The need of a safe deep-water harbor on the Gulf of Mexico has long been appreciated, and in 1899 Congress passed an act directing the Secretary of War to appoint a Board of three engineer officers of the army to make a careful and critical examination of the American coast of the Gulf of Mexico west of 93 degrees and 30 minutes west longitude, and to “report as to the most eligible points for a deep harbor, to be of ample depth, width and capacity to accommodate the largest ocean-going vessels and the commercial and naval necessities of the country.”
The Board consisted of Lieutenant-Colonels H. M. Robert, G. L. Gillespie and Jared A. Smith. It is reported that Galveston was the most eligible point for a deep harbor, but also called attention to the harbors at Sabine Pass and Aransas Pass as being worthy of consideration.
In New York the views of railroad men concerning the future of Galveston as a shipping point are far from gloomy. A. F. Walker, Chairman of the Board of Directors of the Atchison, Topeka and Santa Fe Railroad, says he expects the city to be rebuilt within three months.
“Of course,” said Mr. Walker, “it is a serious blow to Galveston, and with the city covered with mud and wreckage it is easy to prophesy evil for its future, but two weeks will suffice to clear the wreckage and clean the streets, get the dead buried and make a careful estimate of the actual loss. This loss is tremendous, there can be no doubt, but it has very likely been grossly exaggerated.
“Galveston will rebuild, and quickly, because the site combines the greatest natural advantages as a Gulf port and has solid commercial backing. It is imperative that we have a port on the Gulf—the extent of shipping demands it. Galveston offers, in spite of the real handicap of her low position, the best site, and I see no reason why it should not be rapidly rebuilt.”
BELIEVES CITY WILL BE REBUILT.
Vice-President Tweed, of the Southern Pacific Railroad, said this morning that he felt sure that his road would repair the damage done to its properties at Galveston, and go on with further improvements planned.
“I take it for granted,” Mr. Tweed declared, “that the directors of the Southern Pacific will keep up the work they started there. I do not think that this disaster, though certainly serious, will kill Galveston as a shipping port. No definite reports have been received as to the extent of our losses there. The two piers already completed on the property of the Southern Pacific were certainly badly damaged. Any estimate of the amount of damage would be only a guess, but I should say that it would fall below $400,000. Three hundred and fifty thousand dollars had been spent on the piers, and $75,000 paid for a short line from Galveston to Houston, which was destroyed.”
Concerning the suggestion that Galveston will not be rebuilt, but that another city will be established in a safer place on the Gulf, to serve as a shipping port, Mr. Henry Mallory, of the Mallory line of steamships, said:
“Texas naturally seeks an outlet through a Texan harbor, and there is none other in Texas equal to the harbor of Galveston. All railroads centre there. If the city were wiped out some man with money would begin to build there. Locally, Galveston has suffered great loss, against which there is no insurance. But that does not rob the city of its pre-eminent valve as a port.”