Jan 1874; A. C. Cabiniss, 8 Sep 1875; 1 May 1876, to Florida; Thomas White, 11 Oct 1877; W. T. Gibson, 2 Jul 1879; w. H. Fleetwood, 11 Mar 1881; W. G. Lee, 1881.

3 STEAMBOAT CHARLESTON

MARl NE NEWS: "Dec. 13, 1817. Arrived Steam Boat CHARLESTON, Capt. Rogers, at this port from Charleston via Beaufort. Passengers. She left Charleston on Wednesday morning precisely at 10 a.m., arrived at Beaufort 10 p.m., same night. Left Beaufort at half past 1 o'clock and arrived at Savannah yesterday, the 12th inst. at half past eleven o'clock. During her passage she was at anchor 24 hours. A thick fog detained her at Cal ibogue Sound a few hours .11

"Dec. 23, 1817. The steam-boat CHARLESTON, Capt. Rogers, arrived yesterday morning at half past 11 o'clock, from Charleston 5 days --- she was grounded several times owing to the carelessness of the pilot."

"Jan. 18, 1821. Arrived steam Boat CHARLESTON, Capt. Bonnell, from Charleston via Beaufort 43 hour~. The passengers return their thanks to Captain Bonnell for his polite attention and skillful management of his vessel during a boistrous passage." The last report found was dated 7 May 1822. CAPTAINS: Rogers, 13 Dec 1817; Utley, 25 Jan 1818; Bonnell. 9 Jan 1821.

STEAMBOAT CHARLESTON (II)

This CHARLESTON had side paddle wheels, 112 tons, built in Charleston, S. C., in 1821. She is 1 isted as lost in 1835, but the Marine News shows her taking militia to Florida in 1837. She appeared on the Charleston, Savannah, and Augusta run in November of 1826. In 1834 she was transferred to the Hawkinsville, Macon,and Darien run. Last reports show her between Charleston and Florida.

MAR I NE NEWS: "Oct. 29, 1836. Arrived Steam boat CHARLESTON, King, Gary's Ferry, F 1or ida. 1\

"Jan. 24, 1837. Steam boat CHARLESTON, King, from Charleston 12 hours with South Carolina Militia destined for Florida."

CAPTAINS: Bonnell, 15 Nov 1826; John Sassard, 21 Nov 1832; F. Burden, 18 Dec 1834; W. D. Wray, 6 Sep 1836; A. King, 3 Oct 1836.

CARGOES: There were 107,172 bales of cotton, merchandise, troops.

4 STEAMBOAT CHATHAM

A paddle wheel of 198 tons, the CHATHAM was built in 1836 at Savannah, Georgia. She was the first of four iron boats ordered by G. B. Lamar of Savannah from John Laird of England. The parts were sent out .by sailing vessels in 1836 to Savannah, where the assembly was carried out by John Nock at his shipyard. The imported parts were allowed to enter the country duty free.

The CHATHAM was slightly larger than her predecessor, the RANDOLPH, measuring 120 1 X 26 1 X 7 1 6". Her bottom was divided into three watertight compartments. Her engine was a low pressure type of 46 horse­ power, fitted with gearings and a large fly wheel, all of which was sal­ vaged from an earlier Savannah River steamer.

MARINE NEWS: "Jan. 24, 1837. Arrived Steamboat CHATHAM, King, from Charleston in company with steamer CONGRESS, Ham, with the South Carolina Militia for Florida with 402 ba1es. 11

1839 through 1855. The CHATHAM ran between Savannah and Augusta as regular as day and night, without incident, carrying tremendous cargoes of cotton. The cargoes were not listed after 1847. Many papers are missing for 1856. August of 1857 shows the CHATHAM leaving Savannah for the Satilla and St. Maryls Rivers. No mention of the CHATHAM was found again until June of 1861 in the Savannah Republ ican, quoted below:

IIJune 5, 1861. For freight or charter. The Steamer CHATHAM and two large flats. The steamer CHATHAM, having been put in thorough repair, furnished with new boiler, etc., is now ready for the Transportation of troops and munitions of war, provisions, or freight of any description to or from any point on the coast or inland rivers."

The CHATHAM went Confederate and was captured in 1863.

CAPTAINS: W. D. Wray, 9 May 1836; A. King, 18 Nov 1836; Whitfield, 29 Aug 1837; J. E. Dillon, 18 Feb 1839; Gould, 8 Aug 1840; Wood, 15 Sep 1840; Jarmon, 24 Aug 1841; Powell, 5 Aug 1842; Hubbard, 17 Sep 1842; J. T. Philpot, 6 Dec 1843; Allen, 22 Dec 1843; J. M. Moody. 8 Apr 1844; Truchelutt, 2 Feb 1845; Royal, 18 Jan 1849; Postell, 4 Mar 1851; Pardue, 5 Mar 1852; Rahn, 5 May 1853; F. Peck, 4 Jun 1854; Fraser, 5 Apr 1855; Cromwell, 23 Apr 1855; Stedwe11, 3 Aug 1857.

CARGOES: From 1836 to 1843 over 200,000 bales of cotton. Amount of cargo not reported after thi s date. Only "fu1 I cargoll noted.

5 STEAMBOAT CHEROKEE

The CHEROKEE was built in 1835 at Savannah, Georgia, was 189 tons. and had side paddle wheels. She ran regularly between Savannah and Augusta and was reported in the Marine News from November 1835 to July 1848. Only one outside trip was recorded for the CHEROKEE. On 19 May 1836, the report read:'~rrived Steam boat CHEROKEE, Peck, from Black Creek, Florida, with Major Cooper's Battalion of Georgia Volunteers."

CAPTAINS: Gould, 23 Nov 1835; Thomas Lyon, 11 Jan 1836; Norris, 20 Jan 1836; Wm. Craig, 6 Apr 1836; Fenn Peck, 19.Ma~ 1836; W. D. . Wray, 21 Dec 1836; A. King, 9 Jan 1837; WhItfIeld, 15 Nov 1837, John Nock, 6 Dec 1837; Powell, 11 Dec 1837; Colvin, 26 Feb 1838; Joseph W. Wood, 2 Oct 1840; Truchelutt, 25 Oct 1840; Wm. Curry, 24 Feb 1841; Cooper, 24 Dec 1841; Jarmon, 19 May 1841; Hubbard, 14 Feb 1843; Philpot, 6 Nov 1843. CARGOES: Approximately 118,350 bales of cotton. All cargo not reported.

STEAMBOAT COLUMB IA (I) The COLUMBIA (I) was built in 1819 in Charleston, S. C., with side paddle wheels, and was 121 tons. She was used primarily for passengers and freight between Charleston, Beaufort, Edisto, Savannah,and Augusta. On one trip from Augusta she pulled two towboats with 1,350 bales of cotton. This was the only trip where cargo was reported as anything but Ilfreight." The COLUMBIA was stranded in the fall of 1824 near Sullivan's Island, S. C., and sank. An item dated 30 October 1824, stated that the COLUMBIA had been raised, and the damage amounted to $1,000. No reports found for 1825. A 1 May 1826 report shows the COLUMBIA arriving from Charleston with towboats for Augusta. The 18 May 1826 report states that the COLUMBIA was aground a few miles below Augusta "with little prospects of proceeding without a rise in the river." She was advertised for sale 29 July 1826, and no further reports were found.

CAPTAINS: Sanders, 20 Feb 1822; Blackman, 27 Mar 1822; Boyden, 1 Apr 1826; Rowland, 6 Jul 1826.

STEAMBOAT COLUMB IA (I I)

This COLUMBIA was built in 1856, side paddle wheels, and 163 tons. She made regular runs between Savannah and Augusta until the Civi I War when she may have gone Confederate, as she is reported in the Marine News through 1860. She carried mixed cargoes of merchandise, with no great amounts of cotton.

