“When Rafters Ruled”

 

The Career of Capt. Jerome E. Short

 

 

A graphic story of his 55 years of service on the Upper Mississippi.  Edited and copyrighted, 1933 by Captain Fred A. Bill, St. Paul, Minnesota

 

 

Chapter Twenty-Seven

 

Enters Excursion Field

 

 

Work on government steamers under supervision of the Rock Island office was very pleasant, but I was not so well pleased with the associations in the Hannibal distict, so when an offer came from Captain Wisherd to go into the excursion business, another new line for me I accepted and was assigned as pilot on the G. W. Hill, with my good friend, Charles Tromley, master.  This position I held during the seasons 1912-1913, running excursions from nearly every point between St. Louis and St. Paul.

  In 1912 we had an excursion out of Bellevue.  A man and his wife came into the pilot house and I turned around from the wheel and said “How are you, Anthony?”  We shook hands and he wanted to know who I was.  I asked him if he remembered working on the viola with a boy called “Farmer?”  He said” “Is this Lome Short?”  I was then introduced to his wife and she said that was the first she knew of his name being Anthony as he was always known as “Tony” he was and had been for thirty-five years editor of the Bellevue Herald.  Both the G. W. Hill and “Farmer” got a good write-up in the next issue of his paper.

  One trip out of Clinton we had a very large crowd for Davenport on an excessively hot day.  It was almost impossible to keep the people supplied with water and everything that furnished drink was dry when we reached Davenport.  While the people were up town the watchman in charge of the water supply took occasion to fill up everything while the filling was good.  Not long after the excursion was made a number of people in Clinton were taken sick with typhoid fever and several died.  It developed that practically all the sick ones were on this excursion and there was an investigation as to the cause.  As I remember the cause was not discovered by the investigators.  But later on we found out the probable cause.  While at Davenport the boat was lying near the outlet of one of the main sewers and a good deal of sewage found its way into the drinking water supplied to our excursionists.  However, no employee was to blame. 

  Think it was at the close of the excursion of 1912 that Captain Wisherd contracted to take some pontoons and barges and a big dipper dredge from near Chimney Rock to New Orleans.  We had only a single crew so after putting in long days we lay up nights.  It fell to me to take the outfit over the upper rapids-and that was the only time I was ever paid for rapids work-a job I did not especially relish.  There were a number of outfits called “drill boats” at work cutting rock out of the bottom of the channel and necessarily, they had to be in the channel.  Several of them had narrow escapes, especially two located very close to the bridge which we missed “by a hair” by making a very sharp turn just at the critical moment.  A strange coincidence was that we met the Quincy just coming out of the Davenport side of the draw span as we were going into the Rock Island side.

  It was an ungainly tow and as the Hill was not built for such work I had many an anxious moment during the trip, but we arrived in St. Louis safely and I went home.  Understood later that the tow was successfully landed in New Orleans in a reasonable time.

  The big dam at Keokuk was finished in 1913 and the lock opened for traffic June 12.  the G. W. Hill had lain at Keokuk nearly a week waiting for the opening of the lock and it had been understood between Major Meigs and Captain Wisherd that she should be the first boat to go through.   The steamer Sidney of the Streckfus Line, came in early in the morning and landed at that company’s warehouse which was a little above the Hutchinson warehouse, where the Hill was lying.

  The lock was ready for business at 8:20 a. m. I blew the whistle on the Hill signaling the bridge to open and the Sidney having the advantage in position, popped in ahead of us, through the bridge and into the lock. 

The Sidney and the G. W. Hill were competing in the excursion business between Davenport, Rock Island and Muscatine, each boat making three round trips.  The last trip down the Sidney left Davenport about fifteen minutes ahead of us, with a big crowd of people on board.  We were on our way to Burlington, our next stop.

We changed watches at midnight at the foot of Horse Island and there was the Sidney aground on the second dam below Buffalo City.  She hailed us just as I went out of the pilot house and I said to my partner to stop her and I would awake the commodore and see what he wanted t do about answering the hail.  I did so and got instructions to go on down the river- and down the river we went leaving the people to spend the night on the stranded Sidney just because here was a difference between the owners of the respective boats.

