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February 7, 2005 -- Vol. 5 Issue 6 Written by Jack R. Simpson (unless otherwise noted), owner of J.R. Simpson & Associates, Inc. and contributing editor to "The Waterways Journal." 
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 In This Newsletter:
Quote of the Week
"Quoting one is plagiarism; quoting many is research." A Personal Note From Jack
Why We Need Better Maintenance And Larger Locks There is some growing opinion that says our battle for new locks and better maintenance on the Upper Mississippi and Illinois rivers is based on the wrong premise. Many argue that we need those enlarged facilities and better maintenance because of the need to export grain. Some knowledgeable people say that is not true. They say we need to maintain the waterways infrastructure because the United States population is growing by leaps and bounds, and the demand for transportation is going to leap as well. I have expressed that viewpoint in editorials in "The Waterways Journal" numerous times. It makes sense to me. Further, it is said by some government officials that by 2015 or 2020, the U.S. will not have any grain to export. We will need it all right here at home. Right now we are seeing exports slump because grain is being siphoned off for ethanol plants to mail fuel additives. Yes, it does help farmers. But the bigger need that is predicted for the not too distant future is transportation. The growing population will need all the food it can get; but agricultural products are not the only cargoes moved via waterways. So transportation needs will still grow. There is no way to expand railroads. There is no place to put new rail lines. There is no place to build additional highways to accommodate trucks. The only way to expand rail or truck transportation is to increase the number of units operating on rails or roadways now. Particularly in the case of trucks, this means added pollution and increased dangerous driving conditions, not to speak of a great increase in the use of natural resources. The European Union already has recognized this. A few years back they saw what the population explosion was doing to their countries. Now they promote waterways as a way to pick up the sagging transport system. Another big reason to promote waterways, and the environmentalists will never buy into this because they are stuck on stall, is because waterways are environmentally friendly. We'll never be able to reduce the number of trucks on the highway, but we can slow down the increase. Better waterways with up-to-date locks can handle more traffic. So if the country starts using waterways more frequently, such as they are now working toward with container-on-barge operations, we will be able to enjoy those benefits of preserving natural resources, preventing pollution, driving on safer highway, etc. Keep your eyes out for articles on this subject. We will be seeing them soon, once a few people get their heads out of the sand. Time marches on, and so does the population Komputer Korner  I would like to make a suggestion relating to computer problems. The number of times I have "fixed" my computer by myself or with a few phone calls over the years escapes me. My computer is a Mac. I am in publishing so I prefer it. PCs are better for handling data, I'm told. I also have fewer problems with my Mac than many have with their PCs, and I definitely am not the target of every virus that some sleazy creep dumps on the public as are PCs.
Anyway, the other day I received an SOS from a friend. She was having one of this niggling little problems that sometimes pop up on computers when bits when bits become unexplainably rearranged or you strike the wrong set of keys, etc. The problem had occurred a couple years ago and by trial and error we fixed it. It seems to be that with our nearly 700 computer-using subscribers, there must be more than a few who have knowledge that could be helpful to other subscribers in case of minor emergencies. What is a minor emergency? It's all relative. For me, if my printer driver won't work and I cannot print book proofs or handle orders, it is big time emergency. That doesn't mean that the solution is so terribly difficult. It just means that I don't have the answer. Maybe a friend does. I have tried over the years to accumulate a list of contacts (those who deal with Macs, obviously) whom I can query when I run into problems. Sometimes a single call provides the answer. Sometimes it takes a few. Almost always I peruse my "computer repair" manuals to see if there is an obvious explanation for my trouble. It would seem advantageous for us to include in this weekly letter a section called Komputer Korner, in which people with questions could summarize their problems in condensed form, and we could hope that other users with the same computer types could respond with suggested solutions. A big plus would be that once a responder establishes that he/she may have an