The letter from Washington arrived in the winter of 1832, and it ordered Henry Miller Shreve to do the thing that most men on the river considered impossible. The Secretary of War, Lewis Cass, wanted the Great Raft destroyed. Not mapped around, not navigated through, not endured. Destroyed.
A solid mass of fallen timber that choked the Red River for somewhere between 130 and 150 miles. A single, continuous wall of jammed wood so old that its first sections had been forming since around the year 1000. And Shreve, a boat captain who had spent his life on these rivers, was told to take his strange double-hulled snagboats up that river and pull the whole thing out. He had been doing exactly this kind of work for years by then, on a smaller scale, and it had made him the most important man on the Mississippi that almost nobody outside the river had heard of.
The problem he had spent his career solving was not the dramatic one. When people think of early steamboating, they think of boilers exploding, of fire, of the current. Shreve knew the real enemy. A snag is a tree that has fallen into the river and gotten stuck.
When a big tree on the bank gets undercut by the current and topples in, the root ball is heavy, so it sinks and digs into the mud of the riverbed. The trunk points downstream and slightly up toward the surface, held there by the water pushing on it. A hard, waterlogged, immovable point of oak or cottonwood angled just under the surface, aimed straight at the hull of anything coming down the river. The men on the water had names for the different kinds.
A snag jammed solid and standing was a planter. A snag that bobbed up and down with the current, showing itself for a second and then vanishing under the brown water, was a sawyer, because it sawed up and down. The sawyer was the one that scared them most. You might see it, and then not see it, and by the time you saw it again, it was through your hull.
The hulls were thin. These were shallow boats built light to ride high on a shallow river, wooden bottoms not much heavier than they had to be. A snag went into the bottom of a loaded steamboat like a knife going into a drum, and the river came in behind it. A boat that had been steaming along fully loaded a minute ago was on the bottom in the time it takes to tell it.
Sometimes there was time to run her around and save the people. Very often there was not. The numbers were worse than anyone who did not work the river realized. Snags were responsible for close to three-fifths of all steamboat accidents on the western rivers up to 1849.
The clear majority. In the state of Arkansas alone, of 190 documented steamboat wrecks, 96 were killed by snags, more than fire, boiler explosions, running aground, and collisions all put together. The average working life of a Mississippi steamboat in that era was about four to five years. You built a boat, put an enormous amount of money into it, and the river simply ate it inside half a decade.
The boats were not wearing out. They were being killed. And this mattered to the whole country. In the 1820s and 1830s, the western rivers were not scenery.
They were the highway. Before the railroad spread, if you grew cotton in the deep South or corn in the Ohio Valley, the way it got to market was on a steamboat going down a river. Steamboat disasters in the first half of the 1800s killed something on the order of 4,000 people. The river was a nation’s main road, and the road was killing its own traffic.
Nobody had any real idea what to do about it. You could not see the snags. You could not drain the river. You could not tell every captain to just be careful, because careful does not help against a thing you cannot see until it is already inside your boat.
For years, the answer was basically prayer and good luck. And good luck kept running out. Then Shreve looked at the whole problem sideways. Born in 1785, he had spent his life on the rivers as a boat captain and a trader.
He knew the Mississippi the way you know a road you have driven 10,000 times, which meant he knew exactly where the snags were and exactly what they did, because he had spent years steering around them and watching other men fail to. On the 1st of December 1826, the government gave him the title of Superintendent of Western River Improvements. They made him the man responsible for fixing the rivers, and the rivers were mostly unfixable, and everybody knew it. Shreve had been turning an idea over in his head since around 1821.
Everyone had been thinking about snags as obstacles to steer around. Shreve started thinking about them as an enemy to attack. What if you did not avoid the tree? What if you went out and hunted it and hauled it up onto the deck for good, so it could never kill anyone again?
To do that, you would need a machine that did not exist. So he designed one. He completed the first one in August of 1829 and named it the Heliopolis. Start with the problem.
A single steamboat hull is too narrow and too tippy to wrestle a sixty-ton tree up out of a riverbed. It would roll right over. So Shreve took two steamboat hulls, each about 125 feet long, and bolted them together side by side permanently, joined at the bow and joined at the stern. Instead of one narrow, unstable boat, he had one wide, rigid, immensely strong platform that would not roll no matter what you hung off the front of it.
Across the front, in the gap between the two bows, he mounted a heavy iron beam. That beam was the weapon. You would line the boat up on a snag and run the engine up and drive the whole machine full steam straight at the tree. The iron beam caught the snag, and the momentum of the entire double-hulled boat behind it did the work.
