necessary, a space for our tents. In less than ten minutes our three lodges would be pitched, each with such a blaze in front as virtually imparted a new sense of enjoyment to all the young campaigners, while through the crackling flames might be seen the requisite number of pots and kettles for our supper. Our beds were next laid, consisting of an oilcloth spread on the bare earth, with three blankets and a pillow, and, when occasion demanded, with cloaks and great-coats at discretion; and whether the wind howled or rain poured, our pavilions of canvas formed a safe barrier against the weather. While part of our crews, comprising all the landsmen, were doing duty as stokers, and cooks, and architects, and chambermaids, the more experienced voyageurs, after unloading the canoes, had drawn them on the beach with their bottoms upwards, to inspect, and, if needful, to renovate the stitching and the gumming; and as the little vessels were made to incline on one side to windward, each with a roaring fire to leeward, the crews, every man in his own single blanket, managed to set wind, and rain, and cold at defiance, almost as effectually as ourselves. Weather permitting, our slumbers would be broken about one in the morning by the cry of "Leve! leve! leve!" In five minutes, woe to the inmates that were slow in dressing, the tents were tumbling about our ears; and within half an hour the camp would be raised, the canoes laden, and the paddles keeping time to some merry old song. About eight o'clock, a convenient place would be selected for breakfast, about three-quarters of an hour being allotted for the multifarious operations of unpacking and repacking the equipage, laying and removing the cloth, boiling and frying, eating and drinking; and, while the preliminaries were arranging, the hardier among us would wash and shave, each person carrying soap and towel in his pocket, and finding a mirror in the same sandy or rocky basin that held the water. About two in the afternoon we usually put ashore for dinner; and as this meal needed no fire, or at least got none, it was not allowed to occupy more than twenty minutes or half an hour. Such was the routine of our journey, the day, generally speaking, being divided into six hours of rest and eighteen of labor. This almost incredible toil the voyageurs bore without a murmur, and, almost invariably, with such an hilarity of spirit as few other men could sustain for a single forenoon. But the quality of the work, even more decidedly than the quantity, requires operatives of iron mould. In smooth water the paddle is plied with twice the rapidity of the oar, taxing both arms and lungs to the utmost extent; amid shallows the canoe is literally dragged by the men wading to their knees or to their loins, while each poor fellow, after replacing his drier half in his seat, laughingly shakes the heaviest of the wet from his legs over the gunwale, before he again gives them an inside berth; in rapids, the towing line has to be hauled along over rocks and stumps, through swamps and thickets, excepting that when the ground is utterly impracticable, poles are substituted, and occasionally, also, the bushes on the shore. Again on the portages, where the breaks are of all imaginable kinds and degrees of badness, the canoes and their cargoes are never carried across in less than two or three trips, the little vessels alone monopolizing, on the first turn, the more expert half of their respective crews. Of the baggage, each man has to carry at least two pieces, estimated at a hundred and eighty pounds avoirdupois, which he suspends in slings of leather placed across the forehead, so that he has his hands free to clear the way among the branches of the standing trees, and over the prostrate trunks. But, in addition to the separate labors of the land and the water, the poor fellows have to endure a combination of both sorts of hardship at least three or four times every day. The canoes can seldom approach near enough to enable the passengers to step ashore from the gunwale; and no sooner is a halt made than the men are in the water to ferry us to dry ground on their backs. In this unique part of their duty they seem to take pride; and a little fellow often tries to get possession of the heaviest customer in the party, considerably exceeding, as has often been the case in my experience, the standard aforesaid, of two pieces of baggage. Sir George Simpson, in his testimony before the select Committee of Parliament in 1857, says he had passed over the route from Fort William or Grand Portage to Winnipeg forty times. These trips were made in the manner related in Mr. Hopkins' description. Longfellow's "Song of Hiawatha," in its seventh canto, describes the materials of which the birch canoe is constructed; and the illustrated edition of this poem issued in 1891 by Houghton, Mifflin & Co. has a good photogravure of the process of its building by Indians in the forest. THE COMMERCE OF CIVILIZATION. The concluding part of this paper will be devoted to Commerce in Minnesota, on the Mississippi river and its tributaries, to the year 1862, and will contain all that I have been able to gather from all sources, including the files of newspapers of Galena, Ill., the Wisconsin Historical Society's files, and the files of the Minnesota Historical Society; to which I have added my own personal recollections of the history. Scharf's "History of St. Louis City and County," and Capt. E. W. Gould's "History of River Navigation," contain a great number of incidents relating to the early days on the Mississippi. But I must say that I was very much disappointed in my expectation of finding data that would be of service in my work among the files of newspapers and other printed authority; there is very little. The keel-boat service is almost entirely confined to transportation of troops and supplies for the fort; and the Indian Agent, Major Forsyth, gives us (in this Society's Historical Collections, volume 3, pages 139-167) his journal of his voyage from St. Louis to St. Peter's in 1819. Soon thereafter comes