answer, it doesn't have to be printed in B&B. We can merely help the needy and the helpful get their heads together. This can already be done on our message board. And everyone out there also knows enough to ask friends for help. And certainly there are message boards operated by computer techies who are willing to supply answers. But this might open up the potential to our own little group for quicker answers. I know I have spent money on occasion getting technical help from a manufacturer at $30 a crack. Sometimes it is worth every bit of that. But other times I get no help at all. In those cases I don't have to pay. So we will try Komputer Korner for a time to see if it is of value. We don't expect it to suddenly blossom into a gigantic section of B&B, and we are not trying to make it so. We are merely trying to help computer users find no-cost answers to some problems that might otherwise require paying for technical support. Newsletter News
Bitts & Bytes will now come to your "e-door" in a nicer HTML format. If your email program cannot accept HTML, the newsletter will automatically come across as text only. You should not have to do anything to keep receiving B&B. If your email program CAN receive HTML format but you wish to receive the newsletter in text-only format anyway (due to a slower connection perhaps), please drop us an email at jacksimpson@littleriverbooks.com to be placed on a text-only subscribers list. Otherwise, you will receive it in the new format. On The Water Front
Still Unanswered Questions in the Case of the Sunken Elizabeth M From where we sit, the Coast Guard is going to have to make some hard decisions in the case of the Elizabeth M sinking and loss of life on January 9 at Montgomery Dam on the Upper Ohio. We have had some feedback during the five-day Coast Guard hearing into the incident. From what we read, it seems to have been determined who, specifically, was at the helm and when. It was reported in the Pittsburgh "Observer-Reporter" that the missing-and-presumed dead Rick Conklin, 40, of Crucible, Pa., was the one who drove the tow out of the lock and headed upstream before the tow "began to drift toward the center of the river." The vessel's master, Capt. George Zappone, also of Crucible, was awakened by the alarm, raced to the pilothouse and took over the helm. Zappone testified earlier in the week that he had captured the barges and was heading upriver when one began to sink. His attorney, Frederick Thieman, said Zappone could not have anticipated that one of the barges would sink or that after breaking free the Elizabeth M would be "pinned to the barges and swept over the dam wall." It was the contention of Campbell Transportation Co.'s attorney, Dennis Watson, that the Elizabeth M was seaworthy and that Capt. Zappone could have refused to make the trip in high-water conditions. He argued that Zappone ignored a company directive to push the barges upriver with assistance from an assigned helper boat [which never arrived]. Watson said, "They can tie off the boat. They can hire a helper boat and do whatever they think is necessary." Zappone had testified Thursday, February 3, that his faxed instructions did not state that he was to wait for an assist boat. He said he understood the instructions to say that the Mv. Richard C would meet up with his boat above the Montgomery Dam. There were several sets of faxed messages in the hours before the vessel sank. One said only, "The Richard C will help." Another (to the captain of the Richard C) said, "At G-town, get in tow with Elizabeth M." Hudson, captain of the Richard C, testified Thursday that he thought the message meant that he should meet Zabbone's boat at Georgetown in Beaver County and help push the six barges. Instead, the Elizabeth M was left alone and did not wait for help, Hudson said. A distress call from the Elizabeth M was heard by Charles Lee Montgomery, captain of the Mv. Rocket, which was more than an hour away downstream when the call came in. He dropped off his tow and began the seven-mile cruise to the dam. Montgomery described for the Coast Guard the conditions he found upon arrival and said he saw two men hanging onto a ladder at the base of the dam. He then pulled his vessel to shore and told the crew that anyone who wanted to leave could get off. Not one of them did. Montgomery then proceeded toward the dam while his crew collected blankets and heated chicken broth on the stove. As the testimony goes, the Rocket got to within 30 feet of the dam, turned his vessel horizontally, and his crew threw life rings to Capt. Zappone and deckhand John Thomas. The Rocket took Zappone and Thomas to shore, where emergency workers were waiting. According to testimony, two other nearby vessels, the Sandy Drake and the Lillian G, also answered the distress call. One of them rescued Jacob Wilds, 26. Wilds is the crewman who almost immediately hired a lawyer to represent him. The family of the missing Conklin is represented by