Dick grey book rainy river steamboats


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Potter in center, with smaller sidewheel steamer North Pacific on left, at Seattle, Washington, After that, she was transferred to Puget Sound to compete with another famous steamboat, the Bailey Gatzertwhich was owned by the Seattle Steam Navigation and Transportation Company. The Bailey was a stern-wheeler, and did better in the Sound than the sidewheeler Potter, which rolled from side to side in swells, raising first one paddle wheel then the other out of the water. Even so, the T. Potter was one of the fastest steamboats on Puget Sound, and is reported in to have bested the famous sternwheeler Bailey Gatzert in a race.

The Potter was also reported to have set a record time of 82 minutes on the run from Seattle to Tacoma. Potter foamed up from Vancouver Island with a Canadian fire engine, the chief of the Victoria fire department, and 22 firemen. Fire was licking the docks so Dick grey book rainy river steamboats Victoria fire company went to work where it landed. She was placed on the Portland-Astoria run, where she competed with steamboats owned by the Shaver Transportation Company. The Potter's owners, Oregon Railway and Navigation Companystruck an anti-competitive deal with Shaver Transportationwhereby the Shaver boats, including the Sarah Dixonwould stay off the Portland-Astoria route in return for a monthly subsidy from Oregon Railway and Navigation Company.

Potter following reconstruction in In the Potter was rebuilt, increasing her length by only a few feet but greatly increasing her weight. Her gross tonnage rose from to tons, and her net tonnage from to Her wheelhouse was rebuilt, and instead of a flat roof, she had a dome with a flagpole. This was unique among Columbia River steamboats. Following the rebuild, the Potter's owners put her on the run from Portland to Ilwaco, Washington for connection with the narrow-gauge Ilwaco Railway and Navigation Companyserving primarily the summer tourist trade.

Potter was an old but comfortable sidewheel steamboat, ponderously slow, even when going downstream. Although it was later replaced by the Georgiana, a sleek and narrow twin-screw steamer, I preferred the T. Potter to the smaller and faster rival. The monumental semi-circular paddle boxes, painted like the rays of the rising sun, arched up as high as the boat deck; the paddle wheels produced a prodigious wake to port and starboard, as well as astern. On the main deck were staterooms for the elderly, the rich, or the newly married; and a continuous seat ran all the way around the stern. If the weather was good, there would be deck chairs on the open afterdeck, and the glass-enclosed lounge cabins were comfortable on cold or rainy days.

Potter Just before the opening of the tourist season in the Potter was condemned for passenger use. Dick Dicharry arrived in St. He had been running a small boat of about foot hull out of Vicksburg, but his boat had burned; believing there was yet packet traffic to be had on the Lower River, Dicharry wanted another boat. Fred Way, another optimist on the future of packet service, on the upper Ohio, had been first visited by Dicharry, object: In spite of any argument that Dicharry could bring to bear, Way said no. Louis visit, which Dicharry seemed to think was next best town for surplus boats, where he found, first, on walking down from Washington Ave.

The Belle had been bringing down apples in direct opposition to the trade of Alabama, and since the owners had come from that county, they achieved some success; not enough, however to stop the Alabama.

Possibly they lacked finesse steammboats customer relations, as illustrated: Dicharry started up the stage set on the ricer, and barely reaching the foredeck, heard a loud voice, "Git off the boat. Dicharry spoke with a thick accent Rhea had some difficulty in comprehending at first, but eventually the word came through that his visitor wanted a boat. Of course, selling off a major asset called for consultation with the younger brother, theoretically, but the brother was out of town at the time, and gainy Rhea contemplated grsy situation steamboags was not inclined to ponder. Whether the Alabama came up for discussion rainj not known, but with rebuilding, the Rivver Belle was technically a newer boat; it is suspected she was not at the wharf that day, but must have arrived from her regular Tennessee River trip in short order, and Rhea must have had Dicharry return as soon as possible to see the merchandise.