CAPTAINS: T. N. Philpot, 1858; Graham, 1858; Jones, 1858; Daniels, 1859; Moody, 1860.

6 STEAMBOAT COMMERCE

The COMMERCE was built in Philadelphia, Pa., in 1821 and had side paddle wheels. She was abandoned in 1827, after being partially dismantled and offered for sale. She came to Savannah River from the Charleston­ Cheraw run in South Carolina, having been bought by Henry Schultz for $15,000. He used her in his effort to establish the new town of Hamburg across the Savannah River from Augusta. Since most of the reports in the Marine News were IIfull cargo and passengers," the 5,360 bales of cotton were not indicative of the actual amount of cotton transported.

CAPTAINS: Rogers, 25 Feb 1822; C. H. Bowman, 30 Apr 1822; John Sassard, 15 May 1822; H. W. Lubbock, 19 Sep 1822; Harvey, 3 May 1825; w. B. Davis, 30 Jul 1825; Knight, 20 Jun 1826; John Green, 22 Jan 1827; Boyden, 11 Oct 1827.

STEAMBOAT COTTON PLANT

The COTTON PLANT was built in Point Clear, Alabama, in 1821. She was a small boat of 72 tons with side paddle wheels. She was apparently used mostly as a freight boat between landings and as an excursion boat. There are advertisements for these excursions to Tybee, Wilmington Island, Darien, Macon, and a regular schedule for Purysburg.

CAPTAINS: John Freeland, 24 Jan 1828; E. Taws, 28 Apr 1828; Perry. 30 Oct 1828; s. Foster, 29 Mar 1829.

CARGOES: Approximately 94 bales of Sea Island cotton, 1,297 upland cotton.

STEAMBOAT DeROSSET

The DeROSSET was one of the early iron hulled steamboats built in sections in Liverpool, England. She was assembled in Baltimore, Maryland,

and then sent to Savannah. She was 186 tons, had side paddle wheels1 and came to Savannah in 1839. She ran to Augusta in 1839 and 1840, then was sent to the Ocmulgee River to run between Savannah, Hawkinsville,and Macon. Freight frequently had to be on poleboats to get it up to Macon. She made trips to Augusta again in 1844 and to Macon in 1845. On 27 July 1846, she was sold to the U.S. Quartermaster Department. She was redocumented the LIBERTY in 1850, and was changed to a barge in 1853.

CAPTAINS: Brodie. 7 Jul 1840; Goodwin, 21 Jan 1843; Bevill, 3 Mar 1843; Powell, 1 Jan 1844; Postel, 25 Jan 1844; Burk, 10 Dec 1844; Lamar, 20 Jan 1845.

7 STEAMBOAT DUNCAN McRAE

The DUNCAN McRAE was built in 1835 at Wi lmington, N. C. She was 215 tons and had side paddle wheels. She appeared on the Savannah River in April of 1836. She ran from Charleston to Savannah to Augusta and back again except for one trip 18 March 1837, when she took a cargo of horses to Florida during the Seminole War, and one other trip to Black Creek via Darien in July 1838.

The DUNCAN McRAE exploded at Johnson's Landing 8 June 1841, with the loss of three lives.

CAPTAINS: John Freeland, 29 Apr 1836; S. Philbrick, 6 Jun 1836; W. B. Davis, 18 Nov 1837; Brown. 5 Apr 1838; Colvin, 23 Apr 1838.

CARGOES: There were 42,911 bales of cotton reported. Many cargoes not listed.

STEAMBOAT DESPATCH

The DESPATCH was built in Charleston, S. C., in 1839, and had side paddle wheels. Her tonnage is listed as 54. This must be an error as she usually pulled two towboats to Augusta against the current of the river, and would carry as many as 1,158 bales of cotton on one trip. She ran between Savannah and Augusta, with no outside trips recorded. She is listed as lost in 1844.

CAPTAINS: Hubbard, 18 Nov 1840; Brodie, 4 Oct 1842; Moody, 3 Jan 1843. CARGOES: Approximately 23,000 bales of cotton.

STEAMBOAT DAVID W. ST. JOHN

This steamboat was bui It in New River, N. C., was 199 tons, and had side paddle wheels. She was launched in 1837 and brought to Savannah for the Charleston-Savannah- Augusta run. She made one trip to Black Creek in the Seminole War in December 1838. Her cargo was seldom listed. She sank at Gray's Point in 1844.

CAPTAINS: S. Philbrick, 4 Feb 1837; Potter, 21 Dec 1837; Colvin, 10 Jan 1838; Wells, 24 Jan 1838; Williams, 14 Mar 1838; Wicks, 14 Jul 1838; Tilton, 9 Oct 1838; Pundt, 7 Dec 1838; Wm. Craig, 30 Nov 1838; Joseph W. Wood, 1 Dec 1839; Jones, 1 Dec 1842; Lester, 23 Feb 1843; J. M. Mood~ 20 Apr 1843; Hubbard, 29 Apr 1843.

8 STEAMBOAT DOLPHIN

The DOLPHIN was built in New York, N. Y., by Bishop & Simmons. She was 133 tons and had side paddle wheels. Her existence only covered 1835 and 1836. She never became a real river boat as she was leased to the U.S. Army for most of 1836, and ran to Florida more often in 1835 than to Augusta.

An interesting account of some of her activities is related by Mr. Edward A. Mueller, as follows: liThe DOLPHIN in February of 1835 linked St. Augustine and the world of the St. Johnls River to the remainder of the Southeast •..• The DOLPHIN was quite different from other steam boats visiting Florida, being a two-masted steam schooner. She made several trips on the St. Augustine, Savannah and Charleston circuit, and it is . known that she made at least one trip to Norfolk, Key West, and Havana." Some idea of the fares of the day can be ascertained from those charged by the DOLPHIN on this trip, e.g., Charleston to Havana, $40; Charleston to St. Augustine, $15; St. Augustine to Key West) $20; and St. Augustine to Havana, $30. The 18 June 1835, Jacksonville Courier had this to say: "Steam boat DOLPHIN, Captain Pennoyer, on her last trip was 11 days late reaching Charleston from Norfolk. She encountered gales and was run aground several times by unskilful pilots. They directed her aside,repeatedly, from the main channels which caused her to ground. At one place she lay aground nearly four days, at another place about three days.11

The DOLPHINIS boiler exploded 19 December 1836, at St. Johnls Bar. Fifteen persons were killed.

CAPTAINS: John Pennoyer, 24 Feb 1835; A. King, 1 Feb 1836.

STEAMBOAT DAVID L. ADAMS

Built in 1849 at Richmond, Pa., the DAVID L. ADAMS was 308 tons with side paddle wheels, and came to Savannah, Ga., after being launched, for the Savannah-Augusta run. She was mentioned as an iron steamboat. She seems to have made some trips to Charleston. She is listed as abandoned in 1855.

An article from the Marine News of 9 January 1854 states: "Captain Hubbard of the DAVID L. ADAMS drowned from the ladder by which he was de­ scending on Sunday morning between one and two olclock. Captain Hubbard has a wife and several children. A $50 reward Is offered for his body by G. H. Johnston. 11 CAPTAINS: J. P. Gould, 1850; Postell, 1851; Hubbard, 1853.

9 STEAMBOAT DEKALB

The DEKALB was built in 1843 at Charleston, S. C., was 154 tons. and had side paddle wheels. She seemed to have run in and around Charleston with occasional trips to Savannah until 1849 when she made regular trips from Charleston to Augusta. She continued these trips through 1852. She is listed as abandoned in 1861.

CAPTAINS: Wm. Curry. 1845; J. M. Moody. 1845; John Freeland, 1850; Shaw, 1851.

