The French in the Heart of America

by John H. Finley

It looks now as if the north-and-south lines were to be strengthened the world over, as the occupied and exploited north temperate zone reaches north toward the frigid zone, now grown warmer by the very opening of the lands to the sun and the long burning of coal, and south toward the tropics, now made more habitable by the new knowledge of tropical medicine, and even across the tropics to the sister temperate zone of the southern hemisphere. [Footnote: I have been told by one who has been studying conditions in the great northwest fields of Canada that it is now possible to grow crops there that could not have been grown before the country was opened and cultivated to the south of them, so much longer have the frosts been delayed in the autumn.] In the Mississippi Valley, the gulf ports, fed of river and railroad, are increasingly busy, partly, to be sure, because they look toward the east-and-west path through Panama, but partly, too, because they lie between the two temperate zones, which must inevitably be brought nearer to each other. We cannot imagine two permanently dissociated or distantly associated temperate civilizations on this globe, which is becoming smaller every day.

It was inevitable, perhaps, and happily inevitable, that the east-and-west lines should be well established before the temperate zone should venture into tropic lotus-lands again, and perhaps it was inevitable that the west should eventually, even without the help of steam and steel, attach itself to the east—even by streams of water.

Washington had hardly put off his uniform, after the peace of 1783, when he was planning for a western trip, and his diary on the third day of that trip of six hundred and eighty miles shows that his one object was to obtain information of the nearest and best communication between the eastern and the western waters. One of the kings of France said, when his grandson was made king of Spain, "There are no longer any Pyrenees," and Washington, when he saw the new republic forming, said, in effect, "There must be no Alleghanies." He expected a canal to erase the mountains, but the railroad accomplished this gigantic task with but slight aid of water.

And as the railroad tied the Mississippi Valley to the Atlantic coast, so in time, aided of a government that had every reason to be grateful, it reached across the uninhabited plains, over the Rocky Mountains, which even the western statesmen said were the divinely appointed barriers, and across the desert beyond to the Pacific slope and tied it to a capital which is now nearer to San Francisco than once it was to Boston. A man from Missouri is speaker of the house in which Josiah Quincy spoke his provincial fears. A man from the mouth of the Mississippi, the highest authority in America on the French code, was but a little time ago appointed as the chief justice of the Supreme Court of the United States by a President who was born on the banks of the Ohio; that is, the highest office in each of the three independent branches of government (the executive, the legislative, and the judicial) have at one time been filled by men of the western waters. I am anticipating a fact that belongs to a later theme, but there is no single fact that can better illustrate the political service of the paths over which we are to-day travelling.

On the economic consequences we need not now dwell. They have had too frequent and sufficiently conspicuous illustration in every foreign mind that knows anything whatever of that valley to make it necessary to insist in this cursory view upon their great contribution to physical comfort. It is, however, begun to be felt that in the rapid development and exploitation of the resources of that valley (made possible only by the railroads) the future has not been enough in our minds. It was said a few years ago that there was not money enough in the world to lay track to take the traffic that the Mississippi Basin offered. The valley wanted to get everything to market in one generation, indifferent to the fate of those who should come after-the passes through the mountains being choked by cars carrying to the coasts crops from increasing acreage of declining productivity or the products of swiftly disappearing forests or the output of mines that must soon be exhausted.

Perhaps the railroads are not to be blamed for this decrease in productivity—a passing phase of our agricultural life, as recent crop reports show. They are very loudly blamed that they do not carry these products fast enough or cheaply enough, though, according to a recent authority, their rates are less on the average than the cost of the French water traffic.

Nevertheless, their wheels alone have made possible that phenomenal draining of the riches of the land to the coasts and other shores, assisting the waters that carry a half-billion tons of soil into the gulf every year. Perhaps this hurried, panting development has been for the good of all time, but until recently there has been little or no thought of that "all time" (as we observed in the policies of land parcelling).

Practically the whole western country has tied itself to a wheel, and so whatever its happiness and welfare may be, come of or with the wheel. This territory is capable of self-support; it has still its independent spirit, bred of the pioneer who lived before the day of wheels; it is responsive to appeals that stop its restless movement—as the wheel of Ixion when Orpheus played; but none the less is it an eager, restless, unquiet life, driven as a wheel, driven by the same hand that urged it into the valley.

No one asks—or few ask—if the wheel brings good or ill. The only concern is that it shall run as quickly and safely as is humanly and mechanically possible and shall not discriminate between one shipper and another, one community and another, one consumer and another. That is the railroad problem. The wheel has removed watersheds at pleasure, created cities and fortunes by its presence or its taking thought. But under the new policy of the government it is not likely that there will ever again be such ruthless disturbance of nature, or such wild, profuse creation. Democracy, beginning in that valley, is seeking now a perfect impersonal transportation machine.

But such a machine will drain quite as effectively the country districts. The census returns for 1910 show, for example, that in one prosperous agricultural State, Missouri, just west of the Mississippi, while the State as a whole showed an increase of 187,000 in ten years, there was a net decrease of 84,000 in the rural districts. A partial explanation of the latter statistic is the moving on of farmers to still newer lands; another, the decline in the size of families; but it is attributable chiefly to the first statistic, the drift to the city—and to this the wheels contribute more than any other influence, carrying, as they do, the glamour or the opportunity of the city life daily before the eyes of the country boy.