When Rhea found out Dicharry was prepared to pay cash, there was no hesitation. Actually, the boat had been doing well that season, and a new trip with staterooms about filled had already been booked. But, as Rhea viewed it, the trade had no assurance of continuing and it was unlikely any better offer than cash was going to materialize. Louis, that their trip had been canceled. Dicharry took the boat to Vicksburg, and put her on a run to Natchez. As the depression years of the 's deepened, Dicharry ran out of cash, like everybody else, did not maintain the boat, and she became a shabby imitation of anything the St. But she kept running anyway, and achieved some fame as the last packet remaining on the Lower Mississippi.

She finally burned below Natchez in Sale of Tennessee Belle may have been interpreted, from outside parties, as a sign the Company was disposing of its equipment that summer, for in August, an unsolicited offer was made for Robert Rhea.

Rhea was glad to accept. New owners took her to Mobile for the Alabama River, and she continued in service for several years; her ultimate disposition is unknown. Brown Transcription of the story in that issue written by George H. Dacy that was printed on pages 60 and Its shipping potentialities and Dick grey book rainy river steamboats were long neglected during the period when rail traffic was in its 'teens. For this reason and that reason, because of disinterest of those who would be benefited most by its development or because Congress was always too busy with other affairs to bother much about the crooked, illy-navigable river, the Mississippi for scores of years pursued her catch-as-catch-can course, unharassed and unsung.

River packets and freighters, scows and bumboats, dories and derelicts plied their difficult and hazardous ways between St. Louis and New Orleans. Year after year, the stationary volume of traffic and unchanging type of boat bore witness to our lack of appreciation of one of the best inland waterways with which any country ever was blessed. Participation in the international war changed the focus of the glass through which we had missed seeing Dick grey book rainy river steamboats possibilities of the Mississippi River. The Mississippi at last came into her own and a belated development was instituted. Much has been done toward bettering shipping facilities and shipping conditions prospects are that much more will be done in the future.

The Father of Waters finally will occupy the prominent position in our interstate freight exchange which its natural advantages justify. In January,the Director-General of the Railroads appointed a committee to study the possibilities of utilizing our inland, canal and coastwise waterways for transportation purposes. Twenty steel, flat-deck barges of the U. Engineers, capable of carrying tons of freight apiece, as well as eight barges ranging in tonnage capacity from ,E to tons, were immediately chartered for freighting service.

Simultaneously, plans were devised and work begun on the construction of a fleet of new, auxiliary barges. These activities have continued even after the cessation of warfare with the result that right now the Federal barge line which operates out of St. Louis has in service six old-type tow-boats, one new self-type propeller tow-boat 5 similar boats are under construction40 two-thousand-ton steel barges, and 4 smaller steel barges which range in size from to tons. With the remarkable improvement in the shipping facilities along the lower Mississippi, the importance of maintaining the channel navigable and free of all obstructions has been intensified.

This brings into the limelight the novel snag boats, the most extraordinary vessels which Uncle Sam supports—either in or outside of his Navy. The Mississippi carves out and carries away huge fragments of the banks that fringe her crooked course. Untold miles of these consist of farm timberlands and forests. As a result, she often dislodges and steals great strips of land containing large trees. These impediments she whips away only to have them sink and settle, ultimately, in the sand and mud of the open channel—there to effect evil and ruin unless discovered and eliminated Dick grey book rainy river steamboats Uncle Sam's water sleuths. The general term "snag" may signify anything from a small tree of half a ton or so to an entanglement of large fellows weighing many tons.

Whatever their size they must come out if they are in the channel. Away back in the days of Mark Twain, Government snag boats were operated on the Mississippi, although the obstructions were not removed as scientifically and efficiently in that era as they are in the present. River-men and navigation experts say that this service will have to be continued as long as the river exists and is utilized for transportation purposes. The Government now maintains three large snag boats on the Mississippi, two on the lower river which police the beat that extends from St.

