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James B. Eads
James B. Eads
PREFACE
I must mention with particular gratitude several books that were invaluable in preparing this sketch, in supplementing the usual biographical dictionaries and naval histories. These are: Captain Mahan's "The Gulf and Inland Waters;" Boynton's picturesque "History of the American Navy during the Great Rebellion;" Mr. Fiske's "Mississippi Valley in the Civil War;" Snead's "The Fight for Missouri;" Mr. C. M. Woodward's "History of the St. Louis Bridge;" Mr. Estill McHenry's edition of Eads's "Papers and Addresses," with a biography; two memoirs by Señores Francisco de Garay and Ignacio Garfias, of the Mexican Association of Civil Engineers; and, above all, several memoirs and addresses and the history of the Jetties by Mr. Elmer L. Corthell, C. E., without which I could scarcely have written this Life.
I must also cordially thank for kind personal aid and advice Chancellor Chaplin (of Washington University), Dr. William Taussig, Mr. Albert Bushnell Hart, Major George Montague Wheeler of the Engineer Corps (retired), Messrs. Winston Churchill, William L. Wright, C. Donovan, E. L. Corthell (who was as obliging as he was helpful), Estill McHenry and John A. Ubsdell, Mrs. Susan F. Stevens, and especially my mother—to whose help and encouragement this Life of her father is due.
L. H.
Rockport, Mass., July 30, 1900.
JAMES B. EADS
I
EARLY TRAINING
James Buchanan Eads was born in Lawrenceburg, Indiana, May 23, 1820. Both the Eads family, who came from Maryland, and his mother's people, the Buchanans, who were originally Irish, were gentlefolk; but James's father never was very prosperous. The son, however, went to school, and he showed early a very special love for machinery, observing with great interest everything of that kind that he came upon. For a while the family lived in Cincinnati; from there they removed in 1829 to Louisville. In those days, when steamboats were the best of conveyances, the Ohio River formed a natural highway between the two towns. On the trip the small boy of nine hung around the engine of the boat, considering it with so much wonder and admiration that finally the engineer, who found him an apt pupil, explained the various parts of the mechanism to him.
He really had understood his lesson well, for two years later, in the little workshop that his father had fitted up for him, he made a small engine which ran by steam. Besides he made models of sawmills, fire-engines, steamboats, and electrotyping machines. Except such chance instruction as that which he found on the boat, he had had no teaching in mechanics, but worked with the ingenuity of many a bright boy; for he is by no means the only one who ever took apart and put together the family clock, or even a lever-watch, with no other tool than a penknife. One of his inventions, which shows not so much his talent as his true boyishness, was a small box-wagon, open only underneath and with a hole in front, which, suddenly produced before his mother and sisters, ran mysteriously across the room. The motive power concealed within this agreeable toy was found to be a live rat.
So much is often said of the precocity of youthful geniuses, that it is good to know that young Eads was after all a real flesh-and-blood boy, a boy so mischievous that, as he was the only son, his father hired a neighbor boy to come and play with him. Certainly he was very clever; but that he had even better qualities than cleverness is shown by his first actions on his arrival at Saint Louis.
His father, deciding to move farther west, had sent ahead the mother, the two daughters just grown, and the lad of thirteen, intending to follow with supplies for opening a shop. Again the route was by river. Arrived at Saint Louis, the boat caught fire; and early on a cold morning the family set foot, scarcely clothed, not only in the city of which the young boy was to be one day the leading citizen, but on the very spot, it is said, where he was afterwards to base one pier of his great bridge. On that bleak morning, however, none of them foresaw a bright future, or indeed anything but a distressful present. Some ladies of the old French families of the town were very kind to the forlorn women; and once on her feet Mrs. Eads set about supporting herself and her children. In those days, when sometimes a letter took a week to go a couple of hundred miles, she was not the one to wait for help from her husband; so she immediately rented a house and took boarders. The boy, as resourceful and self-reliant as his mother, now showed his energy as well as his devotion by doing the first thing he found to help her. In going along the street he saw some apples for sale, and, buying as many of them as he could afford, he peddled them to the passers-by.
That, of course, was no permanent occupation for a well-bred boy, whose associations and abilities were both high. Nevertheless his family could no longer afford to have him at school, and it was necessary for him to do some sort of work. One of his mother's boarders, a Mr. Barrett Williams, offered him a position in his mercantile house. Before long this gentleman discovered his young employee's aptitude and overwhelming love for mechanics, and kindly allowed the lad the use of his own library. Studying at night the scientific books which he found there, Eads acquired his first theoretical knowledge of engineering. In this way, without teachers, he began, in a time when there was no free higher education, to educate himself; and both then and ever after he was a constant reader not only of scientific works, but of all kinds of books. This practical experience in helping to support his family and in getting his own education, while he was still so young a lad, was the school in which he learned self-reliance. It is pleasant to know that the earnestness of life did not take all of his boyishness away from him, for it must have been while he was hard at work that he built a real steamboat, six feet long, and navigated it on Chouteau's Pond.