STEAMBOAT EDGEFIELD

The EDGEFIELD was built in Charleston, S. C., in 1824, was 227 tons. and a side wheeler. She spent her entire time on the Charleston, Savannah, Hamburg. and Augusta route. She was reported sunk at Burton's Ferry in 1835. Her eleven years' service seemed to be plagued with trouble of one kind or another. This could not have been due to carelessness on the part of her captains, as they were all experienced men who had no such trouble with other boats.

CAPTAINS: J. B. Brooks. 3 Nov 1824; John Sassard, 4 Feb 1825; Pelez Blankenship. 2 Apr 1825; Blackman. 25 Apr 1826; W. B. Davis, 7 Sep 1827; C. H. Bowman. 17 Nov 1828; King. 22 Nov 1830; Lewis. 22 Apr 1831; Boyden. 8 Jun 1831; Swymer, 5 Jul 1832; Joseph W. Wood, 30 Mar 1833.

CARGOES: Approximately 65.728 bales of cotton.

STEAMBOAT ELBERT

There is no record of the Steamboat ELBERT other than the Marine News; therefore, nothing is known of her tonnage. She did pull two tow­ boats. She was to operate in th~ upper end of the river due to her very light draft and was advertised as "able to reach the wharf at Augusta." She was built in 1836 and was on the river until 6 September 1839. No further records were found.

CAPTAINS: J. W. Wood, 12 Apr 1836; Hubbard. 11 Jan 1838.

10 STEAMBOAT Ell ZA

The ELIZA was built in 1839 in Savannah, Georgia, and was a small boat of only 47 tons. She was a side wheeler used as a little freight boat running from Savannah to Augusta, touching at various landings for small loads, especially loads of wood. She never hauled much over a hundred bales of cotton at anyone time. No reports were found for 1844 and 1845, but she was reported In 1846 and until March of 1857.

CAPTAINS: Henry, 1843; McCally, 1843; Hart, 1843; Ihly, 1846; George, 1847; Rahn, 1847; J. Green, 1848; Garnett, 1848; Dillon, 1848; Thos. Keebler, 1850.

STEAMBOAT EMELIE

The EMELIE was one of the steamboats used to bring cotton down from Augusta In April of 1865. She was on the river until September 1865. She may have been the EMELIE captured as a Confederate steamer in July of 1862, and sold to the U. S. Quartermaster Department In 1864. Doubts of this could be raised by her size as 458 tons was rather large for the river at any time. Only Captain Bender was named.

STEAMBOAT ENTERPRISE

The ENTERPRISE was the very first steamboat on the Savannah River and has been fully reported in the first part of this book. She was launched 17 January 1816, had side paddle wheels, was 152 tons, and was built In Savannah, Georgia.

The cargoes were seldom 1 isted at first other than as cotton, tobacco, and "sundrles." The number of bales of cotton is probably less than half of what was actually transported. Even so, the total Is impressive for the first boat. No records were found after 13 February 1828.

CAPTAINS: Samuel Howard, 26 Apr 1816; Thomas Talmadge, 26 Jun 1817; w. B. Davis, 24 Jan 1818; Gates, 28 Jan 1820; Fox, 18 Feb 1820· John Sassard, 4 Jun 1822; Williams, 1 Nov 1823; C. H: Bowman, 12 Nov 1824; Curry, 15 Nov 1825; Kirkpatrick, 15 Nov 1825.

CARGOES: There were 66,670 bales of cotton and various merchandise.

11 STEAMBOAT ETHEL The ETHEL was a light draft passenger and freight steamboat for use in shallow rivers. She had a stern wheel. She ran between Savannah and Augusta from the mid-eighties into early 1900.

CAPTAINS: W. T. Gibson, 1885; Carroll, 1894.

STEAMBOAT EXCEL

There is no record of where or when this EXCEL was built. She may be the 190-ton EXCEL built in New York in 1856. MAR I NE NEWS: IIFebruary 14, 1859. For Augusta. The new, fast, and 1 i ght draft steamer EXCEL will run regularly between Savannah and Augusta at all stages of the river connecting with the New York, Baltimore and Philadelphia steam ships at Savannah and the Georgia Rai 1 road at Augusta. 11

She had a regular schedule for 1859 and 1860. Her only captain was Captain Powell.

STEAMBOAT FORRESTER

The FORRESTER was built in Savannah, Georgia, in 1836, was 148 tons, and had side paddle wheels. She ran the Charleston, Savannah, Augusta route for the first nine months; then was used hauling troops and supplies for Major Hunt, U.S. Quartermaster, until late 1839. She was on the Florida and Augusta runs until she was abandoned in 1842.

MARINE NEWS: Il0ct. 31, 1836. Arrived steamboat FORRESTER, Di lIon, from Charleston to Florida. Had 61 horses aboard. 11 "May 11, 1838. Arrived Steamboat FORRESTER, Drake, Gareyls Ferry with theee companies of U. S. Troops." IIJune 17, 1839. Arrived Steamboat FORRESTER, M. H. Drake, Garey's Ferry with dragoons Company K under command of Lieutenant Darling, bound to New York." IIJune 24, 1839. Arrived Steamboat FORRESTER, Drake, Garey's Ferry with a company of dragoons. 62 men and Commander Lieutenant Saunders. bound to New York."

CAPTAINS: A. King. 18 Feb 1836; J. E. Di lIon, 16 Jul 1836; M. H. Drake, 18 Apr 1838; E. C. Wambersie, 9 Sep 1839; w. D. Wray, 2 Aug 1840; George Clark, 11 Sep 1841; H. Lightburn, 7 Oct 1841; A. Chase, 22 Feb 1842.

CARGOES: Approximately 4,013 bales of cotton, troops, and supplies.

12 STEAMBOAT FLORIDA

The FLORIDA was built in 1834 at Savannah, Georgia, was 144 tons, and had side paddle wheels. She was built for the Savannah-St. John's route, and had a very regular schedule for this, but she did make some freight runs to Augusta. In fact, the last trip recorded for her in the Marine News was a trip to Augusta dated 4 Feb 1841. Since she is not listed as lost until 1842, it is presumed she was in Florida.

MAR I NE NEWS:

"Mar. 28, 1834. For St. Augustine via Picolata touching at Darlen, St. Mary's and Jacksonville. The fine Steam Packet FLORIDA, Capt. R. A. Hill, will leave for the above places on Monday next, 31st inst., for freight or passage, having elegant accommodations, apply on board at Williamson's wharf or to William Duncan, Agent. All slave passengers must be cleared at the Custom House before 1 o'clock. N. B. Carriages will be provided to take passengers to St. Augustine a distance of 18 mil es • II

CAPTAINS: R. A. Hi 11, 28 Mar 1834; Hubbard, 23 Apr 1834; John Nock, 15 Jul 1840; James P. Dent, 24 Jul 1840; Wm. M. Lubbock, 20 Nov 1840. CARGOES: Approximately 913 bales of Sea Island cotton and 1.751 bales of upland cotton. All cotton was not listed, oranges, cow hides, tal low, and bees wax were nearly always listed.

STEAMBOAT FASHION

The FASHION was built in 1853 at Augusta, Georgia, had side paddle wheels, and was 220 tons. She is listed as abandoned in 1853, but records show her on the Savannah-Augusta run through 1855.

MARINE NEWS: "Feb. 18, 1853. The splendid new steamer FASHION, Capt. Philpot, arrived from Augusta with 500 bales of cotton, was ?ischarged, released, her way back at 1 a.m. Sunday. Such enterprise on the part of an d 0 n . h .. her a ent in this city merits and will doubtless receive t e appreciation g f .. II and patronage 0 our citizens.

CAPTAINS: D. A. Philpot, 1853; Johnson, 1855; Shaw, 1855.