attorney Joseph Moschetta, who said that the 2,200 hp. Elizabeth M was scheduled for engine overhaul this spring. He said Campbell Transportation Co., owner and operator of the sunken boat, was negligent in allowing the vessel to attempt locking through under those conditions, especially when many other boats were tied off because of high water. There has been speculation, basically stirred up by the terminology used by the press, about whether or not Conklin had a license. The press called it provisional. That is incorrect. The Coast Guard does not issue provisional licenses. However, from a legal standpoint, Conklin had a valid pilot's license. It is Campbell's policy to have licensed pilots who join the firm "post" (or learn about) the rivers upon which they will operate. Conklin was in the pilothouse with Scott Stewart, a licensed pilot, in order to learn more about the river. As far as the Coast Guard is concerned, Conklin already had a valid pilot's license. The press reports we've seen do not indicate that the Coast Guard established the time line satisfactorily if at all. From what we have learned, Conklin pushed the six-barge tow out of the lock "on the fly", which means he did not drop the towboat back down behind the tow and to get wired up securely before proceeding out of the lock. The Elizabeth M was on the hip (port side of the barges) when it pushed out of the lock. As we reported earlier in this story, Zappone supposedly had gotten control of the barges and was heading upriver when one began to sink. Back to the time line issue, we know that Zappone was awakened by the alarm and rushed to the pilothouse. Therefore, a serious problem existed before he arrived or the alarm would not have been sounded. This does not contradict his statement. It merely confirms that the tow was in some degree of trouble before he arrived at the pilothouse. Another element that we believe draws speculation is the statement by Wilds that the crew had time to take pictures. The accident took place at 2:30 a.m. or so. From where did the light come to enable picture taking? We must admit that if powerful searchlights were in use and if the dam also had bright lights mounted over it, that would provide some illumination, and a sensitive digital camera could capture the scene. But we know nothing about a searchlight being used (perhaps that would be the usual thing with the tow going through the lock) nor about lights on the locks and dam. Actually the picture-taking is only important as it relates to the state of mind of the deckhands. If they actually did take pictures, could one assume they were not particularly worried? One of the lawyers mentioned the picture issue in his statement. (Editor's note: There has been considerable speculation about Conklin, who early reports said held a provisional pilot's license. The Coast Guard does not issue them.) In charge of the hearing was Lt. Cmdr. Michael Kelly, who agreed Friday (February 4) to enter into evidence Conklin's experience in the military. The "Observer-Reporter" indicated that Conklin's service included "12 years of service operating army watercraft." This information came from a resume provided by his family. Conklin's sister, Kathy Herrold, let it be known that if they are going to say her brother may have been piloting the boat, she wanted them to know that he knew what he was doing. She said she attended the hearing because her brother didn't have a voice. Cmdr. Kelly said he will analyze testimony and evidence and issue a final report on ways to prevent future accidents. The report could include commendations for heroic actions and/or findings of negligence, he said. It was explained that while the hearing was not a trial, lawyers were granted permission to question witnesses and to make closing statements. So again we are left with the only option - that is, to Stay Tuned! Barges Strike Bridges at Vicksburg Again According to Associated Press and Coast Guard reports, for the third time in eight days barges hit both Mississippi River bridges at Vicksburg. It happened on Wednesday, February 2. A witness said he saw 10 or 12 barges in the tow scattered all over the river. A sheriff's office spokesman said that one grain barge sank 100-200 yards down river from Interstate 20 and Old U.S. 80 bridges. Little information is given, except that Warren County Sheriff Martin Pace told the AP that the boat that was pushing the barges is owned by Ingram Barge Co., Paducah, and that it was of the 10,000 hp. Variety. It's Not Just Inflation We mentioned in a recent issue that the Coast Guard had finished its arrangements for homeland security during the Super Bowl game. It is interesting, but understandable, that the cost of protecting the activity in Jacksville, Fla., rose from $500,000 when they first made their pitch in 2000 to 10 times that much. The final figure could be higher. The river gave security a new challenge. To ward off threats, reports the Coast Guard, it sent