 

  (Note-The last of October, 1913, the Mississippi river commission, with offices in St. Louis, got a notion that it was necessary to get soundings on the river between St. Louis and Rock Island.  Why, as navigation was practically over and no more government work would be done in 1913, is not apparent.  The steamer Mississippi was delegated to be the vehicle on which the work was to be done.  After trying in vain to get pilots to undertake the trip-the refusals being on account of the heavy draft of the Mississippi and the low water prevalent-the commission hit upon our good friend Jerome-he knowing nothing of the refusal of other pilots-and so he received a request to report at St. Louis Monday, Nov. 3, prepared to undertake the trip.  We cannot do better than copy his log of this very interesting trip, made for an unknown reason.-F. A. B.)

 

 

  Monday, Nov. 3-Arrived in St. Louis at 7:05 a. m. After breakfast went to the river commission office in the International building.  Also to pilot’s room, Harbor No. 28.  then to the boat and met Captain Greenwell.  Then to Ingles’ home-old neighbors at Keokuk-where I had a nice visit and a good supper.  To boat and turned in about 9:30 p. m.

  Tuesday, Nov. 4-Left St. Louis for Rock Island at 11:40 a. m. she is drawing close to five feet of water.  Passed Alton ridge at 3:05 p. m. Landed for the night at Squaw Island light at 6:20.  Five feet was the least water we found today.

  Wednesday, Nov. 5- Left Squaw Island, 5:50 a. m. Landed at Clarksville to put off mail ad notify St. Louis as to condition of river.  Tied up for the night, after a hard day’s scramble with sand bars, at Crider’s island at 5:40 p. m.

  Thursday, Nov. 6-departed from Crider’s at 6 a. m. through Louisiana bridge at 7:15. Through Hannibal bridge at 11:05. Through Quincy bridge at 2:20 p. m. tied up for the night at Canton. 5:20. Had a hard day’s struggle.

  Friday, Nov. 7-Left canton, 6 a. m. Took coal barge at Gregory at 7:40 and towed it until 8:490.  Arrived Keokuk lock at 11.  Major Meigs congratulated us on getting the steamer Mississippi up the river thus far.  Through lock at 11:40  through Fort Madison bridge at 1:35, Departed 4:20.  Tied up for the night at Grizzle Island at 5:20.  got along nicely today, only delays being to get coal and at Burlington for orders.

  Saturday. Nov. 9- Left Grizzle Island, 6:45 a. m.  A strong northwest wind blowing.  Through Keithsburg bridge, 10:35.  Passed Muscatine 2:15 p. m. Tied up for the night at Linwood light, 5:20. cleaned boilers.

  Sunday, Nov. 9-Left Linwood, 8:40 a. m. arrived at Rock Island, 9:40.  Major Ladue met us on arrival.  In port all day. Capt. Greenwell and I went to a picture show in the evening.

  Monday, Nov. 10-Wind still blowing a gale from the northwest Left Rock Island, 11:30 a. m. Landed at Muscatine, 2:30 p. m.  Left Muscatine at 4 p. m.  Tied up for the night above New Boston. 6:30.

  Tuesday, Nov. 11. Left New Boston 6 a. m. In going through Keithsburg bridge the draw was not lifted high enough and the flag staff on top of the pilot house was broken.  Landed at Burlington 9: 15.  Departed 10.  Landed Montrose 1:15 p. m. Left 1:35.  In Keokuk lock 3.  Out of lock 4:30.  Landed for the night at Warsaw 5:20.  Captain Greenwell and I took in a picture show.

  Wednesday, Nov. 12:  Left Warsaw 6 a. m.  Had a little trouble at la Grange.  I stuck the nose of the boat on the bar and let her swing across the channel in order to form a dam that would back the water up and help to float the boat when I would back her.  My way of getting over this kind of a bar.  Delayed about five minutes.  Landed at Quincy 10 a. m.  Departed 11:15.  Through Hannibal 1:05 p. m.  Landed at Hannibal 1:15.  Departed 1:46.  Landed below Saverton to sound Tom. Taylor Bar.  Landed for the night at Clarksville 8 p. m.  a hard day on account of such low water.