13 STEAMBOAT FREE TRADE

The FREE TRADE was built in 1832 at Charleston, S. C., for the Savannah and Augusta route. She was 195 tons and had side paddle wheels. Her first notice in the Marine News was October 1832. and her last trip 28 December 1838. There were no reports of accident or trouble, as she ran regularly to Augusta from Savannah. She occasion­ ally made a trip to Darien, Hawkinsville, or Charleston.

The FREE TRADE made two trips in August 1833 and one trip in January 1834 hauling bricks from Augusta to Cockspur Island in the Savannah River, to be used in building the famous Fort Pulaski.

MARINE NEWS: "Aug. 15, 1833. Arrived Steam boat FREE TRADE, Creswell, Augusta, with bricks for Fort Pulaski." "Aug. 28, 1833. Arrived Steamboat FREE TRADE, Young, Augusta, with bricks for Fort Pulaski." IIJan. 20, 1834. Arr i ved S team boat FREE TRADE, Ho 1mes, Augusta, wi th tow boats 11 and 13 wi th br i cks for Barracks .11

CAPTAINS: John Freeland, 2 Nov 1832; Creswell, 9 Nov 1832; Young, 28 Aug 1833; Holmes, 7 Jan 1834; W. D. Wray, 7 Jul 1834; Croker, 10 Oct 1838.

CARGOES: Approximately 168,012 bales of cotton, 8,900 bushels of corn, and bricks for Fort Pulaski.

STEAMBOAT GENERAL BERRY

The GENERAL BERRY was one of the steamboats on the river immedi- ately following the end of the Civil War in 1865. She advertised staterooms for passengers, as well as being of very light draft able to go through to Augusta. She was only on the river during 1865.

STEAMBOAT GENERAL GREEN

The GENERAL GREEN, built in 1826 at Charleston, S. C., was 105 tons with side paddle wheels. She had a short and uneventful life which was spent entirely on the Savannah, Charleston, and Augusta run. Only once was the cargo mentioned. She was abandoned in 1827. Captain Artrope was the only captain.

14 STEAMBOAT GEORGE WAS HI NGTON

The GEORGE WASHINGTON was a small "steam packet" of 86 tons, with side paddle wheels, built in 1827 at Charleston, S. C. She was intended as a packet boat between Savannah and Augusta, which she was until May of 1829 when she became the first steamboat to be recorded as going on from Darien to the St. John's River In Florida. She seemed to have alternated between the Florida trips and trips to Augusta. The last trip on 15 December 1836, was to Augusta.

MAR I NE NEWS: "Jan. 13, 1827. The steam packet GEORGE WASHINGTON, Capt. Dubois, wi 11 leave Bolton's Wharf on Thursday morning next for Bonaventure and will return in the evening. She will continue to run during the Races for the above place." "May 4, 1829. The Steam boat GEORGE WASHINGTON, Curry, left for Darien, St. Mary's and St. John's." "May 31, 1829. Arrived the Steam boat GEORGE WASHINGTON, Curry, from Jacksonville on the St. John's."

CAPTAINS: Walter Dubois. 1 Jan 1827; James Curry. 27 Oct 1827; J. Bracken. 1 Jan 1829; Norris. 3 Mar 1829; Lewis,27 Jun 1829; Wm. Craig. 22 Mar 1830; Wiltburger. 23 Apr 1831; A. King. 9 Dec 1831; Josiah Poinsett. 13 Sep 1832; J. Smith, 12 Oct 1833; John Freeland, 21 Feb 1834; E. F. Nock, 25 Nov 1835. CARGOES: Approximately 11,494 bales of cotton and one cargo of oranges.

STEAMBOAT GEORGIA (I) The GEORGIA (I) was built in Charleston, S.C., in 1817 quickly following the ENTERPRISE on the Savannah River. She was 138 tons and had side paddle wheels. The GEORGIA and her Captain Thomas Talmadge seemed to have the honor of bringing in the new boats, the OCMULGEE and the SAMUEL HOWARD, from Charleston, She was the third steamboat on the river; the second was the CAROLINA. She was one of the first boats to try going to Darien, and to probe the Altamaha and Oconee Rivers. The GEORGIA transported tremendous loads of cotton. trip after trip. from 1818 through June 1832. She did not leave the Savannah River after 1819.

CAPTAINS: Thomas Talmadge, 30 Jul 1818; Walter Dubois, 29 Feb 1819; C. H. Bowman, 11 Sep 1819; W. B. Davis, 30 Mar 1820; Gates. 8 Jun 1820; Page, 4 Nov 1820; W. D. Wray, 17 Apr 1823; Blackman, 24 Apr 1827; Norris, 26 Jul 1827; Swymer, 19 Dec 1827; Boyden, 10 Jun 1828.

CARGOES: Approximately 206,075 bales of cotton.

15 STEAMBOAT GEORGIA (II)

This GEORGIA was built in Savannah, Georgia, in 1834, had side paddle wheels and was 173 tons, a little larger than the first GEORGIA. She ran to and from Augusta until 1836 when the GEORGIA and the SOUTH CAROLINA ran between Charleston and Norfolk. In 1837, the GEORGIA was back on the Savannah River until 1842.

MAR I NE NEWS: "Dec. 29, 1836. Advertisement. Passage to Norfolk (Va.) and Charleston (S.C.) Winter Arrangement. The Atlantic Steam Packet Co., de­ sirous to accommodate travelers, have determined to run their boats through the winter, between Norfolk and Charleston, S. C. II The boats mentioned above were the SOUTH CAROLINA, Captain Coffey, and the GEORGIA, Captain Ro 11 ins.

I~ug. 29, 1837. Norfolk and Charleston Steam Packet Fare Reduced. Passage through to Baltimore $28.00 and Philadelphia $30.00, to Norfolk $25.00----Time of passage 40 to 50 hours, and scarcely ever out of sight of 1and .11

CAPTAINS: Thomas Lyons, 29 Jul 1834; Pundt, 4 Jan 1836; Norris, 1 Apr 1836; Wm. Craig, 14 Jan 1837; Holmes, 26 Jan 1836; John Nock, 5 Feb 1836; Rollins, 6 Dec 1836; Gould, 11 May 1837; Whitfield, 12 Oct 1837; W. D. Wray, 2 Nov 1837; John Freeland, 9 Jan 1836.

CARGOES: Approximately 76,020 bales of cotton. No amount recorded in 1840 or 1841.

STEAMBOAT GOVERNOR TAYLOR 1829-1834 DARIEN 1834-1837 The GOVERNOR TAYLOR was 131 tons, with side paddle wheels, and was built in Charleston, S. C., in 1829. She ran to Augusta from 1829 until November 1834, when she was renamed the DARIEN. As the DARIEN she was apparently on regular runs between Savannah, Darien, and Macon. The last report is dated 15 Jan 1838.

CAPTAINS: Whilden, 15 Jul 1829; A. King, 19 Dec 1829; C. H. Bowman, 21 Apr 1830; Lamar, 1 Dec 1830; John Freeland, 6 Mar 1832; Holmes, 4 Dec 1832; W. D. Wray. 11 Dec 1832; Mills, 22 Jan 1833; Nugent, 1 Jan 1834; Josiah Poinsett, 9 Apr 1834; Randolph, 20 Feb 1835; Hubbard, 28 May 1835; F. Burden, 5 Dec 1836; GOOdwin, 24 Jan 1837; Philbrick, 13 Mar 1837.

CARGOES: Approximately 68,240 bales of cotton.

16 STEAMBOAT HAMBURG (I)

The HAMBURG (I) was built in Charleston, S. C., in 1823. was 285 tons, and had side paddle wheels. She was evidently built for the Charleston-Savannah-Hamburg route, but must have been used for excursions the first few months, as the Marine News carried the following:

"May 15, 1823. The HAMBURG wi 11 run to Tybee on Sundays, Mondays, Wednesdays, and Fridays and to Purysburg and Abercorn on Tuesdays, Thursdays and Saturdays."