Louis to New Orleans, and one on the upper river, north of St. One other large snag boat is operated on the Ohio River while smaller vessels patrol such tributaries as the Arkansas and Missouri. Two snag boats, the "Horatio G. Wright" and the "John N. McComb" are specially designed and equipped for this service. The peak of their activities comes during the summer months from July on, when the river is low and the quest for snags is most fruitfully rewarded. The usual plan is to maintain one of these boats at the southern extremity of the Mississippi and the other in the northern districts adjacent to St.

This means that the boats can speed to localities where snags are reported as dangerous in their respective zones without needless overlapping travel. In one trip of miles last summer, the "Horatio G. Wright" sighted, pulled and destroyed over gigantic snags, the average weight being more than 40 tons while the heaviest topped tons. The next trip over its beat, this police boat destroyed only snags. River conditions, the water level, the season of year and various other factors influence the prevalence and appearance of snags, so that it is impossible to plan a definite and accurate campaign and to estimate the work and the number of snags which will be spotted and lifted in a certain season.

Ordinarily, the snags point down-stream and often are buried anywhere from 10 to 40 feet deep in the mud, the tendency for trees which are carried away in the shore-undermining activities of the turbulent waters being to right themselves and to settle in the sand in an erect, upstanding position. The snags are so securely anchored that they rip holes in the bottoms of vessels which collide with them. Waterlogged, anchored snags effect the greatest damage ; river pilots have had to contend with them ever since navigation between New Orleans and St. The position of the snag in the water is indicated by the V-shaped break which it causes in the surface of the river.

A snag submerged even as deep as 30 or 40 feet causes a boil in the overhead surface water which is easily recognizable by the lookouts on the snag boats. The Federal snag boats are of the double-bowed, catamaran type with a steel butting beam 15 feet long and 10 feet wide connecting the bows. When a snag is sighted, the boat is maneuvered close to the point where the V-shaped break appears on the water surface so that the crew can lower a huge sweep chain operated by means of 4 engine-driven capstans, each of which can exert a pull of 35 tons. The chain finally will engage the snag and raise its free end out of the water. Windlass chains are then used to haul the snag on to the beam, a special engine being used to run an enormous drum which releases or winds up a huge sansom chain that can resist a strain of 75 tons.

The individual links in this chain weigh In case difficulty is experienced in loosening the snag, the boat resorts to butting tactics. It backs away from the obstruction about 60 feet and then under full steam slides at the snag and smashes into it with its steel butting beam and tons of total weight. This method of attack is repeated until the snag gives way. The shock of the concussion is so violent that frequently all the members of the crew are sprawled headlong on the deck and the fire doors under the boilers are knocked open.

When the snag is freed sufficiently, the windlass chains are used to haul it up over the beam where it is placed in such a fashion that engine-driven saws may be used to cut the tree or obstruction up into sections about 20 to 25 feet long. These logs are then cast overboard and generally are salvaged and sold by squatters who live along the river banks or by parties in gasoline launches who follow the snag boats and make a business of gathering the drift logs and hauling them to sawmills and selling them. Snags which will not float after being dismembered are hauled on the snag boats to deep sections of the river and there dumped overboard.

They sink in the sand and henceforward do no more damage. Considerable danger is associated with the raising and destroying of the river snags, but despite the hazards, men like to work on the Government boats as there is a certain romance associated with this pioneering work which appeals to the adventurous natures of the rivermen. During the last score of years, four men have been killed and 60 injured on the snag boats as a result of slipping or breaking of chains or the sudden collapse of snags when they were pulled from their mud beds. In the case of wrecks which have sunk to the bottom and are dangerous to traffic, experienced divers are employed to salvage the valuable machinery and then the heavy drag chain is used to smash them into small timber.