down divers regularly to check the hulls of five cruise ships that were used as temporary hotels. Powerful speedboats were available to enable officers to pursue anyone who tried to elude the marine patrols. (Television reports showed both Coast Guard and Homeland Security patrol boats in the water.) Among innovations was software that allowed commanders to instantaneously monitor the deployment and location of officers from all 53 agencies involved in the effort. Homeland security is not easy nor cheap. As just one example, a Holland America cruise ship heading to Jacksonville for the Super Bowl was delayed for six hours at Port Canaveral Wednesday(February 2) because a passenger on a previous cruise accidentally brought a gun aboard, according to a report. Our Readers Write
I enlarged that French boat [picture in B&B last week] and wheeee! That pilothouse was made for nobody taller than Pat [my husband]. It is a head knocker for sure! Kathy Questions From Our Readers
Can Anyone Locate This Steamboat-Whistle Poem? A reader from Hickman, Ky., is in search of the poem "Steamboat Whistles on the River". A Google search turned up more information about steamboats and whistles than this newsletter editor has time to extract. Perhaps some of our rivers have the poem in one of their collections. If so, we'd be obliged. Just pass the information along to JackSimpson@littleriverbooks.com. We'll get it to where it belongs. Boat Photo Center
Sometimes certain boats are common sights, and one thinks he has enough pictures of them. Occasionally that is the case with the Delta Queen. On the other hand, sometimes a new set of circumstances comes into play, and then the photographer just has to snap those extra pictures. Here's how Mike Murphy sets the scene for three new Delta Queen pictures he has posted this week in the Photo Center: Here are three pictures of the Delta Queen at St. Paul on September 11, 2004, and here is the story:  "When the Delta Queen comes to St. Paul, she always ties up at the St. Paul 'city front,' known as Lambert Landing. When it's time to head out of town, they always pull away from the landing and paddle away southbound. This time, though, I heard the Delta Queen on the radio talking to Robert Street Bridge, the railroad drawbridge just upstream
from the landing. I perked up my ears and grabbed my camera when I heard that the Delta Queen was going to go upstream through Robert Street Bridge and upstream through Wabasha Bridge and then turn around by Harriet Island before heading out of town southbound. I've never known the Delta Queen to go that far upstream--above Robert Street--and I've been watching the river for a long time.
I wonder if any B&B readers have ever heard of the Delta Queen going above Robert Street Bridge. The Mississippi Queen and American Queen always tie up at Lambert Landing, too, but I think they're both too tall to fit under Robert Street, even with their stacks lowered. Mike The Book Beat
 A Jolt From The Past - And a Special Treat, We Hope
Backing Hard Into River History, by the late James V. Swift, is one of the most readable history books around. It covers a hundred years of river transportation development. Here is a segment of the book (originally appearing in The Waterways Journal) that tells of a disastrous time when a cyclone hit the St. Louis riverfront in 1896 and caused damage hither and yon. Here's how Backing Hard handled the Journal story: AN APPALLING CALAMITY St. Louis and East St. Louis Visited by A Destructive Cyclone WHARFBOATS TORN FROM THEIR MOORINGS Fifteen Steamers Lost-Trains on Cars Over- Turned-Houses Wrecked And Whole Families Buried Beneath The Ruins-Death And Destruction On last Wednesday afternoon, at about 4 o'clock, those who were on the lookout saw a threatening cloud gathering in the southwestern heavens, making its way directly toward the center of the city. From the riverfront we watched its coming closely, and, while noting the peculiar appearance of the clouds overhead, saw that they were nearly motionless. There was a slight wind blowing from the east, wafting another gathering storm from that direction, to meet the one coming from the west. Where will they come together (?) was the question anxiously asked by many. Watercourses are said to attract storms, and St. Louis seemed to be fated to catch the two resistless forces that were approaching each other. The blackish green masses of vapor, charged heavily with electricity, crept steadily on toward the river, and about 5 o'clock it began to rain slightly and the heavens were lighted by a continuous blaze. At 5:05 p.m. the tornado swept down upon the city, striking it a little south of the center, carrying death and destruction in its path. Coming down from the Lafayette Park district, it crossed the river to East St. Louis, leveling houses wherever it went and sweeping away a portion of the eastern approach of the Eads Bridge. Its path was wide and it moved directly up the river, striking