The HAMBURG sunk on 14 May 1826, and an article in the Marine News related: "May 31, 1826. Steam boat HAMBURG, Blackman, sunk up the river on the 14th inst., was afloat day before yesterday,the water having been pumped out and the leak stopped and would proceed from Charleston this day. The cargo in a damaged condition has all been landed and was waiting for lighters from Augusta to carry it Up.1I The last report for the HAMBURG was in June 1829, and she is reported as abandoned in 1830.

CAPTAINS: Harvey, 4 Apr 1823; John Sassard, 28 May 1823; H. W. Lubbock, 14 Oct 1823; Blackman, 10 May 1824; Boyden, 15 Oct 1826.

CARGOES: Approximately 18,755 bales of cotton, but the cotton was not often listed.

STEAMBOAT HAMBURG (I I)

This HAMBURG was built in Savannah, Georgia, in 1838, was 216 tons, and had side paddle wheels. She was built for the freight trade between Savannah and Augusta. She had a regular schedule reported in the Marine News. Many of the reports were illegible as far as the amounts of cotton could be read, so the total was actually much greater than the total re- ported indicates.

CAPTAINS: John Wood, 25 Oct 1838; Hubbard, 8 Dec 1840; Gould, 16 Dec 1840; Croker, 5 Feb 1841; Creswell, 6 Jan 1842; Mills, 20 Nov 1843; Philpot, 9 Jan 1846.

CARGOES: Approximately 52,781 bales of cotton, 2,975 bushels of corn.

17 STEAMBOAT HANCOCK

The HANCOCK built in Freedom, Pa., in 1849, had side paddle wheels, and was 152 tons. She ran between Savannah and Augusta from 1849 until September 1852. In September 1853 she went to Florida and was there until abandoned in 1855.

MAR I NE NEWS:

"Jan. 9, 1851. The steamer HANCOCK, Captain Murray, arrived on Tuesday evening from Augusta making the trip in 16 hours running time. She brought about 40 passengers some 25 of whom are ministers of the Methodist Church, who visit our city, to attend the Conference now in session."

CAPTAINS: Murray, 1850; Philpot, 1851; Fraser, 1852.

STEAMBOAT HELEN

The HELEN seemed to be a U. S. Mail boat during August, September, and October of 1865. She also carried freight and passengers. James A. Riley was Master.

STEAMBOAT HENRY L. COOK

The HENRY L. COOK was built in 1842 at Macon, Georgia, had side paddle wheels,and was 123 tons. She ran between Savannah and Macon from 1842 until June 1846. She was on the Augusta run until June 1854, when she went back to the Macon run. The HENRY L. COOK was snagged about 50 miles above Macon on 31 March 1855, and was a total loss. The 31 March 1855 report was the last.

CAPTAINS: Quinn, 1842; Ihly, 1847; Delegal, 1847; Philpot, 1848; Shaw, 1849; Peck, 1850; Arden, 1850; Murray, 1851; Frasier, 1851; G. S. Frierson, 1854; Rittenburg, 1855.

STEAMBOAT HENRY SCHULTZ

The HENRY SCHULTZ was a side paddle wheeler of 208 tons, built in 1824 at Philadelphia, Pa. She ran between Charleston and Augusta between 1824 and 1825. She exploded near the Augusta bridge on 22 April 1825, and her wreck was advertised for sale on 5 May 1825. Her only Captain was W. H. Lubbock.

CARGOES: Reports show 715 bales of cotton to Savannah and 2,850 bales of cotton to Charleston.

18 STEAMBOAT H. M. COOL

The H. M. COOL was built in 1861 at Belleville, N. J., was 103 tons and had side paddle wheels. She was evidently one of the steam boats brought in, in 1865 to remove the cotton at Augusta at the end of the Civil War. She was reported only once or twice. Her captain was Captain Taylor while in the Savannah River. She was reported as abandoned in 1874.

STEAMBOAT IVANHOE

The IVANHOE was built in 1839 at Savannah, Ga., was 127 tons, and had side paddle wheels. She spent her first year going from Savannah to Florida. From 1840 to 1848 she ran regularly to Augusta, then to Florida again until late in 1852. She came back to the Augusta run and the last report of her is dated 15 Jan 1853.

CAPTAINS: Gale, 9 Mar 1839; Scudder, 17 Jan 1842; J. F. Jarman, 26 Oct 1844; Stevens, 18 Nov 1845; T. E. Shaw, 1 Jan 1849; McNelty, 2 Oct 1849. STEAMBOAT JEFF DAV IS

The JEFF DAVIS was on the Savannah River during May and June of 1865 under the command of Captain Henry. She is listAd as hauling "Government Cotton" several times, as well as miscellaneous supplies.

STEAMBOAT JOHN A. MOORE

The JOHN A. MOORE was built in 1859 at Augusta, Ga., with side paddle wheels and was 229 tons. She was put on the Savannah-Augusta run and was reported regularly through October 1860. She went Confederate in 1861, and there are no further records of her. STEAMBOAT JOHN DAV I D MONG I N

The JOHN DAVID MONGIN was built in 1828 at New York, N. Y. She was 169 tons and had side paddle wheels. She was on the Charleston­ Savannah-Augusta route her entire existence .. She carried passengers and cargo, but very little of the cargo was ever listed, and never over 500 bales of cotton. She is reported to have exploded at the Augusta docks in 1836. Walter Dubois, 1 Dec 1828; A. Chase, 18 Sep 1~30; James Curry, CAPTAINS: 11 Apr 1831; John Freeland, 21 Jan 1833; A. King, 11 Feb 1834.

CARGOES: Approximately 17,262 bales of cotton.

19 STEAMBOAT JOHN G. LAWTON

The JOHN G. LAWTON built in 1857 at Savannah, Ga.,was 110 tons with side paddle wheels. She was built for fast passenger and freIght service between the numerous landings on the river. On 10 June 1859, the JOHN G. LAWTON had a boiler explosion that killed or wounded all on board but the mate of the boat and two deckhands. The steamboat EXCEL was near by and brought the wounded to Savannah. The explosion took place about twenty mi 1es up the river, just beyond the Gum Stump Landing. Captain Thomas Keebler was among those killed.

The JOHN G. LAWTON was put back in service under Captain J. H. Morgan and ran as before until she went Confederate in 1861.

CAPTAINS: Thomas Keebler, 11 Jul 1857; J. H. Morgan, July 1859; John W. Wilson, 22 Oct 1860.

STEAMBOAT JOHN STONEY

The JOHN STONEY was built in 1830 at New York, N. Y., 155 tons and side paddle wheels. She was put on the Savannah-Augusta run primarily as a passenger boat, and carried many passengers from Savannah to the races in Augusta. She was put into service on the Florida run in January 1836 transporting troops during the Seminole War. She never returned to the Savannah River, and is listed as abandoned in 1840.

CAPTAINS: John Green, 8 Jan 1830; J. Pennoyer, 21 Nov 1831; John Freeland, 11 May 1833; A. Chase, 13 Feb 1834; Wm. Curry. 20 Nov 1835; Floyd, 21 Nov 1836; Coffee, 7 Jan 1837; W. Gale, 26 Sep 1837; W. C. Mendal1, 1 Nov 1837. CARGOES: Approximately 18,273 bales of cotton.

STEAMBOAT KAT IE

The KATIE was built in Wilmington, Delaware, in 1870 and brought to Savannah for the Savannah-Augusta run. She spent her entire time on the Savannah River making regular schedules. The yellow fever epidemic in Savannah in 1876 hurt the river trade a great deal for that year. An explosion ended her career in 1895.

