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 figures of the assessments reported to the Mayor are made to the end of the fiscal year, the 9th of April, but are handed to him the preceding month, and prior to the assembling of the City Board of Equalization. The table presented on page 90 is made from the record in the Comptroller's office, and shows the assessment after its revision by that Board.

The system — adopted at the period of the civil war and continued ever since — of taking orders from distant dealers at their places of business, through an agent of a city merchant, has become an established custom.

The agent, known as a "commercial traveler" more recently, but "a drummer" formerly, is, almost invariably, a gentleman — in manners, character and life. He has — must have — tact, push and principle. Upon him depends — in a large measure — the reputation of his house or employer. If he speaks truthfully, and represents his goods fairly, his employer is benefitted by the increased respect and confidence of the customer. And, the salesman stands surely in the esteem not only of his employer, but in the hearty regards of all with whom he deals. But, if by any ill conduct, he should acquire the displeasure of his customer, then, the principal or employer is damaged, and the agent loses the friendship of both!

The traveler — who is chosen by his employer for character and qualifications — is expected to possess good judgment, a keen

appreciation of motives, and clear discrimination of facts, diligently learned, when making up his opinion of the fitness of a new customer. And, he should exercise his wits at all times in dealing with an old customer, so as to value him according to his true worth. The credit of an honorable customer is sometimes temporarily effected by business mutations which he cannot control, and to cut him off entirely might result in serious consequences to the creditor — the principal of the agent. In other cases, he will be called upon to communicate cautiously with his house in respect to circumstances and appearances affecting the credit standing of a customer, which perhaps could not be known in time through any wide-awake "commercial agency."

The extraordinary success of the St. Louis Western Commercial Travelers' Association in acquiring, not only its large membership of twenty-five hundred, but in its efficiency as a "live" organization, are matters of surprise to the thoughtful observer. In fact, the association is a successful life indemnity company — of fraternal members. The legal representatives, upon the demise of a member, receive an early payment of the "assurance" in the sum of five thousand dollars! This sum is readily raised by an assessment of two dollars — made upon each member. What a grand gift that large sum is to bereaved wife and children!

The St. Louis Western Commercial Travelers' Association is the largest of any similar association west of the Alleghany mountains. It is ably officered and managed — by men of high character and intelligence, in active sympathy with its commendable objects, and with the men who form its worthy membership.

A recent issue of the New York Globe, a weekly business review, contains an article on "St. Louis as a Seaport," which is of interest to the people of this city and the West. The paper says:

The unknown author of a song which we have not heard since we were on blue water in an old wooden ship, years ago, may

have had in his prophetic eye the future "old salt" of St. Louis when he wrote:

But the subject of our heading is one about which St. Louis is in dead earnest, and has good reason to be, if the Lucas steamship proves itself able to tussle with old Neptune on salt water. The Mississippi River and Ocean Navigation Company propose to build steel vessels, carrying 1,000 tons of freight on seven feet draught, with a long and very deep movable keel, to be lowered when needed at sea. The space for this keel, which would be the well in a center-board vessel, is so long that, practically, the ship is composed of two hulls bound together at the stem and stern for a sufficient distance to insure solidity, and each having a permanent keel sufficient to give steadiness and steerage qualities when in smooth water. Those who have battled with the sea in North Atlantic gales, or off Cape Horn, will need to have faith in the strength of material and mode of construction and in the judgment of experts in order to feel quite easy regarding the ability of the movable keel to stand the strain that will be put upon it; but, the prospectus reminds scientific croakers of Dr. Lardner's prediction, that no steamship could be built that would cross the Atlantic! We see but three things needed for complete success: Capital, and surely an ample amount can be secured to build one trial ship. Proof of its mechanical success will insure all the capital required. But, there should be such reform of our tariff as will permit the importation of Spanish-American products in exchange for our flour, provisions and manufactures. St. Louis is admirably situated for trade with all the ports on the Gulf and Carribbean Sea, many of which, like St. Louis, are on rivers which are not navigable by ordinary sea-going vessels, and to which it would be a great boon to be able to receive American cargoes without transshipment.

