The French in the Heart of America

by John H. Finley

To be sure, these same wheels are lessening, to some extent, the congestion of the great centres of population, and lightening their shadows by extending them—spreading them—but none the less are the shadows spreading faster from the coming of the country to the city than of the suburbanizing of the city.

This movement is not peculiar to the Mississippi Valley, but it is more rapid there, perhaps, than in any other great area.

Let me give you an illustration of that demigrating influence. Two years ago I invited several leaders of great transportation and educational interests in New York to meet one of their number who, beginning life as a telegraph operator out beyond the Mississippi, was at the head of one of the two greatest railroads in the east. Of the guests, one, the president of another important railroad, was once a farm boy, then a freight brakeman in that same western State; another, the president of one of the longest railroads, was the son of a stone-mason out in that valley; another, the head of the Interborough system of New York, also a prairie- born boy; another, president of the greatest southern railroad, was born at the mouth of the Mississippi; and still another, one of the wealthiest men in the world, was at one time a messenger boy and telegraph operator just over the mountains on the site of Fort Duquesne. Only one man of the company of nearly twenty men, assembled without thought of origin, had been born in New York. All had come from the country or from across the water, and most of them from the great Mississippi Valley. I speak of this while discussing the railroad, because it is their paths through the valley of the French that have made this phenomenon possible.

I have spoken of what the wheel has done in making the permanence of one republic of such an area a possibility. Nothing save a loose, heterogeneous confederation could have been practicable without its unifying service. It is only fair to those who made such gloomy prophecies in the early days to say that they had no intimation of what steam was destined to do. When Robert Fulton, the inventor of the steamboat, early in the nineteenth century, on a journey back from the west in a stage- coach, said that some day steam would drive wagons faster than they were going in the coach, his fellow passengers thought him a dreamer—a visionary. But it was only a man of such dreams or visions who in those days could have seen the possibility which has to-day been realized through the railroad.

I have spoken of the part which the steam wheel has had in the rapid development and the exploitation of that great valley which, except for its pioneering in wild places, might have been seven hundred years, as Andrew Johnson predicted, in filling up, or at least two or three centuries.

I have intimated its influence in promoting migration cityward—a movement as wide as European civilization—but intensified there, where the inhabitants have not been tied through generations of inheritance or historic associations to particular fields, where primogeniture has no observance, and where the traditions are of the wilderness and the visions are ever of a promised land beyond. The city is on every boy's horizon. Its glow is in every prairie sky at twilight.

When a boy on those silent plains I had my Horace and my Euripides in the field. The unattainable eternal cities lent their charm and glory to the valley whose childhood horizon I had not crossed. But now no country boy thinks of the ancient or the mediaeval. It is the nearer city and civilization that impress the imagination. The valedictorian of a class, graduating as I entered college, told me a few months ago that he was building a trolley-line in Rome, and that, after all, Falernian wine, of which we who had never tasted wine out in that vineless region thought as some drink of the gods, was very bitter.

I have hinted at what the wheel has done, in what it carries, to make all look alike and think alike and act alike, but there is one supreme service that must have mention. In that country when travel was slow we had a representative government. But while we still have the same form, the wheel has made possible, and so necessary, a more democratic government. When a representative was weeks in reaching the capital he acted on his own responsibility in larger measure than now, when his constituency can reach him every morning. The valley is reached every day, just as the people in a pure democracy were reached by the ancient stentor. The people are reserving to themselves more and more of the function of their one- time representatives, in such measures as the referendum and initiative intimate, and are trying to secure more accurate representation in such systems as the direct primary and proportional representation suggest; but these all are possible only through the aid of the wheel and of what it has brought. If the improvement of democracy is to come through more democracy, as some think, then the railroad is an essential agent of political progress as well as of economic exploitation and social homogeneity. I am not discussing this thesis but simply showing how dependent upon this physical agent is the machinery of democracy.

Moreover, mobility is almost an essential quality of the spirit of democracy, the free way to the farthest horizons, the open road to the highest position and service. When the atom becomes practically fixed by its environment, reposeful and stable, stratification sets in. We may or we may not have then something better.

It may seem to you a far cry from those rough, lawless coureurs de bois to the mobile but orderly people of that valley to-day. But after an experience of a few summers ago the distance does not seem so great.