the age of steam. ARRIVALS OF STEAMBOATS AT FORT SNELLING, 1823-1839. For the purpose of making the list of steamboat arrivals as full and complete as possible at this time, I am induced to copy from the Minnesota Historical Collections, volume 2. In its pages 102-142, Rev. E. D. Neill, in his "Occurrences in and around Fort Snelling, from 1819 to 1840," gives the following names and dates of steamboat arrivals at that place, which I have here collected together from his narrative: 1823-1826. Steamboat Virginia, Capt. Crawford, May 10th, 1823. She was one hundred and eighteen feet long and twenty-two feet wide. She was received with a salute from the fort. Among her passengers were Major Biddle, Lieut. Russell, Taliaferro, the Indian Agent, and Beltrami, an Italian refugee. The steamboat Rufus Putnam, Capt. David G. Bates in command, reached the fort April 5th, 1825. Four weeks later she made a second trip with goods for the Columbia Fur Company, and proceeded to Land's End, their trading post on the Minnesota river. The following is a list of the steamboats that had arrived at Fort Snelling up to May 26th, 1826, the exact dates being known for only three:* The steamboat Warrior, built and commanded by Capt. Throckmorton, arrived June 24th with supplies and a pleasure party. Among *Note.-There are evidently mistakes in this list of arrivals before May 26th, 1826. The Red Rover made her appearance in the Galena trade in 1830, commanded by Capt. Joseph Throckmorton. He also built the Warrior in 1832, and was in command and participated in the Battle of Bad Axe in that year. The steamboat Josephine, Capt. J. Clark, was in the Galena and St. Louis trade in 1829. Steamboat Missouri Fulton; Capt. Culver was captain of this boat in 1828. the passengers were Capt. Day and Lieut. Beech, of the army, Catlin, the artist, and wife, General George W. Jones, J. Farnsworth, Mrs. Felix St. Vrain, Misses Farnsworth, Crow, Johnson, and others. On July 16th the Warrior again arrived at the fort. 1836. The Missouri Fulton arrived on May 8th. [Mr. Neill does not give the name of her captain. I venture to add the name of Capt. Orren Smith. He commanded her for a time.] Steamboat Frontier, Capt. D. S. Harris, May 29th. Steamboat Palmyra, Capt. Cole, June 1st, with some thirty ladies and gentlemen passengers, a pleasure party. Steamboat St. Peter's, Capt. J. Throckmorton, July 2d. Among the passengers were Nicollet, coming to begin his exploration of the Northwest, and several ladies from St. Louis on a pleasure tour. On October 9th, a small steamboat arrived with stores for the Government. 1837. The steamboat Rolla arrived November 10th, bringing back the Sioux delegation who had visited Washington and made a treaty there Sep. tember 29th, by which the valley of the St. Croix was opened to white immigration. 1838. Steamboat Burlington, Capt. J. Throckmorton, May 25th; and again June 13th. Steamboat Brazil, Capt. Orren Smith, June 15th, two boats being at the fort at the same time. The Burlington made three trips this season. The steamboat Ariel arrived June 20th. The steamboat Burlington completed her third trip on June 28th, bringing 146 troops. The steamboat Palmyra, Capt. Middleton, arrived July 15th, with official notice of the ratification of the Sioux treaty,—bringing also machinery for the St. Croix mill, and a millwright, Calvin Tuttle, with other men, to build it. 5th. Steamboat Ariel, August 27th, and again September 29th. 1839. Steamboat Ariel, Capt. Lyon, April 14th. Steamboat Gipsy, Capt. Grey, May 2nd. Steamboat Fayette, May 11th. Steamboat Glaucus, Capt. G. W. Atchison, May 21st, and again June Steamboat Pennsylvania, Capt. Stone, June 1st. The steamboat Ariel arrived June 6th; and also made three later trips, arriving June 26th, July 17th, and August 15th. Steamboat Knickerbocker, June 25th. Steamboat Malta, Capt. J. Throckmorton, July 22d. The steamboat Pike, with soldiers, arrived September 9th and again September 17th. There is no authority given for this record; but the annals were prepared by Rev. E. D. Neill, and he must have had some authority for the record. I personally became well acquainted with nearly all the captains above named, and with all the boats from the summer of 1839. Major Taliaferro resigned his office in January, 1840; and I presume the above record is from his papers. RECORDS FROM GALENA NEWSPAPERS, 1828-1848. The Miners' Journal of Galena, in 1828, mentions the following steamboats: Indiana, Capt. Fay; Red Rover, Capt. J. Throckmorton; Josephine, Capt. Clark; and Missouri Fulton, Capt. Culver. In 1829 it mentions the Josephine, Capt. Clark; Red Rover, Capt. Throckmorton; and the Galena, Capt. David G. Bates. One steamboat was advertised for Fort Snelling, the Lady Washington, Capt. Shellcross. The editor apparently did not think it worth while to notice the arrivals of boats, as everyone knew well of their arrival. The paper was a weekly, and it did not appear necessary to mention them. Its publication was suspended during the Black Hawk war. The Galena Advertiser, in the fall of 1835, noticed the close of navigation as occurring on November 7th; and said that the Warrior and Galena had left for Pittsburgh. From this newspaper, chiefly, I have obtained the following imperfect records for the next twelve years: 1836. The Advertiser mentions the opening of navigation April 9th, and says that the steamboat Olive Branch, Capt. Strother, the Wisconsin, Capt. Flaherty, the Dubuque, Cavalier, Warrior, and Galena, had left for St. Louis. The Missouri Fulton, Capt. O. Smith, and the new steamboat Frontier, Capt. D. S. Harris, one of the boats built by D. S. & R. S. Harris, gave an excursion trip to the people of Galena and Dubuque. 1837. The steamboat Smelter, Capt. D. S. Harris, with R. S. Harris, engineer, was one of the first boats built with state rooms for the upper Mississippi river. She was advertised for St. Peter's about June 1st; the Pavillion, Capt. Lafferty, about the 20th; the Burlington, for June 17th; and the Irene, Rolla, and Fulton, later. The Rolla was mentioned as being in Ga |