Such a commerce would richly compensate St. Louis for trade which might be diverted from her by the changes wrought in the

multiplication of railways. The statistics furnished in the company's prospectus of commerce with Europe and with the country of our South American neighbors — "so near, and yet so far," under our present conditions — are instructive, and so astounding as to make an American, who believes himself to be sane, to disbelieve in the sanity of the nation.

It having come to the notice of a Republic reporter, that important news had been received by the promoters of the Mississippi River and Ocean Navigation Company, more generally known as the Lucas ship enterprise, he went to the office of Mr. John F. Cahill yesterday to ascertain the truth of the rumor. This gentleman, to whom is due in great part the success which has so far attended the enterprise, stated that within the past few days he had received from representatives of the Argentine Republic the most positive assurances, that the government of that progressive South American Republic would ratify the provisions of the concession to the River and Ocean Navigation Co. of St. Louis, which has already been sent direct from here. It was carried in duplicate by an influential gentleman specially commissioned for this purpose, to the city of Buenos Ayres. For several months past, the attention of the Argentine and other governments of Spanish America has been attracted to the importance of the Lucas ship, as it is known that in those countries there are very few railroads, and all transportation of import and export has to be carried on by rivers. This is particularly true as to the great commercial city of Buenos Ayres, whose population of nearly 450,000, and commerce of many hundreds of millions annually, are dependent on the costly transfers of freight and passengers from and to the numerous lines of ocean steamships, which are prevented from going within many miles of the city of Buenos Ayres — because of the bars and shallow water in the River La Plata. The Argentine government was on

the point of making an appropriation of $9,000,000.00 for removing two bars and deepening the river to 25 feet — which would take many years to accomplish — when their representatives in this country called their attention to the Lucas ship. Investigation was made, opinions of competent engineers were sought, and the plans of the Lucas ship pronounced practicable, and its application desirable from an economic and commercial standpoint. This resulted in the submission of a very liberal offer to the River and Ocean Navigation Company, in the form of a concession from the Argentine Republic — from the original of which are translated the following provisions — for the establishment of a line of steamships between the ports of St. Louis and New Orleans in the United States, that of Buenos Ayres and one other port which the Argentine government may designate.

1. The steamers of the River and Ocean Navigation Co., of the Lucas patent, will make one or more trips monthly between the ports of St. Louis, New Orleans and Buenos Ayres and another port to be hereafter designated.

2. The average speed of these steamers is to be 20 miles per hour on the ocean.

3. The Argentine Republic will guarantee to the company for ten (10) years twenty-five (25) per cent of the net products of its capital, which is to be five millions of dollars ($5,000,000.00) in gold or its equivalent.

4. When the capital invested shall produce more than 12 per cent of interest annually, the company shall deliver into the treasury the excess until all the sums obtained by it as a guarantee shall have been re-imbursed.

5. For the immediate construction of two ships the Argentine government will guarantee the amount of stock the company may deem necessary to issue, and, if deemed requisite, a company may be organized for this purpose.

6. The Argentine government will guarantee 5 per cent annually on the sum of $1,000,000.00 to be employed in the construction of two ships destined for navigation between Buenos Ayres and New Orleans and ports of the Mississippi Valley, and two that are to be used in the river service of the interior.

Water Communication Between the Mississippi Valley and Spanish America, a Necessity!

NOVEMBER, 1888.
Hon. John Drayton, consul at Tuxpan, Mexico, in a letter to Mr. Mitchel, Secretary of the New Orleans Chamber of Commerce, states that the exports from Tuxpan, amount to nearly $2,000,000 yearly, and consist principally of vanillia, chiele, hides, deerskins, dyewood, cedar, mahogany, honey, sarsaparilla, rubber, coffee and fruit, nearly all of which go to New York.

