Yeakle, M. M. The City of Saint Louis of To-day: Its Progress and Prospects. Truth in Homely Words and Facts in Faithful Figures . St. Louis: J. Osmun Yeakle and Co, 1889. [format: book], [genre: history; narrative; report]. Permission: St. Louis Mercantile Library
Persistent link to this document: http://lincoln.lib.niu.edu/file.php?file=yeakle.html

The averments of the caption are not novel, but refer to a practical work and its grand results. They suggest a theme, than which few could be as big with importance or money value. They recall the priceless utility of the Mississippi prior to the building of railroads, and the falling away of its use since the construction of those swift and direct means of transit — the railroads — which carry the freight and passengers of great districts of country many times the traveling population and tonnage of forty years ago. But, the river remains; the same mighty flood continues to flow, and is still capable of carrying the commerce of a continent! Shall this magnificent stream — the

match of which the globe does not furnish — traversing a country so rich in resources of wealth, beauty, and rational enjoyment as alone could make life worth living — lapse into a water-shed, mainly? Or, shall it be utilized as the cheapest outlet for the farm products and the manufactures of the great valley, seeking a European, or Spanish American market? The answer loudly comes — "Use it! Restore the prestige of the Mississippi; bring back the former days of the river's ‘glory,’ only with brighter effulgence!"

Not all the old boatmen, nor the thoughtful men, allow of despondency, but see that "the coming event casts its shadow before," when the King of Rivers shall resume his sceptre! It is asked by the doubting, "when will that great event come?" It will come when the Mississippi River Commission — of able and scientific engineers — have finished their work from the Missouri's mouth toward the Gulf, or even sooner, when direct trade shall be opened with Spanish America. But, it will flow in a mighty stream when an Isthmus route for ships is accomplished. Then, from all Pacific Ocean countries — including Asia — will come that commerce which, before the Christian Era, enriched Tyre and Alexandria. And, centuries after its commencement, gave great opulence to Venice, Lisbon and Genoa; and, later, to Amsterdam and London. We, of St. Louis, can have the same priceless trade, only vastly enlarged, provided, we seek it. But, it will be found by a shorter and swifter route: Not by toiling caravans of camels, or slow sailing ships requiring a year "in doubling the Cape" and returning, but, by steamships, each month, bringing and taking the commodities offered in exchange, of which the other has not, and desires to possess, instead of that of which either has too much.

The traffic of the globe demands a passage through the narrow neck joining the two continents, just as the Suez

Canal became a necessity when the long voyage, via Good Hope, could no longer be afforded by the world of commerce.

It is not disputed, that there is sufficient enterprise and ready capital to construct both an Isthmus Canal and Railway, at an early day. The indications are encouraging that one or two through routes between the two great oceans will be opened prior to the commencement of the twentieth century, now only a decade distant.

Did not Columbus sail westward, expecting to find (not a midway continent, but) a passage to Asia, and to realize the old legend of an open sea (via an equatorial line), and the wishful dream of Europeans, who sighed that thence they might reach the "Far Cathay." ^[44]

Almost two hundred years had elapsed, after LaSalle planted a column at the Delta of the Mississippi, and proclaimed possession of the country on behalf of Louis Quatorze, in 1682, but still the same shallow mouths of the Mississippi remained. The delay in the settlement of the great valley was due, in larger part, to the too early day, and the effete Spanish and French governments dominating the region. But, when the period of Anglo-Saxon ownership arrived, in the purchase of "Louisiana," in 1803; Florida, in 1819; all the vast countries from Mexico, under the treaty of Guadaloupe Hidalgo, in 1848, and of the Gadsdeu purchase in 1853 — at once the people and government of the United States took active measures for settlement of the Mississippi Valley, including the development of the Great River. And, in less than twenty-five years after the last mentioned acquisition of territory, the National Government, undertook to adapt the river at the mouth to the largest of marine ships with full ocean cargoes. Then, the "Jetties" were constructed at the Delta;

and, by 1878, a permanent channel of thirty feet depth was successfully accomplished.

Cheap carriage of the cereal crops, destined for Europe from St. Louis, via New Orleans, by barges of double the present capacity, the transfer of manufactures and productions from ships at that port, to and from Spanish America, (and ultimately with the countries on both sides of the Pacific ocean, via Isthmus routes), are prospective means destined to become great factors of wealth, and of which St. Louis may avail by the use of ready skill and enterprise. A small beginning would shortly grow to large proportions, and hasten the fulfillment of St. Louis' great destiny as the foremost city of the mighty West! In fact, this city has the greatest possibilities in the heart of the Great Valley. It is necessary only to stretch out active and able hands to gather in greater wealth — through the interchange of our manufactures for the commodities of those countries — than all the treasure in the precious metals that has ever been, or shall yet be obtained from South, Central and North America combined!