Either it snapped the tree off clean below the water line, or it wrenched the root ball loose from the mud that had been holding it for years. Once the tree was loose, the second half of the machine took over. Shreve had geared the steam engine not just to the paddle wheels, but to a lifting rig, a windlass, a great iron winch, a set of chains, and a lever arm at the bow. The same engine that pushed the boat forward could be thrown into hauling, and it would drag that loosened tree up off the riverbed and lift it into the gap between the two hulls, where the crew waited with saws to cut it into pieces.
The good wood got burned in the boiler as fuel. The rest got dumped on the bank or sunk in a deep hole off to the side, where it could never drift back into the channel. He had taken the exact thing that was killing the boats, a heavy tree and a strong current, and built a boat that used its own weight and its own engine to turn that around and rip the tree out. A job that would take a work crew with ropes and hand tools the better part of a day, the Heliopolis could do in under 45 minutes.
There is a congressional report from the early days that describes a single snag the Heliopolis pulled up. One tree that held 1,600 cubic feet of timber and could not have weighed less than 60 tons. That machine reached down into the river and lifted all of it off the bottom in a single haul, and then it went and found the next one. One account credits the Heliopolis with raising a tree 160 feet long in that first year.
A tree taller than a fifteen-story building, hauled up out of the Mississippi by a boat. The men who watched these boats work gave them a nickname that stuck for the rest of the century. They called them Uncle Sam’s tooth pullers. That is exactly what it looked like.
The government’s strange twin boat would clamp onto a rotten old tree stuck deep in the riverbed and haul it, roots and all, straight up out of the mud, the way a dentist pulls a bad tooth. The whole Mississippi as a mouthful of hidden broken teeth, and a machine going down it methodically pulling every one. The proof came fast, and it came at the worst place on the river. There was a stretch of the Mississippi called Plum Point, a sharp bend where the current dumped snag after snag into a dense underwater thicket.
It was called by some the most dangerous place on the whole river. Shreve took the Heliopolis there in 1829. He wrote afterward in his own report that in eleven hours, “that whole forest of formidable snags was effectually removed. ” A place that had been swallowing boats for a generation, cleared out in eleven hours by one machine.
By 1830, one year of these boats working the Mississippi, navigation had improved so much that only a single flatboat was lost to a snag in that entire year, on stretches that used to take boats regularly. By the end of 1830, the age-old drowned forests had vanished from the Mississippi. A danger that had been a permanent fact of life on the river, older than the country itself, was pulled out of the riverbed inside a couple of years by a handful of ugly double boats. And Shreve did not stop at pulling the trees that were already down.
He understood that the river would just make more of them, because the current was constantly undercutting the banks and toppling fresh trees into the water. Through the 1830s, his crews also went along the banks of the Mississippi and the Ohio, cutting back the big trees that leaned out over the water, the ones most likely to fall in and become next year’s killers. Nobody ever kept a clean running tally of every single tree these boats pulled out of the water. But the real number ran into the thousands upon thousands across all the rivers.
The truest measure of the work was never a count of trees at all. It is what stopped happening. Boats stopped sinking. A river that killed a boat every few weeks went quiet.
Now Shreve was being sent to the Red River, to face the largest single obstacle any of these boats had ever encountered. The Great Raft was not a raft anyone built. It was a natural log jam, and calling it a log jam badly undersells it. It was a solid mass of fallen timber, logs stacked dozens of feet down into the water, so dense that soil had built up on top of it and plants and full-grown trees were growing on the surface of the jam.
In places you could stand on the river and not know there was water beneath you at all. It had backed up the water and drowned the surrounding land into a whole chain of lakes that still exist today, the Great Raft lakes, Caddo and Cross and Bisteneau, and the others. It is not a simple story of progress with no cost. That drowned, flooded land created by the raft had been home and livelihood to the Caddo people for a very long time.
The flooding left behind rich open ground where they farmed, and the lakes and the raft were part of a way of life they depended on. When the raft came out and the water dropped, that world changed, and it changed against them. The river got opened for cotton boats and steamboats and new towns, and the people who had lived with the old river were pushed aside by the same clearing that the boat captains celebrated. Both of those things are true at once.
Shreve started on the 11th of April 1833 with two snagboats, two supply boats, and 160 workmen. They rammed and cut and hauled section by section, mile by mile, pulling the timber out and dragging it clear and moving the front of the work a little further upriver each season. It was brutal, feverish, dangerous work in a hot, snake-ridden, disease-ridden river valley. By the summer of that first year, they had cleared more than 60 miles of it.