Further on in his letter the consul says:
"Now, there is no reason why New Orleans, with the whole Mississippi Valley to back her with all of its produce and manufactures, cannot place merchandise of all classes here as reasonable as New York, if not more so, for she is but two days and a half from any of these ports. So, if she cannot put in more steamers and offer the same inducements and accomodations as New York for this trade then it must continue in the old course. The trade natually belongs to her. Draw a line from New Orleans to the City of Mexico and you will see that Tuxpan is the nearest port on it. At any rate it would be worth the while to send out commissioners to examine the prospects and put a line of steamers to run the coast, for there are many merchants who would go to New Orleans to purchase their supplies if there were convenient transportation facilities to transact their business.

The lands are very fertile, producing two crops of corn on the same acre every year, also all vegetables and fruits. Sugar lands are excellent and need very little cultivation after the first year, and last six, eight or ten, without re-planting, producing two and three hogsheads to the acre. For enterprises a sugar refinery, paper mill, powder mill, would do well if properly managed. Petroleum abounds in many localities."

The Baron, Alexander Von Humboldt, the distinguished traveler and author of "Cosmos," explored Central America about the year 1800. He spent considerable time in extensive

researches. His opinions as a scientist are entitled to the greatest weight upon the practicability of a marine route to India, via the narrow neck of land which unites the two continents. He may be quoted as reliable authority favorable to the feasibility of the construction of a passage through from ocean to ocean. Humboldt voiced the desire of every nation for the opening of the speediest and cheapest route from Western Europe to Eastern Asia, including all the countries lying between, which, since his time had come to be among the chief producing and commercial nations of the globe. Now, after the lapse of more than sixty years, the short and direct passage is demanded a hundred times more cogently by the emergencies of commerce. It is is reasonably assumed, that the people of the United States cannot afford to leave the great work of opening the Isthmus to be done after the beginning of the twentieth century — now only a decade distant — but should begin it at once.

As long since as February 21, 1827, Goethe, in a conversation with Eckerman — who noted the great German's word that same night — about what Humboldt had written upon the subject of a passage-way through the Isthmus of Panama, remarked as quoted by Eckerman:

"Humboldt, who has, with a great knowledge of his subject, given other points where by making use of some streams which flow into the Gulf of Mexico, the end maybe better attained than at Panama. All this is reserved for the future and for an enterprising spirit. So much, however, is certain, that if they succeed in cutting such a channel that ships of any burden and size can navigate through it from the Mexican Gulf to the Pacific Ocean, innumerable benefits would result to the whole human race civilized and uncivilized. BUT I SHOULD WONDER IF THE UNITED STATES SHOULD LET AN OPPORTUNITY ESCAPE OF GETTING SUCH WORK INTO THEIR OWN HANDS. It may be foreseen that this young State, with decided predilection for the West will, in thirty or forty years, have occupied and peopled the large tract of land west of the Rocky Mountains. It may, furthermore, be seen

that along the whole coast of the Pacific ocean where Nature has formed the most capacious and secure harbors, important commercial towns will gradually arise for the furtherance of a great intercourse between China and the East Indies and the United States. In such a case, it would be not only desirable but almost necessary, that a more rapid communication should be maintained between the Eastern and Western shores of North America, both by merchant ships and men of war, than has hitherto been possible with the tedious, disagreeable and expensive voyage around Cape Horn. I therefore repeat that it is absolutely indispensable for the United States to effect a passage from the Mexican Gulf to the Pacific Ocean; and I am certain they will do it."

In that same notable conversation Goethe said that he should like to see "England in the possession of a canal through the Isthmus of Suez."