CAPTAINS: W. T. Gibson, 4 Aug 1870; A. C. Cabiness, 23 Aug 1876; J. S. Bevill, 1 Jan 1884.

CARGOES: Not always listed. There was a total for the year 1874: 11,651 bales cotton, 188,000 staves, 468,000 shingles, 514 barrels rosin.

20 STEAMBOAT LAMAR

The LAMAR was bui It in Savannah, Ga., in 1838. She was 196 tons and had side paddle wheels. She was built in sections at Liverpool, England, to become the running mate of the JOHN RANDOLPH and the second of the Iron-hulled steamboats. An American engine was built for her by Watchman & Bratt of Baltimore, Maryland.

The LAMAR spent her entire time on the Savannah River running as regular as clockwork, week in, week out, year in, year out, from 1838 unti 1 1855. She must have been a real moneymaker for her owners. and certainly was one of the "good" boats. She carried great loads of cotton without accident or trouble. On 27 November 1844, she was listed as hauling 1.614 bales.

The LAMAR is listed as abandoned in 1855, but she appeared again in 1861 to become a blockade runner for the Confederacy. She was re­ named the HERALD. was captured, escaped, and was recaptured the next month.

CAPTAINS: Creswell, 1838; Lyon, 1839; Bugg, 1840; Croker, 1840; Gould, 1840 ; Powell, 1841; Ph i 1pot, 1845; Dillon, 1848; Crorrwe 11 , 1848; Johnston, 1853; Fraser, 1855; Barrett, 1855.

CARGOES: Approximately 128,126 bales of cotton. The cargo was listed only through 1846, with half of the papers for 1840 missing.

STEAMBOAT LIBERTY

The LIBERTY, built in 1832 at Charleston, S. C., had side paddle h els and was 133 tons. She ran from 1832 through 1841 from Charleston ~oeSav~nnah and Augusta. The cargo was seldom listed.

MAR I NE NEWS: "June 30, 1832. Charleston. A new and elegant steam boat, the LIBERTY, built on approved model and calculated for the lowest. state of river navigation ,~as launched on Tuesday afternoon from the shipyard of Paul Pritchard & Company. II

King.1 3 ; Lewis, 1834; Wells, 1837; Phi lbrick, 1837; Barnard, CAPTAINS: 8 2 1837; Sassard, 1837.

21 STEAMBOAT MACON

The MACON was built by Mr. Paul Pritchard in Charleston, S. C., in 1826, with side paddle wheels. and was 152 tons. She was built for the Charleston-Savannah-Augusta route, and was first reported in the Marine News on 8 March 1826. She stayed on this route the entire time until she exploded at Charleston on 18 February 1835. Four lives were lost.

CAPTAINS: H. W. Lubbock, 8 Mar 1826; John Sassard, 10 Mar 1828; J. Bracken, 3 Jan 1829; McGregor, 18 Feb 1829; Graham, 4 Dec 18290

CARGOES: Approximately 17.094 bales of cotton. Most reports read "Cotton and Passengers. 11

STEAMBOAT MAID OF ORLEANS

The MAID OF ORLEANS was built in 1818 at Philadelphia, Pa., had side paddle wheels, and was 193 tons o She was first listed in the Marine News on 14 January 1822 0 She ran between Charleston, Savannah, Augusta, and Hamburg. The amount of cotton was only reported twice, although it was frequently listed as "a full freight of cotton." The last report was on 21 May 18250 Captain Smith was the only one listed.

STEAMBOAT MANASSAS

No record for the MANASSAS as to where or when she was built or her tonnage. She seemed to have been on the river only in 1862, under the command of Captain Daniels.

STEAMBOAT MARION

The MARION was a small boat of only 24 tons, built in Charleston. S. C., in 1826. She ran from Savannah to Purysburg, taking U. S. Mail and passengers o There are very few reports by the Marine News. possibly due to the fact she was on a daily schedule o She was sold 6 May 1828.

CAPTAINS: Lubbock, 17 Apr 1826; Darl ing. 12 Jan 1828; MeAl 1 ister, 3 May 1828.

22 STEAMBOAT MARY FISCHER

The MARY FISCHER is reported on the Savannah River from 3 January 1833 through 1885. She seemed to run mostly between Savannah and Cohenls Bluff. She substituted at times for the Steamboat ETHEL. Captain W. T. Gibson is the only one mentioned for her.

STEAMBOAT NORTH CAROLINA 1819-1829 ANDREW JACKSON 1829-1831

The NORTH CAROLINA was a paddle wheel of 115 tons, built at Fayette­ ville, N. C., In 1819. Her first home port was Georgetown, S. C. She came to the Savannah River on 14 January 1828. She was tried on the Char1eston­ Savannah-Macon run in 1829, but due to the frequency of shallow water, she did not make many trips on this schedule. In 1829, she was rebuilt to 139 tons at Charleston, and her name changed to ANDREW JACKSON. She exploded at Savannah in 1831.

MAR I NE NEWS:

"July 28, 1854. A dredging machine yesterday brought up from the bottom of the Savannah River, a piece of boiler recognized as being part of the steamboat ANDREW JACKSON which exploded in this city in 1831."

CAPTAINS: J. P. Brooks, 24 Dec 1827: Salter, 16 Oct 1828; A. C. King, 21 Mar 1829; Boyden, 25 Sep 1830.

CARGOES: Approximately 10,481 bales of cotton.

STEAMBOAT OCKMULGEE

The OCKMULGEE was built at Charleston, S. C., in 1818, with side paddle wheels, and was 161 tons. She was towed to the Savannah River on 21 November 1818 by the Steamboat GEORGIA under Captain Thomas Talmadge. She was abandoned in 1823.

1819 · Bacon, 31 Jan 1820·, Gates, 14 Mar 1820; CAPTAINS: Woodwort,h 12 May , Howard 6 Jun 1820; John Sassard, 20 Jun 1822. /

·mately 11,890 bales of cotton recorded, but only a small pproxi . I ". CARGOES: A t of the total amount. Other artlc es were very Interesting. amoun· t for March of 18 20 rea: d II cotton, to b acco, f eat hers, so d a A 1 lSI""lnes bacon etc. 11 Feathers were Iste d severa I"times. water mach , '

23 STEAMBOAT OGLETHORPE

The OGLETHORPE was built in Savannah, Ga., in 1835, was 193 tons, and had side paddle wheels. She was sister ship to the ELBERT, and was planned to be used in the lower part of the river while the ELBERT would work the upper part. She was reported going all the way to Augusta, so perhaps this plan did not work out. She was on the river through 1839, but there were no reports of her in 1840. In March of 1841 she was reported arriving from St. Mary's. Florida. This was the last report found, so it is presumed that she went to Florida in 1840 and was 1 isted as abandoned in 1848.

CAPTAINS: Lewis, 20 Oct 1835; Kirkpatrick, 14 Nov 1836; J. W. Wood, 27 J u 1 1837; Powe 1 1, 14 Feb 1838; W. D. Wray, 21 Feb 1838 ; J. E. Di lIon, 20 Oct 1838; Hubbard, 20 Dec 1838; Wi lliams, 24 Jan 1839.

CARGOES: Approximately 64,421 bales of cotton, 3,000 bushels of corn.

STEAMBOAT OAK

The OAK was built in Hawkinsvi lIe in 1856, had side paddle wheelsJ and was 151 tons. Although built in 1856 she must have been on the Savannah-Hawkinsvi lIe route until after the Civi 1 War. She was 1 isted 15 September 1865, as leaving for Augusta. She burned in Savannah on 28 May 1866, with the loss of nine 1 ives. George S. Marshall was the only captain mentioned.