the western bank and playing havoc with the wharfboats and steamers that were moored on the western shore of the Mississippi. Then there was a lull for about five minutes, the sky was lighted by a peculiarly lurid hue, and the great monster, seeming to have gathered new force, swept unresistingly onward, wrenching wharfboats and steamers from their moorings, sending them adrift or tearing them to pieces in its fury, and whirling many of them to the deep, storm-tossed river. AS WE SAW IT From THE WATERWAYS JOURNAL office we saw the top of the Diamond Jo Line's wharfboat torn away in the first dash of the cyclone, and when the second one came the great boat was wrested from its fastenings and went floating helplessly down the stream. The boats that were at the bank above the bridge came floating down under the arches, and some of them were quickly wrecked by striking the bridge piers. First came the Libbie Conger through the bridge, and then the J. J. Odil, both being dashed against the piers, the cabin of the Odil going into splinters. Then came the harborboat and the City of Quincy, both together, former having steam up and all the crew on board. Both of the harborboat's chimneys, and the pilot-house and wheel, were torn away by the wind. The City of Quincy sunk under the wheel of the harborboat, rendering her helpless. And next came the Bald Eagle, torn into splinters by the terrific storm, and the bridge finished the work. At her side was the Dolphin No. 2, which struck a pier of the bridge, then floated down and sank, turning bottom side up in the middle of the river at the foot of Olive street. As the boat struck, some of the crew, among whom was the chambermaid, crawled on to a projection of the pier and clung to it till they were rescued by a tug. She was a new boat, valued at $30,000. 
This is only one of a number of cyclone-aftermath pictures included in the book. Picture courtesy of The Missouri Historical Society.
The Anchor Line Company suffered severely. Their wharfboat was not torn away, but was lifted on the levee. The City of Monroe was at the wharf, ready to depart for New Orleans, when the storm came. About 40 or 50 passengers were on board, and many of their friends were present to see them off when the cyclone struck. Very naturally a panic ensued, but through the coolness of Clerk Archie Woods and the courageous actions of Engineers James Haughey and A. B. De Witt, who remained at their posts, it was soon quieted and all were saved without injury, with the exception of one lady, who was slightly hurt. The cabin of the boat was wrecked and she drifted to the East St. Louis shore, where she was secured, a few blocks below her starting point. At the foot of Chouteau avenue lay two of the company's fine steamers-the City of Cairo and the Arkansas City. The latter drifted down to Carondelet and the former crossed to the east side. Both are total wrecks. Neither of them were in commission, and consequently there were but few persons on board. The Libbie Conger was above the bridge. She went down sidewise and missed the piers, floating on down the stream, stripped of her tops, and sank near Carondelet. The harbor-boat struck the dumpboat and was thus kept from striking a pier. It passed through under the bridge and was driven down the stream. Both of her chimneys were blown off. Among the many boats above the bridge was the Bald Eagle. When she broke from her moorings she struck the middle pier of the bridge, and all the crew, excepting the watchman, climbed on to a projection of the pier and were saved by ropes lowered from the bridge. The boat floated on down and sank. The Belle of Calhoun was lying at the Tennessee River wharfboat at the foot of Locust street, and when the cyclone twisted its way up stream she broke and drifted down to the head of Arsenal Island, where she sank. The Schwartz Bros. will have her raised. List of boats that will prove a total loss:
KILLED Morris Fischer of Hardin, Ill., passenger on Odil. Mrs. Gower of De Shirley's Landing, Ill. Sim Woods, clerk of Odil. Watchman on board Dolphin No. 2, name unknown. A White Woman, chambermaid on Odil. Second Cook on Odil. ESTIMATED LOSSES Wiggins Ferry Company, $65,000. Huse & Loomis Ice and Transportation Co., $10,000. Eagle Packet Company, $10,000. Schwartz Bros. sustained very heavy losses, the Bald Eagle being a total loss. The damage will reach $45,000. Capts. Seaman and Jones will suffer $5000 loss for the Libbie Conger. The City of Quincy, owned by the Ames Brothers; total loss, $6,000. Owners of the Dolphin No. 2, $30,000. Diamond Jo Line, $25,000. Owners of J. J. Odil, $10,000; insured for $7,000. The Anchor Line Company's loss is estimated at $40,000. The St. Louis and Mississippi Valley Transportation Company estimate their loss at $100,000. The Columbia Excursion Company's loss is placed at $30,000. The damage to the harborboat will reach $1500. Com. Wm. Zink, owner of pleasure boat Austria, $3000. NOTES OF THE DISASTER.
