The History of Louisville, from the Earliest Settlement till the Year 1852 Part 5

"Late at night on the fourth day after quitting Pittsburg, they arrived in safety at Louisville, having been but seventy hours descending upwards of seven hundred miles. The novel appearance of the vessel, and the fearful rapidity with which it made its pa.s.sage over the broad reaches of the river, excited a mixture of terror and surprise among many of the settlers on the banks, whom the rumor of such an invention had never reached; and it is related that on the unexpected arrival of the boat before Louisville, in the course of a fine still moonlight night, the extraordinary sound which filled the air as the pent-up steam was suffered to escape from the valves on rounding to, produced a general alarm, and mult.i.tudes in the town rose from their beds to ascertain the cause. I have heard that the general impression among the Kentuckians was, that the comet had fallen into the Ohio; but this does not rest upon the same foundation as the other facts which I lay before you, and which, I may at once say, I had directly from the lips of the parties themselves."

The water on the falls did not allow the Orleans to pa.s.s on to Natchez and she consequently made use of her time of detention by making several trips to and from Cincinnati. Toward the last of November she was enabled to pa.s.s the rapids, and after having weathered out the earthquakes, reached Natchez about the 1st of January, 1812. This boat was finally wrecked near Baton Rouge, where she struck on her upward pa.s.sage from New Orleans.

From this event we may date the prosperity of Louisville as a fixed fact.

At the head of ascending and the foot of descending navigation, all the wealth of the western country must pa.s.s through her hands. Such advantages as were here presented could not go unheeded. It became only necessary for the people to be convinced of the efficacy of steamboat navigation, and the opportunities held out to the capitalist by Louisville must be seen and embraced.

But as if to counterbalance the dawning of this great good, there came with it a great evil; for it was in December of this year that the first of a series of terrible and violent earthquakes was felt at Louisville; these carried consternation to the hearts of all her citizens; and during the four months of their almost constant recurrance there was little either of leisure or inclination for political progress. The first of the shocks was felt on the 16th of December at 2 h. 15 m. in the morning. Mr.

Jared Brookes says of it: "It seems as if the surface of the earth was afloat and set in motion by a slight application of immense power, but when this regularity is broken by a sudden cross shove, all order is destroyed, and a boiling action is produced, during the continuance of which the degree of violence is greatest, and the scene most dreadful; houses and other objects oscillate largely, irregularly and in different directions. A great noise is produced by the agitation of all the loose matter in town, but no other sound is heard; the general consternation is great, and the damage done considerable; gable ends, parapets, and chimneys of many houses are thrown down." The whole duration of this shock from the earliest tremor to the last oscillation was about four minutes.

This shock was succeeded during the same day by two others of almost equal power. It is related that when it was felt, several gentlemen were amusing themselves with cards when some one rushed in crying, "Gentlemen, how can you be engaged in this way when the world is so near its end?" The card-table was immediately deserted for the street, where from the vibratory motion the very stars seemed toppling to a fall. "What a pity,"

philosophized one of the party, "that so beautiful a world should be thus destroyed!" "Almost every one of them," says a historian of the incident, "believed that mother Earth, as she heaved and struggled, was in her last agony."

During the prevalence of the earthquakes, it was customary to suspend some object so as to act as a pendulum in all the rooms and by the degree of its motion to determine the probable amount of danger. If the pendulum began to vibrate freely, the house was instantly deserted. Those who inhabited the loftier and statelier mansions were, at least for the time being, free from the envy of their humble neighbors, with whom they would then have freely exchanged tenements. The possession of a princely edifice would then have been a source of regret rather than of pride or of congratulation. It is said, that unlike the great calamities of other times, this one had a good effect upon the public morals. The reason of this may probably be found in the fact that while this was a source of constant terror and alarm, it was yet not of a character to produce that despair which leads men to seek to drown all thoughts of a future in the reckless pursuit of pleasure or of forgetfulness.