The first practical result of the Act of Congress making St. Louis a central reserve city under the national banking law, came to light yesterday, when it became known that the Continental Bank had resolved to nationalize and increase its stock from two hundred thousand to two million dollars. Application was forwarded by the bank last night to the Comptroller at Washington for a charter, and subscription books will be opened at the bank to-morrow, the 16th. The stock will be awarded in the order that subscriptions are offered. The Continental National Bank will be an entirely new institution, but will be under the same management which has been in charge for the past eight years and which has been conspicuously successful. During that time the deposits have increased from about $400,000 to over $8,000,000. The new bank will liquidate the Continental Bank, take such of its assets as the directors may approve,

and assume to pay its depositors. Since St. Louis was made a central reserve city the inducements for operating under the national bank law are very much increased, the removal of the 10-per cent restriction on interior national banks naturally bringing to this point largely increased lines of deposit. It is conceded by well-informed citizens that St. Louis is not over-banked, but, on the contrary, is a fine field for more bank capital. It has been a matter of comment that St. Louis has fewer national banks than any other city on the continent of similar size and wealth. Chicago, for instance, has twenty-two national banks, employing $16,000,000 capital; Baltimore seventeen national banks, with $10,000,000 capital; Cincinnati thirteen banks and $9,000,000 capital, while St. Louis has only four national banks, with $3,000,000 capital.

The officers of the new concern will be George A. Baker, President; J. M. Thompson, Vice President; Chas. W. Bullen, Cashier. Directors — J. M. Thompson, C. S. Freeborn, H. A. Crawford, I. G. Baker, Geo. W. Parker, Joseph Hill, R. C. Kerens, Chas. F. Gauss, H. L. Morrill, L. B. Tebbetts and George A. Baker.

The design of the projectors in the establishment of an emergency hospital in this city is in the line of true humanity. The duty of the early care of the unfortunate — stricken upon the daily battle field of human life in a great city—necessarily falls upon the able. The new institution will supply almost the only want — emergency — in the numerous and admirably appointed infirmaries and hospitals of this city.

The new hospital is to be established at No. 410 North Eleventh street, a very eligible spot in view of its centrality. It will be under the auspices of the St. Louis Mullanphy Hospital,

with its corps of surgeons and physicians. Also, of the Sisters of Charity, who are well known for their intelligent care of the sick. A prospectus says of the proposed establishment: "The need of an ‘Emergency Hospital’ in St. Louis has long been felt by the manufacturers, builders, steam and street railroad, telegraph, and telephone companies, and by others whose employes are especially endangered by accident. When the saving in suffering and life, which is insured by the prompt action and efficient means at the command of an institution of this character is considered, it must commend the ‘Emergency Hospital’ to the favorable consideration and liberal support of the benevolent citizen, as it does to the business community. It may not be out of place to say to those who have not given the subject attention, that emergency hospitals are not by any means new or their efficiency a matter of experiment. On the contrary, there are many in operation in a number of cities in this country, as well as in the cities and large manufacturing districts in, Europe, where they have been successful and have demonstrated by actual trial not only their efficiency but their necessity.

Physicians will be in constant attendance and will always accompany the ambulance to the scene of accident, fully prepared to render all possible assistance and relief, afterward conveying the injured to their houses or to the hospital, as may be desired. Ambulances, fully equipped for any emergency, will be kept in readiness to respond at a momont's notice to any call for accident cases, thus lessening to a great degree the danger from loss of blood which is increased by delays. The ministrations of the ‘Emergency Hospital’ in all its departments will be absolutely free. No charges whatever will be made for the services of physicians or nurses, use of ambulance, nor for that of the hospital while the injured remain there. The feature of the hospital renders it necessary that it shall depend for the means of its establishment and support on voluntary contributions from the benevolent people of this city, and it is confidently hoped that the generous liberality which has ever characterized the citizens of St. Louis will not be wanting in this particular instance. Especially is it hoped that those whose employes are liable to accident will assist liberally towards the establishment and future success of an ‘Emergency Hospital’ in our city. Telephone calls for the ambulance will be promptly responded to at any hour of the day or night."

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