The flagpole had a very short life. It was broken in several places. The hull of the Harvester is all right, but her entire cabin was carried away. The Polar Wave lost her pilot-house in the cyclone, leaving the pilot exposed to the storm's fury. She raised steam Thursday to receive some Huse-Loomis property. The City of Vicksburg and City of Providence are both down at the ways, and the latter was pulled out yesterday. She will be ready for business in two weeks. The City of Vicksburg was very badly damaged, and it will be some time before she will be in the excursion business. The ferryboat Alonzo Church and the Henry Lourey were the only boats that came out without a scratch. The Church was just making a crossing when the cyclone came, and it carried her up the river and whirled her around; but she met with no obstructions. The wagon and horses which were on the Diamond Jo wharf when the storm came are still there, and the horses are alive. To Capt. Jim Boland, master of the Pittsburg, is due that no lives were lost. He was cool and collected throughout, and remained at his post of duty. The Pittsburg's cabin, from the boiler deck up, was cut off as clean as could be. Capt. I. P. Lusk, A. W. Dawley, Wm. Albeitz, N. P. Nelson and the young lady typewriter (sic) had experiences that they will never forget. They were nearly all carried bodily from the Diamond Jo wharfboat to the steamer Pittsburg by the forces of the wind. Capt. Lusk and Mr. Nelson rendered splendid service in the work of rescue. The Pittsburg and wharfboat went down the river together. It was reported that Capt. C. B. Zeigler of the City of Monroe was missing, and probably lost. To his many friends we are pleased to announce that he is alive and well with his boat at present. He was seen to go ashore before the worst of the storm came. Capt. Tom Peniston [sic] and his crew were on the Eagle wharfboat when she broke loose. They had an exciting ride down the river in the hold of the boat as far as Arsenal Island, when the river pirates got in their work, charging $1 each to take them ashore. A ferryboat drifted down as far as Twin Hollow, five miles below Jefferson Barracks, before she sank. Dave Welsh of the harborboat was seriously injured. The Diamond Jo Line have located their office temporarily in THE WATERWAYS JOURNAL Building. We had just arranged with Com. Zink, owner of the handsome pleasure yacht Austria, to take out a party of Cincinnatians, headed by Wharfmaster Schmidt, during the Republican Convention, but she was lost in the cyclone. Capt. A. P. Seaman, master of the Libbie Conger, will have another boat in a few days for the Missouri River. Capt. Seaman, with his wife and child, narrowly escaped drowning, going as far as the head of Arsenal Island with her, where she sank. Much sorrow is expressed by the many friends of Capt. Sim Woods, the efficient and gentlemanly clerk of the steamer J. J. Odil, who met death in the terrible storm. Everybody liked the genial officer. The most fortunate of the steamboat lines was the St. Louis & Tennessee River Packet Company, the damage sustained being very light. Their boats had all departed, and the wharfboat where they landed was owned by the Eagle Packet Company. Outside of the rough ride down the river on the wharfboat by Capt. John E. Massengale, Capt. Wm. Penniston [sic], Capt. Keiflein and Miss C. Daley, all on board escaped unhurt. George Simon, second clerk of the Odil, had an exciting time. He was knocked off the boat when she floated against the bridge. He caught some wreckage and floated down the river to Carondelet, where he was rescued. The Louis Houck was backing out when the storm came up. Capt. Rentfro was at the wheel. He retained his presence of mind and stayed at his post. The pilot house was torn from over his head. His partner, Joe Gibbons, pulled a man out of the river. Much sympathy is expressed at the loss of the Dolphin No. 2 and the Libbie Conger (no insurance), as the companies who owned these steamers were almost impoverished by the loss. Ferryboats and tugs were lifted bodily out of the river and