Mr. Jared Brooks who preserved a faithful scientific account of these earthquakes refers to that of the 7th of February, 1812, as the most violent endured at any period during their continuance. It occurred at 3 h. 15 m. in the morning and, as this gentleman's account says, "was preceded by frequent slight motions for several minutes; duration of great violence at least 4 minutes, then gradually moderated by exertions of lessening strength, but continued a constant motion more than two hours; then followed a succession of distinct tremors or jarrings at short intervals until 10 h. A. M., when, for a few seconds, a shock of some degree of severity, after which frequent jarrings and slight tremors during the day, once, at least in ten minutes. At 8 h. 10 m. P. M. a shock of second-rate violence, and during some minutes two others at equal periods, connected by continual tremor of considerable severity; the last shock was violent in the first degree, but of too short duration to do much injury. At 10 h. 10 m. P. M, after frequent considerable motions, the shock comes on violent in the second degree, strengthens to tremendous, holds at that about seven seconds, then trembles away, severe about five minutes; frequent tremors follow, and a shock of third-rate violence. The action then ceases for a time." With one more extract from Mr. Brooks, we shall conclude this account of the celebrated earthquakes of 1811. This is a table showing the number and relative value of all the earthquakes experienced here. It is preceded by a lucid explanation of the degrees of violence referred to in the table, and shows at a glance the number and intensity of the shocks.

"_First-Rate._--Most tremendous, so as to threaten the destruction of the town, and which would soon effect it, should the action continue with the same degree of violence; buildings oscillate largely and irregularly, and grind against each other; the walls split and begin to yield; chimneys, parapets and gable ends break in various directions and topple to the ground.

"_Second-Rate._--Less violent, but very severe.

"_Third-Rate._--Moderate, but alarming to people generally.

"_Fourth-Rate._--Perceptible to the feeling of those who are still and not subject to other motion or sort of jarring, that may resemble this.

"_Sixth-Rate._--Although often causing a strange sort of sensation, absence, and sometimes gidiness, the motion is not to be ascertained positively; but by the vibrators or other objects placed for that purpose.

TABLE.

+----------------------------------------------------------------+ End of each Week 1st 2d 3d 4th 5th 6th Rate. Total. ---------------- ----- ---- ---- ----- ----- ---------- -------- December 22 3 2 3 1 12 66 87 " 29 0 0 0 0 6 150 156 January 5 0 1 2 9 3 119 134 " 12 0 1 0 10 0 150 161 " 19 0 0 0 4 6 55 65 " 26 1 1 7 2 2 78 91 February 2 1 0 4 6 7 191 209 " 9 3 5 7 5 15 140 175 " 16 0 0 3 6 12 65 86 " 23 0 0 4 6 4 278 292 March 1 0 0 1 4 8 126 139 " 8 0 0 2 9 8 39 58 " 15 0 0 2 3 6 210 221 ---------------- ----- ---- ---- ----- ----- ---------- -------- Total 8 10 35 65 89 1667 1874 +----------------------------------------------------------------+

The good effect which, as before mentioned, was produced upon the morals of the town by this succession of dangers does not seem to have been of permanent value if we may credit a writer in the Bedford Pa. Gazette, in the year 1814, who makes himself very merry over what he is pleased to term the "devout paroxisms" of the good citizens of this place, as will appear by the following communication.

He says: "At Louisville, in the State of Kentucky, a town about four times as large as Bedford, they have no church. When the earthquake gave them the first shock, they grew very devout in one night; and on the next day with long faces, they subscribed a thousand dollars to build a house of public worship. Thus the matter rested until the second shock came, when another devout paroxism produced another thousand dollars. It rested again till a third earthquake and devout fit produced another subscription to the same amount. There was no more of the matter. The earthquake did not return, and the Louisvillians concluded the devil would not send for them for a few years more, and in the mean time determined to be merry. They immediately built a theater, which cost them seven thousand dollars, and employed a company of actors, the offscourings of maratime city theaters.

To this company they gave about five hundred dollars per week, till at length the actors, instead of raising the curtain, broke through it and broke each other's heads with sticks, and the heads of some of the auditors who interfered. The earthquakes have lately begun to shake Louisville again, but whether they laugh or pray I have not heard."

The Western Courier, published at Louisville, copies this article, with some stringent remarks upon its contents; and attributes the authorship of it to some actor whose efforts in his profession had not been duly honored by the people whom he villifies. Who is in the right in this matter it is now impossible to say; but it is certain that the author of the article in question is guilty of an anachronism, for it will be remembered that the theater was built previous to the commencement of the earthquakes. It is, however, unquestionably true that the theater was built several years before a church edifice of any kind was attempted.

The newspaper from which this article was copied was commenced here in October or November of 1810, by Nicholas Clarke. It was published weekly at three dollars per annum, and contained for the most part little else than news of the wars, acts of a.s.sembly and of Congress, and advertis.e.m.e.nts. In 1814, Mann Butler joined Mr. Clarke in the editorship of the paper, but did not continue long in his chair. The Louisville Correspondent was issued at about the same time, and edited by Col. E. C.