STEAMBOAT OREGON

The OREGON, bui It at Phi ladelphia, Pa., in 1849, had side paddle wheels and was 98 tons, a steam packet. She ran between Savannah and Augusta, the last report on 11 June 1854.

CAPTAINS: Thomas Philpot, 1849; Shaw, 1850; Moody, 1851; Marcus Peck, 1851; Cromwell, 1853; Frasier, 1854.

STEAMBOAT PENDLETON

The PENDLETON was built at Charleston, S. C., in 1824. was 250 tons, and had side paddle wheels. She was built for the Savannah­ Augusta-Charleston route, and was there until 1830 when she went to Darien. She was lost in 1832. CAPTAINS: J. Bracken, 6 Apr 1824; H. W. Lubbock, 2 Jun 1825; John Sassard, 7 Nov 1826; S. W. Hunter, 23 Feb 1828; C. H. Bowman, 17 Nov 1828; w. B. Davis, 20 Feb 1830.

CARGOES: Approximately 37.913 bales of cotton. Most reports "full cargo." 24 STEAMBOAT PLANTER

The PLANTER was built by J. S. Brown of Baltimore, was 174 tons and had side paddle wheels. She was built for parties in Savannah Georgia, and designed to run on the Savannah River. She seemed to be ' one of the "hard 1uck" boats from accounts in the Marine News.

MAR I NE NEWS: "Mar. 5. 1852. The Steamer PLANTER, repairs completed, will resume her regular trips." IIJan. 6, 1853. The Steamer PLANTER, repairs completed, will resume her regular trips." "Nov. 4, 1853. The Steamer PLANTER, which got ashore during the late gale near the mouth of Turtle River, succeeded in getting off and arrived in this city yesterday."

She is recorded on the same run through 1855. She is listed as abandoned in 1860. but must have gone Confederate, as the Marine News shows her leaving for St. Catherine's Sound from Savannah on 2 May 1865, and leaving for Sister's Ferry and Augusta on 8 May 1865. On 11 May 1865, she arrived in Savannah, from Augusta, bringing down one hundred and thirty­ five Confederate officers and men paroled from Johnston's and Lee's armies. She also brought very welcome copies of the Augusta Chronicle and Sentinel newspapers.

CAPTAINS: Taylor, 1851; McNelty, 1854; Small, 1865.

STEAMBOAT RICHMOND

The RICHMOND was bui It in Baltimore, Md., in 1836, was 226 tons) and had side paddle wheels. The Marine News of 16 April 1836, stated: '~he steamboat RICHMOND arrived here yesterday from Albany at 6 o'clock in the morning---19 hours from Albany. The river was open as far as A1bany.11 This is the.2D.l..l reference seen of ~ boat going to Albany.

The RICHMOND ran between Savannah and Augusta in 1836 and 1837, with one trip to take military stores to Florida. ,There were two trips ade in 1838. Some trips were made to Charleston In 1839. The RICHMOND ~an between Charleston, Savannah and Darien in 1840, and then started going to Florida regularly. There ~ere no. reports in th~ Savannah papers a:ter 1844. She probably remained In Florida, and was listed as abandoned In 1853. Fraser, 4 Apr 1836; S. F. Foster, 26 Apr 1836; W. H. Jones, CAPTAINS: 7 Feb 1838; Croker, 29 Jan 1838; Wood. 3 Dec 1839; Bills, 7 Jul 1840; P. Blankenship, 13 Jan 1844; Brooks, 19 Jan 1844.

25 STEAMBOAT ROSA

The ROSA was built at Wilmington, Delaware, in 1870, and had a stern paddle wheel. She was put on the Savannah River in November 1870 and remained on the Savannah and Augusta route until late in 1878 when she made some trips to Florida. By 1879. she was going regularly to Florida and finally remained there.

CAPTAINS: T. N. Philpot, 11 Nov 1870; w. F. Barry, 8 Jul 1875; P. H. Ward, 10 Oct 1876; Daniels, 5 Sep 1876; T. White, 11 Oct 1877; Joseph Smith,9 Oct 1878.

STEAMBOAT SAMUEL HOWARD

The SAMUEL HOWARD was built in 1819 at Charleston, S. C., had side paddle wheels, and was 195 tons. Actually the hull of the SAMUEL HOWARD was built in Charleston, towed to Savannah by the GEORGIA, under Captain Talmadge, and completed in Savannah.

The SAMUEL HOWARD was one of the early boats used in trying the possibility of putting steamboats on the Altamaha and the Oconee Rivers. She was considered to be the fastest of the early boats, having made the trip to Augusta, against the rapid current, in two days and seven hours.

The last trip recorded for the SAMUEL HOWARD was 7 December 1829. She was abandoned in 1830. From articles found in the Marine News she was evidently regarded as one of the outstanding boats of her time.

CAPTAINS: Thomas Talmadge, 4 Jan 1819; W. B. Davis, 4 Apr 1819; Degroves. 30 Apr 1819; Gates. 10 Jun 1820; W. Dubois, 19 Jun 1821; Harvey. 4 Apr 1823; Hartford, 2 Feb 1824; H. W. Lubbock, 7 Jan 1825; Blackman, 20 May 1825; C. H. Bowman, 19 Jun 1826; Swymer, 23 Sep 1826; Norris, 8 Sep 1827; Lewis, 15 Sep 1829; w. D. Wray. 20 Nov 1829.

CARGOES: Approximately 133,839 bales of cotton, feathers reported quite often.

26 STEAMBOAT SAVANNAH

The SAVANNAH, bui It in 1828 at Savannah, Ga., was 152 tons with side paddle wheels. She was one of the "good boats" on the Savannah River, where she spent her entire time. No accidents such as snagging or running up on a sandbar were ever reported. The SAVANNAH was not a large boat, but she always transported very large amounts of cotton. As far as was found, she carried the largest number of bales at one trip ever 1 isted (1,829) on 4 March 1833. The last report found for the SAVANNAH was 16 June 1834.

CAPTAINS: Wm. Craig, 8 Aug 1828; Lewis, 2 Feb 1829; Swymer, 2 Jun 1829; Thomas Lyon, 16 Jan 1832.

CARGOES: Approximately 100,088 bales of cotton, 1,670 bushels of corn.

STEAMBOAT SOUTH CAROLINA (I)

The SOUTH CAROLINA (I) was built at Charleston, S. C., in 1817, was 170 tons, and had side paddle wheels. This boat is reported as the CAROLINA more often than not. Since there were three boats of the same name on the river between 1819 and 1831, and they were referred to some­ times as the CAROLINA and again as the SOUTH CAROLINA, it has taken care­ ful study of the cargoes, the captains in command, their schedules, and the dates reported, to separate the history of each boat.

This SOUTH CAROLINA is the first steamboat to fol low the ENTERPRISE on the Savannah River. Her first trip recorded was on 13 March 1818 and her last trip on 17 December 1831. No record was found of any outside trips or of any accidents. She is listed as having been foreign sold in 1831.

CAPTAINS: Thomas Talmadge, 13 Mar 1818; W. B. Davis, 15 Aug 1818; DeGrove, 22 Feb 1820; C. H. Bowman, 13 Mar 1820; W. D. Wray, 11 Apr 1820; Gates, 8 Jun 1820; Page, 29 Mar 1822; J. Bracken, 19 Jul 1831.

CARGOES: Approximately 138,260 bales of cotton.

STEAMBOAT SOUTH CAROLINA (I I)

This SOUTH CAROLINA was built in Charleston also, was 125 tons. and was a side-paddle wheeler. She was built in 1819, and was first on the Savannah River 5 April 1820. The last report was 18 April 1827. She was listed abandoned in 1830. Towers, 17 Apr 1820; Williams, 2 May 1824; Hunter, 1 Mar 1826; CAPTAINS: Murphy; 19 Jun 1826; Sassard, 9 Sep 1826; Darling, 9 Jan 1827.