Sometimes accidents ensue here. These unusual craft of Uncle Sam are also employed in raising wrecks which are still serviceable. A noteworthy accomplishment of this description was the lifting of the wrecked packet steamer "John Simonds," sunk during the Civil War and raised to the surface a half century later. The machinery in this boat was still in excellent condition despite its long sojourn in the water. The wood work of the boat was also well preserved. The water does not seriously injure the metal or wooden parts of a sunk ship it is the mud which effects the bulk of the damage. Wrecks which are not imbedded in the mud and sand survive decomposition for many years. During the periods When snag work on the river is not pressing, the snag boats occasionally assist private companies in the raising of river boats which have been sunk at sections of the river adjacent to the open channel.

Such assistance is furnished at actual cost. Despite the great increase in labor costs, Congress appropriates the same amount for snag removal from the Mississippi today as 30 years ago. The consequences are that the two snag boats which are supposed to patrol the river from St. Louis to New Orleans are not able to work a full season—the snagging season usually lasts from July until March. Lack of funds is halting this essential work just at a time when the Mississippi River is being used more than ever before.

It is now highly necessary to keep the channel clear and navigable and to do everything possible to promote the increased utilization of this wonderful inland waterway. It would seem that Congress might allot a few thousand dollars more a year to this meritorious cause. Just to show that the money used in the past has been effectively expended, it may be cited that during a normal season, the two Government snag boats on the lower Mississippi will pull and destroy between and snags, the average weight of these obstacles being between 30 and 40 tons. In addition, they will break up anywhere from 10 to 20 drift heaps which—if neglected—are inimical to navigation.

The crews of the two boats in addition will cut between and 10, trees which fringe the banks and are liable to be undermined and washed away by the river and ultimately converted into dangerous snags. The conquest against snags in the open channel is well in hand, at this time, and with sufficient funds to continue the work it -will be possible to keep the number of accidents due to snags down to a minimum. However, to neglect the work at this stage of the game due to lack of funds is a costly, senseless and unnecessary error. The American public desires that Congress reduce expenses along sane and sensible lines. It does not wish our legislators to rob Peter to pay Paul in the style evidenced by the lack of adequate appropriation for the complete and efficient removal of snags from the Mississippi.

Brown probably had as much to do with shaping our concept of the future as any three science or science-fiction writers you could name. What the futurists thought, Howard put into pictures so we could immediately see what it would be like.

Immediate respectfully passed, and he found more shared families; again he went them the offers they only so discreetly. Steady I'll see you on the Site Queen's down trip from St. Nine-three years be rang the physical.

Detail on Rlver seems to be in short supply. There is a short, incomplete bio of Brown floating around with internet, with some obvious errors and without attribution: His work was exhibited at the National Academy and featured by the the International Exhibition of American Illustrators. From Brown was the trey illustrator for Scientific American. Brown created every cover from January through May of Tremain's Astounding Stories and did about half of the covers through November Paul stopped doing covers for that magazine, Brown did every cover from August through Augustwith the exception of the August issue, which was done by H.

Sunken steamer in the distance on the river behind the pilot at the wheel. He swore that both boats had won. Many others said the same thing, and, indeed, 'twas a very tricky finish to a neck-and-neck race—the closest packet race ever seen, according to historians of the big river. A Cincinnati Times-Star writer breaks into verse about it: Heads you cash, tails you lose, Dis darky don't give up his shoes! If Tom Greene's bow was de winning boss, De Betsy's stern-wheel was de first to cross!

Steamboats Dick grey book rainy river

And then, relapsing into prose, he explains that "the Tom Greene's bow crossed the line ten feet ahead of the Betsy's but the Betsy is forty feet smaller than the Tom, and so the Betsy's entire length, including her wheel, crossed the line thirty feet ahead of the Tom Greene's sternwheel. That was enough of a technicality for the roustabouts to make a grand palaver over. They will argue the question on the riverboats the rest of their lives. The Tom Greene received the formal cup of victory, but the Betsy Ann received her full mead of applause and honors.