  Thursday, Nov. 13:  Left Clarksville 6 a. m.  Left coal barge at Fruitland.  Passed Grafton 12:15 p. m. Arrived at Alton 1:15.  Departed 2:35.  Arrived at St. Louis 5 p. m.  Later met a number of pilots who handle bots on the lower end of the upper river and then learned that none of them expected a boat to get through or to return.  The river commission was very doubtful that the trip would be accomplished so I got a number of compliments, in addition to my wages and expenses.  Left for home 11:45, a very tired man.

 

  (Note:  the only result of the trip, so far as we have been able to discover, was a bunch of figures showing the minimum of water at various places.  It may be of interest to give them. F. A. B.)

  Least Depths found over shoal crossings by the steamer Mississippi.  St. Louis to Rock Island, November 4-9, 1913.

 

          Shoal                                                       ft.                                In.

                                                                       

Isaacs……………………………..                 5

Below Fruitland………………..                      5                                  6

Sterling………………………..                       5

Foot Mosier Island……………                       6

Rip Rap Landing……………..                         5                                  6

Mulhearn Light………………                         5                                  6

Carroll Island………………...                         5

Head Clarksville chute………                          5                                  6

Swift’s Point…………………                         6                                  6

Armstrong Island……………                          8

Lower Whitney……………..                           5

Foot of B. B…………………                         6                                  6

Head of B. B. ………………                          7

Foot Twin Island……………                          7

Marion City…………………                          8

Kimball Island………………                          7

Orton’s Island………………                          8

Quincy Bend……………….                           7

Quincy Harbor…………….                            5                                  6

Over to Quincy Bridge…….                             6                                  6

Foot of Cottonwood………                             6                                  6

Lone Tree…………………                            8                                  6

Foot of La Grange Prairie…                             5                                  6

Slater………………………                           6                                  6

Above La Grange………….                            5

Smoots……………………..                           5                                  6

Polly Dam………………….                           6

Buzzard Island……………..                            7

Fox River Island……………                           6

Below Rush Towhead………                           5                                  6

Rush Island Light…………..                            5                                  6

Otter Island………………….                         5                                  6

Grizle Island…………………                         5                                  6

Mitchell Island……………….                         5                                  6

Above Oquawka……………..                        6

Abreast of Benton Island………………          6

Head of Heron…………………………         7

Head of Whiskey Chute……………….           6                                  6

Opposite Iowa River…………………..          7

Above Burr City………………………           5

Below Head Turkey Island……………           5

Port Louisa……………………………..         5

Above Port Louisa……………………..         5

Foot of  Muscatine Bend………………..        5

Muscatine……………………………….        5

Fairport…………………………………        4                                  6

Opposite Pine Creek……………………        5                                  6

Buffalo to Horse Island…………………         7

 

  At the time these soundings were made the following stages of water were shown on the various bridges.

St. Louis              5 Feet

Alton                   2 feet 5 inches

Louisiana             2 feet 8 inches

Hannibal              3 feet 7 inches

Quincy                4 feet 2 inches

Keokuk Locks    3 feet, 8 inches

Fort Madison      11 feet 6 inches

Burlington             4 feet, 3 inches

Keithsburg             2 feet, 5 inches

 

  Not long after returning home I received a letter from Major W. H. Ladue of the U. S. Engineers force, who was acting secretary of the Mississippi river commission, which read as follows:  “I take pleasure in saying that this office highly appreciates the skill and knowledge which you have shown in successfully piloting the steamer Mississippi from St. Louis to Rock Island and return on her recent trip, November 4 to 13, inclusive, as well as your unfailing readiness to meet any call made upon you during the trip.  Should this office again require the services of a pilot above St. Louis.  I should be gratified to be able to secure your services.”