27 STEAMBOAT SOUTH CAROLINA (II J)

This SOUTH CAROLINA was a very small steamboat built in 1822 in New York, N. Y, She was only 45 tons, with side paddle wheels. Intended as a packet boat between Savannah and Tybee, she was used mostly as a passen­ ger boat from Savannah to Puryburg to make connections with stagecoaches going into the interior of the countryside. The last trip was recorded as 3 November 1825. Captain McGilvary was the only one mentIoned.

STEAMBOAT STANDISH

The STANDISH wa5 built in Buffalo, N. Y., in 1862. She had a screw pro­ peller and was 109 tons. She was sold to the U,S, Quartermaster Department on 15 October 1864. She was probably sent south soon after her purchase as she was listed in the Marine News of 16 May 1865. She seems to have been on active duty to Augusta until she burned at the Savannah docks on 24 May 1866. No captains listed.

STEAMBOAT SUPERIOR

The SUPERIOR was built in 1836 at Savannah, Ga" was 156 tons. and a side-paddle wheeler. The SUPERIOR evidently ran from Savannah to Darien unti I 1841 when she began going to Augusta. She ran the Augusta route unti 1 February 1843. The last report is from Macon. No cargoes reported.

CAPTA INS: Wi 1cox, 1836; De 1and, 1841; J. W. Woods, 1841; W. H. Jones, 1842; Ryall,1842.

STEAMBOAT SWAN (I)

The SWAN (I) was a tiny side wheeler of 38 tons, bui It at Savannah, Ga., in 1837, and called a packet boat. She was first used between Savannah and Charleston, but soon went on the Savannah River as a passenger boat between the various landings. She ran through 1840. Her commander was Captain Caruthers

STEAMBOAT SWAN (II) This SWAN, built in 1856 in Wilmington, Delaware, was 170 tons, and a stern wheeler. She was brought to Savannah by Captain A. C. Cabiness from Wilmington, and was called lithe new iron steam packet. 11 She was the last steamboat to go up the river in 1864. at least part way, when Captain Garnett beached and burnt her to prevent capture. She was back on the river under Captain Garnett late in 1865. She ran unti 1 1873, went to Florida, and was abandoned in 1880.

28 STEAMBOAT TAllMICO

The TAllMICO was built in Augusta in 1855, no tonnage was mentioned. The Augusta Constitutionalist reported on 15 September 1855, as follows:

liThe TALIMICO, the new steamer, built in Augusta for the Savannah River trade, arrived here last night. She belongs to the 'Fashion line' of which Mr. M. A. Cohen is the agent. She is pro­ pelled by a stern wheel. She made a good run on her first trip." The TALIMICO ran regularly between Savannah and Augusta through June 1860. No report was available after this.

CAPTAINS: T. N. Philpot, 1855; Powell, 1858; Jones, 1859; Moody, 1859.

STEAMBOAT TENNESSEE The TENNESSEE was built in 1848 at Savannah, Ga., had side paddle wheels,and was 185 tons. She was bui It for the Steam Boat Company of Georgia, and put on the Savannah-Augusta route. She ran regularly until she was advertised for sale in 1852.

CAPTAINS: Rahn, 1849; Hubbard, 1849; Postell, 1850; Cromwell, 1850; Skinner, 1852.

STEAMBOAT THOMAS S. METCALF

The THOMAS S. METCALF, bui It in 1847 at Charleston, S. C., had side paddle wheels and was 180 tons. She was built for the Steam Boat Company of Georgia to go on the Savannah-Augusta route. She ran a regular schedule from February 1847 through 12 March 1854. No cargoes were reported. CAPTAINS: Gould, 1847; Powell, 1848, Holmes, 1848; Postell, 1849; Royall, 1849; Pardue, 1851; Rahn, 1851; Hubbard, 1851; Cromwell, 1852; Philpot, 1852.

STEAMBOAT THORN

The THORN was built in 1838 at Norwich, Conn., was 141 tons, and had Id paddle wheels. A report dated 1 February 1839 stated: liThe new :pl:ndid Steam Boat THORN, Meech, master, will leave th~ lower Rice Mill riday the 8th inst., at 3 o'clock p.m. touching at Purysburg, wh ar f on.F ,., f d Parachucla, Matthew·s Bluff, and Stone s Landing. Fohr pOint 0 ~peeo dations she Is superior to any boat on t ese waters. n an d accomm,O • b d d' 1853 16 April, she departed for St. Mary s. She was a an one In •

29 STEAMBOAT GOVERNOR TROOP

The GOVERNOR TROUP was built In 1859 at Savannah, Ga., had side paddle wheels, and was 154 tons. She was on the Savannah River at the beginning of the Civil War. She was not mentioned during the war years, but was listed as leaving for Augusta on 26 May 1865. She burned below Augusta on 29 May 1865 with a loss of forty lives. She was under the command of a Lieutenant Hatfield at the time, probably with the U~ S. Government troops in Savannah.

STEAMBOAT TUGALO

The TUGALO was built at Savannah, Ga., in 1832, had side paddle wheels,and was 226 tons. She was on the Savannah-Augusta route from 16 February 1832, through 1836. There were no reports of accidents or tie-ups of any kind.

CAPTAINS: W. D. Wray, 16 Feb 1832; A. Chase, 13 Feb 1834; Norris, 5 Aug 1834; Hubbard, 24 Mar 1836; Randolph, 4 Apr 1836.

CARGOES: Approximately 77,233 bales of cotton.

STEAMBOAT TYBEE

The TYBEE seems to have been running almost dai ly between Savannah and Purysburg during the year 1844. She was a small boat as she was always 1 isted as a packet. Captain Simpson was in command.

STEAMBOAT W. H. STARK The W. H. STARK appeared on the river in November 1857. She ran between Savannah and Augusta regularly from the preceding date until 7 June 1862. Captain Creswell was in command on that trip. No record was found of her tonnage, her origin, or what became of her during or af te r the CI v 11 Wa r .

STEAMBOAT WILLIAM GASTON

The WILLIAM GASTON was built in 1827 at Charleston, S. C., was 104 tons,and had side paddle wheels. She ran regularly between Savannah and Augusta until August 1832. She was listed as foreign sold in 1828. but that had to be an error, as the Marine News shows her on the Savannah.

CAPTAINS: C. H. Bowman. 7 Feb 1828; w. Dubois, 4 Apr 1828; J. Sassard, 9 Oct 1828; H. Freeland, 9 Dec 1830; Creswell, 3 Apr 1832.

30 STEAMBOAT WILLIAM LOUNDES

The WILLIAM LOUNDES was built in 1823 at Charleston, S.C., was 220 tonsjand had side paddle wheels. Her first report is 5 November 1823. Her second report showed her on a sandbar near Stoney Bluff on 23 .November 1823, 'with no hope of getting off unti 1 a swell in the river." The third report late in 1823 reports her as burned at Flour Gap. Captain Davis was reported in command.

STEAMBOAT WILLIAM SEABROOK

The WILLIAM SEABROOK, bui It in 1831 at New York, N. Y., had side paddle wheels, and was 227 tons. She ran the Charleston-Savannah­ Augusta route from 1833 through 1835. She then ran from Charleston to Savannah until 1843. After this she was running from Savannah to Palatka, Florida. She went into the Confederacy in 1861. Her final fate is not recorded.

STEAMBOAT W. T. WHEELESS

The W. T. WHEELESS. built in 1880, was a stern wheeler of around 300 tons. She was built for the Savannah-Augusta route, but only lasted for a few months. before burning at the dock in Savannah, with a full cargo. She was noted for her steam calliope whistle, which she blew for each landing. This whistle was later on the ETHEL. Captain W. T. Gibson was her commander.

31