The award by Congress of two million dollars — to the "Mississippi River Commission," in 1888, is indicative of no cessation of the interest felt by that body in the great work of improvements. But, much larger annual appropriations are needed to hasten its completion, and to adapt the character of the improvement to the necessary requirements of barges of double the present tonnage draught (for carying grain enroute to Europe), and for marine ships, as well. The suitable improvement of the Mississippi, from the mouth of the Missouri or Illinois down, would make it — all things considered — the most valuable of all navigable rivers!

It is important, that a heartier interest — in and out of Congress — be aroused to give a greater impulse to this invaluable national work. The ablest of the nation's representatives,

without regard to party, having always favored it, and even declared, that not the national interest only, but national pride demanded the doing of the work; therefore, it seems to be necessary only to make a vigorous appeal to Congress.

Whilst the River Commission is expending the appropriations just as they are granted — their work goes onward too slowly, and (for the want of larger annual awards) with only moderately beneficial results. Shall not enlightened representatives in Congress take special and favorable action tending to larger annual appropriations looking to the early completion of the work. Let the millions of people, who inhabit the vast territory drained by the Father of Waters, and are dependent upon cheap freights to the Gulf (and beyond) for their great cereal crops — be remembered! Railroads cannot, and never will compete successfully with an improved river in cheap freights on grain destined for European ports.

Science is yearly discovering, experience and observation are noting, besides new plans and instrumentalities are being devised — for the accomplishment of great works in engineering. Then, surely, the deepening and improving of the channel courses of the Mississippi only await their consummation — with the assurance of the desired utilization — by those means and methods which both science and experience shall prove the best.

It is assumed that, as problems in the task of river improvements come to be better understood, that the Mississippi shall be made to dig out its own channel, (as at the Jetties), and so deep as to carry its floods freely and harmlessly to the sea. If so, then hurtful inundations will be unknown, and thirty thousand square miles of cultivatable land — rich as that of old Egypt — will be reclaimed. But the grandest achievement of all will be direct trade with Spanish

America, China, Japan, and all the Eastern countries opened to Commerce. ^[45]

Through the splendid enterprise and adventurous heroism of the Portuguese navigators and merchants, who "doubled" the Cape of Good Hope, with their pioneer ships, about the end of the fifteenth century, and introduced to their city of Lisbon the priceless "India Trade." This they accomplished against great opposition of jealous Mohammedan opponents and native rulers. And, the prize was only obtained after fearful losses of life and capital in the value of ships — lost and destroyed in battle and storms of the seas — during twenty years of the contest, which ended in establishing a trade that enriched Portugal and ultimately all western Europe!

After the lapse of four hundred years, as rich as a prize awaits the aroused ambition and enterprise of the manufacturers and merchants of St. Louis, in the Spanish American trade. They are not required to fit out armed fleets, at great expense, tilled with fighting men and their costly outfit. They are not compelled to wait a score of years before laying hands on the prize to be obtained only after huge sacrifices of men and money. They are not obliged to make a voyage of twenty thousand miles — twice rounding a stormy cape — and consuming a year nearly in the circular voyage. They are not constrained to lose a year's

interest on the capital invested, nor to send coined money with which to purchase the desirable commodities which they need!

On the contrary — under conditions the most favorable and inviting — the merchants and manufacturers may send their goods, wares and machinery in lieu of money, and find it more acceptable in barter than cash could be. They are required to consume not more than one-sixth to one-twelfth the time in the round voyage — the distance being in similar proportion less — and with only slight loss in interest on the capital invested. They are not compelled to equip armaments, nor fight battles, nor to wait many years until rewards shall come and profits flow into their treasury!

How different the conditions under which St. Louis may be enabled to grasp a prize greater than that which the hardy and hopeful Portuguese risked their lives and money! The people of Spanish America are not enemies, they are friends. No hostile hands are raised to repel, but friendly ones are extended to receive and welcome our mariners, supercargos and goods. They are anxious to obtain our manufactures, and to open reciprocal trade — upon terms so favorable, that it is surprising to find them offering rewards — in subsidies of money and exceptional commercial privileges — as inducements; and, as if to constrain us to visit them and to establish mutual relations of friendship and trade.