 

________________________________

 

 

  Note:  While not pertinent to the subject in hand we are including some information that many people may not know-in fact it was not known by many upper river steamboat men.  On the upper river soundings of the water were made with a “sounding pole.”  A round or octagonal shaped pole about 10 or 12 feet long, 1  ½ inches in diameter, each twelve inches on the pole plainly marked by being painted in different colors-usually red and white.  These poles were kept in a handy place on boat or raft- and should always be in those places and it was an easy matter to tell the amount of water by a glance at the pole as it ‘straightened up” after being put into the water at a convenient angle.  This pole was in general use in shallow water.  On the lower river, as well as the lakes and deeper water, a lead Line was used on which the markings were in the shape of knots differently colored so that the soundings could be read at the instant.

 

 

 

Capt. S. R. Van Sant, Former Governor

Of Minnesota, Recalls River Storm

 

 

  “When Rafters Ruled The River,” which is the life story of Captain Jerome E. Short, pioneer Mississippi river man, and is appearing currently in the Saturday issues of the Herald, has evoked considerable comment from old-time rivermen, including captain Samuel R. Van Sant, former governor of Minnesota and a member of the Van Sant family of Le Claire, Iowa, which was a famous name on the river.

  Captain Fred A. Bill, who collaborated with Captain Short in writing his biography, welcomes all comment and criticism of his story.  Persons who desire to correspond with him may reach him at 1623 Van Buren Street, St. Paul, Minn.

  In a letter to Captain Bill, Captain Van Sant recalls a storm on Lake Pepin which was described by Captain Short in his life story.

 

Captain Van Sant says, in part:

 

  “I am reading with much interest when Rafters Ruled the River by Captain Jerome E. Short.  When a man reaches the advanced age of 90 he lives largely in the past; it is so in my case.  Foe more than 50 years I was engaged in the business of building, repairing and operating steamboats on the Mississippi river, principally in the rafting trade.

 
I was especially interested in the story as published in the issue of the Clinton Herald of April 1, in which Captain Short describes the hurricane near Trempealeau.  Our company owned the steamer James Fisk and I was on board of her that trip.  The storm was the worst I have ever known and fully as bad as Captain Short so graphically describes it, and I can refresh his memory as to some of the details.

  “The James Fish was commanded by Captain Thomas Dolson of Dubuque, assisted by Harry Ryder.  The fury of the storm was so great that one of the guy lines broke and the boat was driven broadside against the stern of the raft and the boat and raft became unmanageable until the storm abated.  I thought at the time that by lying broadside on the stern of the raft with the guards resting on the logs, saved the boat from turning over and sinking.  There was one serious accident, the big swells caused the upsetting of many of the windless poles and unfortunately, one of them broke the leg of one of the deck crew.  He immediately was taken aboard the boat and cared for.  When the storm subsided we found the raft was all right, the boat was put in position, the raft landed as soon as possible and the boat run to La Cross, where the man was put in the marine hospital.  Captain Dolson was calm and remained at the wheel during the entire time of the hurricane.  He was a most excellent pilot and remained with our company for several years.  The loose logs came from rafts stored in Trempealeau bay-and there were several rafts so stored.  The terrific gale drove the rafts into the river, where they soon went to pieces, filling the river with logs as described by Captain Short.  A crew from Beef Slough workers gathered them up and they were later delivered to the owners.”

  Captain Bill adds the following confirmation:

  “The Thomas Dolson mentioned was a member of a family of boatmen living in Dubuque.  The father was an engineer and an older brother of Thomas, Stephen was long a pilot in Diamond Jo Line steamers.  A younger brother, “Bud” was an engineer,  Harry Ryder was a resident of Dunleith, later known as East Dubuque, and a prominent pilot in Diamond Jo Line steamers in the early years when the run was between Fulton, Il. and St Paul.  When the run was extended to St. Louis, he was placed in charge of the company’s store at Dubuque as he did not “know the river” sufficiently well below Fulton to be placed in charge of a packet, this job was not to his taste and he soon took up rafting in which he was a success.  Thomas Dolson also was employed by Diamond Jo Line steamers.”

 

 

Return to Table of Contents – When Rafters Ruled