For five years he was a clerk in the dry-goods house. At the end of that time, probably because he was in poor health, he left that position for one that would take him more into the open air. Though his health was not strong, he was by no means an invalid; for at nineteen his muscles were solid and his fund of nervous energy was inexhaustible. So, with the natural taste of a boy for a more exciting life, he took a position as clerk on a Mississippi River steamboat. While he had nothing to do with actually running the boat, he certainly kept his eyes open to everything going on both on board and in the river; and began then to make an acquaintance with the stream which was later to be the scene of his greatest labors. If ever Nature played a prominent part in the life of a man, the Mississippi did in that of Eads; for it became the opportunity for three of his chief works, and from it he learned perhaps more of the laws of science than from all the books he ever read. To understand his life, one must have some idea of the huge river, which seems to flow sluggishly or rapidly through his whole career.
The Mississippi River, with its branches, drains the larger part of the whole United States,—that is, from the Alleghanies on the east to the Rockies on the west. The main stream, 4200 miles long, and in some places over a mile wide, flows along with tremendous force, ceaselessly eating away its yellow clay banks. The water, full of sediment, is of a thick dull brown color. The clay that it washes off in the bends it deposits on the juts of land, thus forming greater and greater curves; so that often the distance between two points is very much less by land than by water. Sometimes there are only a few yards across the neck of a peninsula, around which the channel distance is many miles; and on one side the level of the river is several feet higher than on the other. Gradually the water keeps eating its way, until it forces a passage through the neck, and then the torrent rushes through in a cascade, with a roar that can be heard for miles. The banks dissolve like sugar, and the next day steamboats can cross where the day before were fields and may be houses. Besides this, the current is constantly washing away and building up not only hidden bars on the river bottom, but even islands above its surface. In the fall and in the spring it rises with such terrifying rapidity that some years it quickly overflows its banks in certain reaches till it is sixty miles wide. Houses and trees torn from their places, and wrecks of boats, float or protrude from the bottom of this brown lake. And when the flood subsides, the current often chooses a new and changed channel. Amid the ever-varying dangers of such a river the only safety for steamboats is in a race of pilots so learned and so alert as to have the shifting bars and courses always in their minds. In 1839, when steamboats were the only means of rapid transit in the West, when there were more of them in the harbor of the little town of Saint Louis than to-day when it is a great city, this class of pilots was a large and a very respectable one. Much of their knowledge of the river was what young Eads learned while he was a clerk among them; and as time went on, he came to realize that although the Mississippi seems so capricious in its terrible games that one would think them the result of chance, yet in truth, they "are controlled by laws as immutable as the Creator."
Despite all care that could be used, steamboats were every week sunk and wrecked, and with their valuable engines, boilers, and cargoes were often left where they lay in the ceaseless brown current. After he had been for three years on the river, Eads gave up his clerkship to go into the business of raising these boats, their machinery, and their freight. In 1842, at the age of twenty-two, he formed a partnership with Case & Nelson, boat-builders. His first appearance in the new business was an experience that well shows his quick inventive genius, his persistency, and his courage. While his diving-bell boat was building, a barge loaded with pig-lead sank in the rapids at Keokuk, 212 miles from Saint Louis. A contract having been made with its owners, Eads hurried up there to rescue the freight from fifteen feet of water. He had no knowledge himself of diving-armor; but he had engaged a skilled diver from the Great Lakes, who brought his own apparatus. They set out in a barge and anchored over the wreck; but, once there, they soon discovered that the current was so exceedingly rapid that the diver could do nothing in it. Eads at once returned to Keokuk, and, buying a forty-gallon whiskey hogshead, took it out to the wreck; and having knocked out one head, he slung pigs of lead round his improvised diving-bell, made a seat inside it, rigged it to his derrick and air-pumps, and then asked the diver to go down in it. The diver having very naturally refused, Eads on the spot set himself a precedent which, during his after life, he never broke,—saying that he would not ask an employee to go where he would not trust himself, he got inside his hogshead and was lowered into the river. His assistants were unused to managing diving-bells, and when they came to haul him up the derrick got out of order. By main force they were able to raise the hogshead to the surface, but not above it. As the air-pump continued to work all the while, Eads, though wondering what was amiss, sat patiently in his place, till finally he saw a hand appear under the rim of the hogshead. Seizing this, he ducked under and got out. Although the rough diving-bell worked thus awkwardly at first, it served well enough, and finally all of the lost freight was saved.
A young man so fearless, so energetic, and so able to invent mechanical devices at sudden need, was bound to succeed in a business like this. And young Eads did succeed. "Fortune," he believed, "favors the brave;" and his motto was, "Drive on!"
The insurance companies were willing to give the wreckers a large interest, sometimes as much as a half, of the rescued cargoes; and there was a law by which a vessel or freight that had been wrecked for five years belonged to whoever could get it up. Eads and his partners worked up and down the river for hundreds of miles. The first diving-bell boat was followed by a larger one, provided with machinery for pumping out sand, and for raising whole hulls. While in this hazardous business Eads invented many new appliances for use in its various branches. Because he was in charge of a boat people began to call the young wrecker Captain Eads, and that was the only reason for a title which clung to him always. He grew now to know the river as few have ever known it,—his operations extended from Galena, Illinois, to the Balize at the river's very mouth, and even into the tributaries of the Mississippi,—and he used to say that there was not a stretch of fifty miles in the twelve hundred between Saint Louis and New Orleans in which he had not stood on the bottom under his diving-bell.