The Great River has been appropriately called an "Inland Sea!" ^[46] in consideration of its mighty volume of water.

Therefore, marine ships may navigate it — as well as any other sea — provided, that their draught does not exceed the channel depths. A marine vessel, constructed to navigate the open sea and inland seas or rivers as well, will be a steamship, but mast rigged, as is customary. Yet, if built after the ordinary models of inland steamboats, it would not be adapted to marine navigation.

Nevertheless, it is claimed by Andrew H. Lucas, of St. Louis, that he has by his invention of a double, or cloven hull, and an adjustable keel, accomplished the necessary conditions in the construction of a river-marine steamship — adapted at once to river and ocean service. He cries Eureka! and promises with his ship to make round voyages between this city and Spanish America, and to calculate with certainty dates for regular departure and arrival.

A company has been formed by Mr. Lucas and his friends, who are actively striving to build a trial steamship of one thousand tons carrying capacity. They wish to construct the vessel during the ensuing twelve months, that she may enter the trade in the spring of next year, 1890. The company has obtained the offer of a valuable subsidy in money from the Argentine Republic, together with the most encouraging inducements in special commercial privileges. And, not alone from that republic, but from Mexico and several other governments of Central and South America, offers of both subsidies and privileges, most rare and valuable, have been received by the company, which has availed of direct and influential correspondence with those enterprising states.

The question of direct trade — by water — between St. Louis and Spanish America is of such commanding importance to the manufacturers and merchants, as to be supremely worthy their attention, to the end that a thorough and complete investigation of the subject, in all its

bearings, be made. What more engaging visions of wealth could be presented to the thoughtful investigator, and enterprising man than through direct trade with Spanish America — a country so rich in the rarest and most desirable natural productions? These, St. Louis buys in immense quantity, and pays the profits of two or three middle men. This city also loses the profit on its manufactures, which could be bartered for the productions of that country, besides having the carrying both ways.

There is more wealth to be acquired in this trade than the Spanish invaders obtained from the accumulated wealth of the Incas, which once obtained, ended forever! While trade with Spanish America would flow toward us in an unceasing golden stream!

The Lucas invention is of St. Louis birth, and, as such it deserves friendly consideration. Its novelty and grand pretensions, have attracted the curious attention of citizens at large, including citizens of other states, and of foreign countries. It has drawn the gratified attention and consideration of the Mexican, Central and South American Republics. But, few persons have undertaken to express any opinion of its adaptation to the peculiar field of navigation it proposes to enter — that of river-marine service, as a carrier of freight (and passengers, the latter at first incidentally) between this city and Spanish-American ports — assuming to occupy the place of the pioneer in trade with our rich neighbor lands.

No competent critic has yet been found to deny that it has merit, and no one has yet pronounced adversely upon its adaptation to accomplish the results it claims to be able to secure. Therefore, both the public and private opinion

is in abeyance, but with a preponderance decidedly in favor of the Lucas ship.

Nevertheless, no person who is unacquainted with ship building, or the special requirements of a steamship — suited to the trade of those parts of Spanish-America with which St. Louis desires to trade — is able to give

any reliable opinion relative to the merits of the St. Louis invention. And, such persons scarce dare venture to ask the question: Is the Lucas ship worthy, does it deserve encouragement and a trial? These, however, are pertinent questions, just at the present time, when the mind of many persons is turned, not only inquiringly, but solicitously toward Spanish- America, as a most promising Eldorado!

The prevalent opinion is that the Lucas steamship would be an experiment! Let that opinion be admitted, in order to follow the inquiry to a satisfactory conclusion. Then, on the other hand, it may be asked of a doubter, whether he has any other plan, or, has any other model of a steamship been offered for trial? Has another man a different and better plan of a ship by which to secure the desideratum of a combined marine-river ship, and one capable of carrying an adequately paying cargo to the tropics, and return from thence with a corresponding load of paying freight volume?

The answer is: "No man has any substitute for the Lucas model!" Then, in view of the possibilities and known facts, the expenditure of a sum necessary to build a steamship on the Lucas model is both desirable and justifiable. It could not fail wholly of success, and if it succeeded in part only — it is most worthy a trial. And, if the money invested in a steamship on the Lucas model were to be a total loss, (which is impossible), still the investment would be a proper business adventure, in view of the great probability of its success. It would be a grand event if, through its instrumentality, a priceless trade should be gained, whose extent and value would yearly increase and continue during the lives of at least the present generation, if not for all time!

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