Vol. 64, No. 2 Summer 2019


156 An eff ect of the population surge in the Mississippi River valley was an enormous increase in the size of


barges. Lewis & Clark’s barge was apparently typical for its time with about eight tons capacity. Only a few years later, barges with a capacity of over 100 tons were common. As one example, Henry Shreve of later steamboat fame, owned a barge of thirty-fi ve tons, which he employed from 1807 to 1810¸ mostly in the trade between Saint Louis and Pittsburgh. In 1810 he made a trip to Galena, Illinois. He must have concluded that his thirty-fi ve-ton barge was too small because, in 1810, he had a ninety-fi ve-ton barge built, which he employed between Pittsburgh and New Orleans for four years. (Anonymous 1848, Pfaff 1927) Shortly thereaſt er records show barges of seventy tons (in 1812), and 90, 100 and 115 tons (in 1816) on the Ohio River. (Leahy 1930)


Far from being merely larger, these big barges diff ered considerably in design from those that had gone before. Consider Figure 9, a plan by Howard Chapelle, of a barge dating from 1810. T e capacity of this barge is not specifi ed. Table 1 compares its dimensions with those of the Lewis & Clark barge.


Example: length (ſt :) Beam (ſt ): Draſt (ſt ):


length/beam ratio:


Lewis & Clark 55


8.33 3


6.60


Chapelle 81.33 16.67 4


4.87


T e Chapelle boat is fatter, as would be expected from its increased size. Another important change is the cargo box covering virtually the entire craſt . It has crowded out almost all the rowing space. What little space remained must have been for the crew to maneuver the barge; propulsion must been provided by towing or poling. A cleated walkway, cantilevered out over the side, facilitates poling. T e cabin and steering station has been forced up one level by the cargo box. T e sailing rig is more complex. T e increase in beam without a concomitant increase in draſt forced a nearly fl at bottom.


Large barges, like Chapelle’s example, were operating on the Ohio River at least through 1816. Large barges also persisted on the main stem of the Mississippi


Bibliography


Anonymous, “Inventory, Pierre Laclede’s Estate.” Manuscript, Missouri Historical Society, 1778.


Barry, Gerald J., “Philanthropic Volunteers—T e Story of Sailors Snug Harbor,” Maritime Life and Traditions (Summer 2005).


Berry, Trey, Pam Beaseley & Jeanne Clements, T e Forgotten Expedition, 1804-1805: T e Louisiana Purchase Journals of Dunbar and Hunter. Baton Rouge: Louisiana State University Press, 2006.


Chapman, Fredrik Henrik af, Architectura Navalis Mercatoria. Stockholm, 1768.


River for many years. T e example in Figure 1 dates from 1832. Judging by the architecture of the houses in the background, this image must depict a barge on the lower Mississippi. T ere is also an image of a large barge¸ unfortunately identifi ed in the original text both as a barge and a keelboat, in Davy Crockett’s Almanac of 1838 that is very similar in appearance to the Chapelle barge.


Large barges lost favor when effi cient steamboats arrived on the scene. T ough they required more capital investment, steamboats were far more eff ective navigating upstream against the current and provided much more predictable service. I have been unable to fi nd any mention of barges on the major western rivers aſt er 1838.


8. T e replica Lewis & Clark Expedition keelboat. Author’s photograph.


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