By the 1st of May 1838, after years of grinding forward, fighting the funding running out and the wood trying to jam back in behind them, navigation through the entire length of the Great Raft was finally considered safe. It had cost around $300,000, a staggering sum then, and it had taken the better part of six years. At the foot of the raft, where his crews based their operation on the Red River, a settlement grew up. In 1836, a group of businessmen formed a company to build a town there, and they named it after the man who had opened the river.
Shreveport. To this day there is a city of roughly 180,000 people named after a boat captain, named after him not for winning a battle or writing a law, but for pulling a 150-mile log jam out of a river with machines he invented himself. But the river was not done. A log jam that takes centuries to build does not just accept defeat.
As soon as the government money dried up and the maintenance stopped, the Red River started doing again exactly what it had always done. Trees kept falling in. The current kept pushing them together. Within a year of Shreve finishing, a new raft had begun to form.
Over the next thirty years, with the country distracted and then torn apart by the Civil War, the Great Raft quietly grew back. Everything Shreve’s men had bled for was slowly swallowed by wood again. It had to be done a second time. After the war, in 1872, Congress finally put up $170,000 to finish the Great Raft for good.
The job fell to a young army engineer named Lieutenant Eugene Woodruff. He started work in January of 1873. By then the tools had changed. Ramming and winching, Shreve’s methods, were not going to be enough this time.
Woodruff brought in explosives. After blasting powder and ordinary dynamite proved too weak against the packed old timber, he turned to nitroglycerin. The nitroglycerin worked. Tree by tree, blast by blast, he tore the last of the raft apart.
On the 27th of November 1873, the final entanglement was pulled out, and the Red River ran open along its whole length for the first time in the recorded history of anyone living. A week later, on the 7th of December, a boat brought cotton down the newly opened river to Shreveport, the first time cargo had ever made that run. Woodruff did not get to see much of it. That river valley was full of yellow fever, and the epidemic that swept through Shreveport that year was vicious.
Eugene Woodruff caught it and died on the 30th of September 1873, two months before the raft he had spent the year destroying was finally gone. He was a young man doing a hard, unglamorous government job in a dangerous place, and he gave his life to it. His brother had to come and finish the work he left. The work never really ended, because the rivers never really stop.
As long as trees grow on riverbanks, trees will fall in. And as long as boats run those rivers, somebody has to go pull the trees back out. The snagboat did not disappear when Shreve did. It became a permanent institution.
The Army Corps of Engineers kept building and running snagboats for well over a century after the Heliopolis, quietly every year, keeping the channels open while the country steamed past on top of them without a thought. There is a snagboat called the Montgomery, built in 1925, a steam-powered sternwheeler that the Corps of Engineers ran on seven different southern rivers, the Alabama, the Tombigbee, the Coosa, the Chattahoochee, and others, pulling snags and clearing debris the same essential way Shreve’s boats did, just with newer machinery. She worked from 1926 all the way to 1982. A boat doing Shreve’s job, the drowned tree job, was still working when people were driving cars and watching color television.
The Montgomery was made a national historic landmark in 1989. Today she sits on the bank of the Tennessee-Tombigbee Waterway at Pickensville, Alabama, as a museum you can walk through. She is one of only two steam-powered sternwheel snagboats left in the entire country. Two, out of a fleet that quietly kept the rivers of America open for 150 years.
When you picture the great age of the Mississippi steamboat, the calliope music and the paddle wheels and the gamblers and the cotton, you are picturing a river that had been made safe by a machine nobody puts in the picture. That romance was only possible because an ugly, twin-hulled, purpose-built boat had gone down the river ahead of all of it and pulled the killers out of the water one at a time. The snagboat is not in the paintings. It is not in the songs.
Almost nobody has heard of Henry Shreve unless they happen to live in the city named after him. And even fewer have heard of Eugene Woodruff, who died finishing the job. But the reason the rivers ran, the reason the trade moved, the reason a boat could go from Pittsburgh to New Orleans and expect to arrive, is that somebody decided the smart move was to stop steering carefully around the trees and go out and pull every last one of them up out of the river. Somewhere ahead of the grand old paintings, out of the frame, there is a squat, strange double machine grinding along, its iron beam dripping, hauling a sixty-ton tree up out of the dark water so that the beautiful boat behind it can pass.
That was the deal America made with its rivers. Somebody had to pull the drowned forest out first. And they did.
Thousands upon thousands of trees, until the most dangerous road in the country was finally clear.