That revival of old-time Mississippi Steamboat racing was such a success that this year the Betsy Ann was pitted against the Tom Greene, andpeople saw the race, which was accompanied, we are told, by an incidental music of sirens, drone of diving airplanes, raving of rival roustabouts, and barking of dogs and radio-announcers. Charles Ludwig, the writer we have already quoted, continues his account with this piece of word painting: A Niagara of spindrift dashed over the bows of the two steamboats as they battled their way nose and nose over the twenty-two-mile course from the Cincinnati levee to New Richmond, Ohio.

The Tom Greene generally was in the lead from five to thirty feet, and the race was so close that at one time the two boats were locked side by side for a moment, attracted by the suction their wheels created. It was at first announced that the race would end at the dam below Richmond, and here, with both steamers tugging their mightiest, the boats were running about even, the Greene being perhaps a few feet ahead. Then, it was declared that the contest would not be officially concluded till the boats reached New Richmond, a mile farther up the river. This last mile afforded the keenest rivalry between the boats.

Sometimes the Betsy would make a spurt, and then the Tom Greene would forge ahead. It was an even race in this final stage, too. The Tom Greene managed to cling onto her slight lead, and finished ten feet ahead, amid cheers from the passengers, the blowing of whistles, songs of Boy Scouts, and shouts of the crowd on the shore. The race was so close that Barrett, who had taken along a measuring line, was prepared to use it on the two gang-planks of the boats to convince Betsy Ann followers of the accuracy of the decision, but this was not necessary. The time for covering the twenty-two miles was two hours and nineteen minutes. Weather was ideal when the race started from the Cincinnati levee shortly after 5 P.

There were crowds on both boats. Mary Greene, widow of Capt. Greene, and the only woman steamboat captain and pilot on the river, was in command of the Tom Greene. Greene acted chiefly as hostess to the passengers, and her son, Capt. Torn Greene, had charge of the actual operation, assisted by his brother, Capt. Captain Chris and his boat, the Chris Greene, defeated the Betsy Ann in the memorable race a year ago. Frederick Way, owner of the Betsy Ann, was aboard his boat and Capt. Charles Ellsworth was in. Officers of the Betsy claimed that at the New Richmond dam they were about three feet in the lead.

George Wise, twenty-five, youngest chief engineer on the river, was in charge of the engines of the Tom Greene. Wise said that about the middle of the race a steam pipe under the floor of the engine-room sprang a leak, which made it impossible to use maximum pressure and the inquiring reporters heard the rush of the steam. The Betsy carried the colors of Pittsburgh, and there was a delegation of Pittsburgh newspapermen aboard to report the race. The Island Queen, with a crowd aboard, followed the racers up the river. Airplanes hovered above and many speedboats followed the racers.

And "Six Bits" sang happily: If Betsy know'd this She'd staid in po't! Mulcahy in the Cleveland Plain Dealer, and he goes on to give us some quaint details of the race, thus: The rocky bank at New Richmond was packed with people waiting to cheer the winner. So close was the finish, they could not tell which boat to cheer, so they argued about it instead. The brick levee that slants down from Front Street, Cincinnati, was fairly swarming with taxicabs, and a crowd of several thousand persons had gathered at the top of the rise to watch the start of the race.

The steam calliope on the Island Queen was industriously snorting and bellowing something that sounded like " Ten Miles From Home. Eighty-three times be rang the bell. The bell is fifty years old. Considering its age, it makes a lot of noise. Before it was bolted to the deck of the Tom Greene, it was on the steamer Montana. At five the Betsy Ann cast off her lines and backed out into the stream. She came ahead slowly and stopped opposite the mouth of the Licking River that separates Covington from Newport, Kentucky. The Tom Greene has the most famous whistle on the Ohio River. It whistles a B-flat chord. You can pick out the tone on a piano—F, B-flat, D and A-flat, or something like that.


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