Barry. It was discontinued in 1817. It is believed that there are no files of it in existence now.

Reference to all the early files of newspapers published at this day, will show how gradual and yet how certain was the progress of steamboat navigation on the Ohio. The arrival of every boat was carefully noted and always accompanied with a great flourish of trumpets and a renewed eulogy on the wonders of the new invention. Much credit is due to Capt. H. M.

Shreve, lately of St. Louis, for his indefatigable and successful endeavors to improve as well as to enlarge this prominent branch of commerce. As is well known, Fulton and Livingston held a patent for the entire right to navigate all the rivers in the United Stages for a certain number of years. But Mr. Shreve, seeing the injustice of this grant and doubting its legality, openly defied it; and finally, after much effort and not a little pecuniary loss, succeeded in 1816 in removing the grant and throwing open the navigation of the public highways to all. It will not be uninteresting to the reader, while upon this fruitful topic, to glance at a list of all the steamboats employed upon the western waters until 1819. This list is copied from Dr. McMurtrie, whose data is not always implicitly reliable. It has however been corrected as far as was practicable at this remote period. The present tense, whenever employed, is meant to refer to the year 1819.

STEAMBOATS EMPLOYED ON THE WESTERN WATERS FROM 1812 TO 1819.

1st. _The Orleans_--the first boat built at Pittsburg, owned by and constructed under the superintendence of Mr. Fulton. Sailed from Pittsburg in October, 1811, and arrived at her destination, Natchez, about the 1st January, 1812. She ran between New Orleans and Natchez about two years, making her voyages to average seventeen days; was wrecked near Baton Rouge, where she sunk on the upward bound pa.s.sage; 400 tons burthen.

2d. _The Comet_--owned by Samuel Smith; built at Pittsburg by Daniel French; stern-wheel and vibrating cylinder; on French's patent granted in 1809. The Comet made a voyage to Louisville in the summer of 1813; and descended to New Orleans in the Spring of 1814; made two voyages to Natchez, and was sold; the engine put up in a cotton gin; 45 tons burthen.

3d. The _Vesuvius_--built at Pittsburg by Fulton, and owned by a company of gentlemen belonging to New York and New Orleans. Sailed from New Orleans in the Spring of 1814, commanded by Captain Frank Ogden. She was then employed some months between New Orleans and Natchez, under the command of Captain Clemmont, who was succeeded by Captain John DeHart; shortly after she took fire, near the city of New Orleans and burned to the water's edge; having a valuable cargo on board. She was afterwards raised and built upon at New Orleans. She has since been in the Louisville trade, and has lately been sold to a company at Natchez; 390 tons burthen.

4th. The _Enterprise_--built at Brownsville, Pennsylvania, on the Monongahela, by Daniel French, on his patent, and owned by a company at that place. She made two voyages to Louisville in the summer of 1814, under the command of Captain J. Gregg. On the first of December she took in a cargo of ordinance stores at Pittsburg, and sailed for New Orleans, commanded by Captain H. M. Shreve, and arrived at New Orleans on the 14th of the same month. She made one voyage to the Gulf of Mexico as a cartel; one voyage to the rapids of Red River with troops; nine voyages to Natchez; set out for Pittsburgh on the 6th May, and arrived at Shippingport on the 30th, (25 days out,) being the first steamboat that ever arrived at that port from New Orleans. From thence she proceeded on to Pittsburgh, and the command was given to Captain D. Wooley, who lost her about twelve months after in Rock harbor at Shippingport; 45 tons burthen.

5th. _Etna_--built at Pittsburg, and owned by the same company as the _Vesuvius_; sailed from Pittsburg for New Orleans in March, 1815, under the command of Captain A. Gale, and arrived in April following; continued in the Natchez trade. Was then commanded by Captain R. De Hart, who made six voyages in her to Louisville; and is now commanded by Captain A. Gale in the same trade.

6th. The _Dispatch_--built at Brownsville, on French's patent, and owned by the same company as the _Enterprise_. She made several voyages from Pittsburg to Louisville, and one from New Orleans to Shippingport, where she now lies a wreck, her engine out; was commanded by Captain J. Gregg; 25 tons burthen.

7th and 8th. The _Buffalo_, 300 tons; and _James Monroe_, 90 tons; built at Pittsburg by Latrobe, for a company at New York, but failed in finishing them. They were sold at Sheriff's sale, and fell into the hands of Mr. Whiting, and finished by him with engines; both dull sailers.