thrown high and dry on shore. Capt. Seaman and Charles Botsai of the steamer Libbie Conger, went down the river in a skiff to look for their boat. No one knows what became of her. The Cyclone on the River. The terrific storm that struck St. Louis on the afternoon of the 27th inst. [sic] was very disastrous to river interests. Twenty-four steamers were lost or badly disabled. Fifteen will prove a total loss. As the vessels were torn from their moorings, and went floating away, many of them to sink in the troubled waters, it seemed inevitable that many lives would be sacrificed, but as far as we can ascertain, there were only six fatalities on the river-five of them on board the steamer J. J. Odil and one on the Dolphin No. 2. There may have been others, but up to the time of our going to press we had not heard of them. At this writing it is difficult to form an estimate of the money loss to the steamboat owners, as only one boat, the J. J. Odil, carried cyclone insurance, but it must be between $500,000 and $1,000,000. The Belle of Calhoun The new steamer Belle of Calhoun, not yet a year old, lies at the bottom of the Mississippi River, at the head of Arsenal Island, a victim of the terrible cyclone that visited this city last Wednesday. The Schwartz Bros., owners of the handsome craft, say she will be raised as soon as possible and put in running order for the accommodation of their up-river customers. Last Sunday the Belle, under command of that prince of good fellows, Capt. Ed Young, carried an excursion party to Gilead Slough, Illinois, 73 miles up the river. A select party of gentlemen, who were out for a day's hunting and fishing, were on board, and Capt. Young, who knows every foot of the country on both banks of the mighty river, guided them safely to the best hunting grounds and to the waters where the finny tribe "most do congregate." If the gentlemen caught no fish or bagged no game, it was not the fault of the commander of the Belle. But we will venture the assertion that the disciples of Nimrod and Isaac Walton came home well supplied with the table delicacies that skilled huntsmen and fishermen can capture in forests, fields and rivers. The Belle of Calhoun was managed in a masterly manner by the experienced commander, and made the journey of 73 miles up stream, against the strong current of a rising river, in nine hours and a half; and the down trip was made in five hours. Thus it will be seen that the swiftly gliding home built steamer made the round trip of 146 miles in 14 hours and 30 minutes. Good for Capt. Young. Readers who do not have this colorful account of the cyclone in St. Louis or a copy of "Backing Hard Into River History" in their library, here is a link to it. The very good news is that this book, released at $29.95, is available to you on our website for 
$20 plus S&H. It's a keeper.
Receive a FREE copy of the video At The Water's Edge: Majestic Riverboats with each special offer book purchased (while supplies last)! No additional shipping! For Those Inclined To Pray
Join our Prayer Circle so that you can tap into the prayerful support of the circle members. At this mailing we have 24 members representing eight states. Membership and prayer requests are open to everyone. The activity of the Prayer Circle is confined totally outside of our weekly newsletter, with the exception of this portion All arrangements must go through jacksimpson@littleriverbooks.com. To learn about the prayer circle click here. Tow Talkin'
 February 7, 2005
By Kathy Flippo Whenever I go "up town" I always take a side trip to the river to see what I can see. "Up town" because whenever I leave South Clinton I have to go under one of two viaducts to get to the north side of the railroad tracks. Thursday, February 3, was an eye opener! And what to my wondering eyes should appear than towboat tracks in the ice! Sure enough, there was... to continue reading this column, click here. See you on the Web, Jack Little River Books jacksimpson@littleriverbooks.com Don't forget to visit our website!  |
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