9th. _Washington_--a two-decker; built at Wheeling, Virginia; constructed and partly owned by Captain H. M. Shreve; her engine was made at Brownsville, under the immediate direction of Captain Shreve. Her boilers are on the upper deck, being the first boat on that plan, and is a valuable improvement by Captain Shreve, which is now generally in use. The Washington crossed the falls in September, 1816, commanded by Captain Shreve, went to New Orleans, and returned to Louisville in the winter. In the month of March, 1817, she left Shippingport a second time, proceeded to New Orleans, and returned to Shippingport, being absent but 45 days.

This was the trip that convinced the despairing public that steamboat navigation would succeed on the western waters. She has since been running with similar success in the same trade; 400 tons burthen.

10th. The _Franklin_--built at Pittsburg, by Messrs. Shires and Cromwell; engine built by George Evans; sailed from Pittsburg in December 1816; was sold at New Orleans, and has been in the Louisville and St. Louis trade since that time; she was sunk in the Mississippi near St. Genevieve a few months since, under the command of Captain Reed, on her way to St. Louis; 150 tons burthen.

11th. The _Oliver Evans_; (now the _Const.i.tution_,) 75 tons; was built at Pittsburg by Mr. George Evans; engine his patent. She left Pittsburg in December, 1816, for New Orleans; in 1817 she burst one of her boilers, off Coupee, by which eleven men lost their lives, princ.i.p.ally pa.s.sengers. Has done but little since. Is now owned by Mr. George Sutton and others of Pittsburg; 75 tons burthen.

12th. The _Harriet_--built at Pittsburg; owned and constructed by Mr.

Armstrong, of Williamsport, Pennsylvania. She sailed from Pittsburg, October, 1816, for New Orleans, and crossed the falls in March, 1817; made one voyage to New Orleans, and has since run between that place and the Muscle Shoals; 40 tons burthen.

13th. The _Pike_--a small boat built by Mr. Prentiss, of Henderson, Kentucky; run some time from Louisville to St. Louis; from thence in the Red River trade. Was lost on a sawyer, March, 1818; 25 tons burthen.

14th. The _Kentucky_--built at Frankfort, Kentucky, and owned by Hanson and Boswell; in the Louisville trade; 80 tons burthen.

15th. The _Gov. Shelby_--built at Louisville, Kentucky, by Messrs. Gray, Gwathmey and Gretsinger; Bolton and Watt's engine. Now performing very successfully in the Louisville trade; 120 tons burthen.

16th. The _New Orleans_--built at Pittsburg in 1817, by Fulton and Livingston; in the Natchez trade. Near Baton Rouge, she was sunk and raised again, and sunk at New Orleans in Feb. 1819, about two months after her sinking near Baton Rouge; 300 tons burthen.

17th. The _George Madison_--built at Pittsburg in 1818, by Messrs.

Voorhies, Mitch.e.l.l, Rodgers, and Todd, of Frankfort, Kentucky; in the Louisville trade: 200 tons burthen.

18th. The _Ohio_--built at New Albany by Messrs. Shreve and Blair; in the Louisville trade; 443 tons burthen.

19th. The _Napoleon_--built at Shippingport in 1818, by Messrs. Shreve, Miller, and Breckenridge, of Louisville; in the Louisville trade; 332 tons burthen.

20th. The _Volcano_--built at New Albany, by Messrs. John and Robertson De Hart, in 1808; in the Louisville trade; 250 tons burthen.

21st. The _Gen. Jackson_--built at Pittsburg in 1818, and owned by Messrs.

R. Whiting of Pittsburg, and Gen. Carroll of Tennessee; in the Nashville trade; 200 tons burthen.

22d. The _Eagle_--built at Cincinnati in 1818, owned by Messrs. James Berthoud and Son, of Shippingport, Kentucky; in the Louisville trade; 70 tons burthen.

23d. The _Hecla_--built at Cincinnati in 1818, and owned by Messrs. Honore and Barbaroux, of Louisville, Kentucky; in the Louisville trade; 70 tons burthen.

24th. The _Henderson_--built at Cincinnati in 1818, and owned by Messrs.

Bowens, of Henderson, Kentucky; in the Henderson and Louisville trade; 85 tons burthen.

25th. The _Johnson_--built at Wheeling in 1818, by George White, and owned by Messrs. J. and R. Johnson, of Kentucky; in the Louisville trade; 90 tons burthen.

26th. The _Cincinnati_--built at Cincinnati in 1818, and owned by Messrs.

Peniwit and Burns, of Cincinnati, and Messrs. Paxton and Co. of New Albany; in the Louisville trade; 120 tons burthen.