The Atlantic Monthly, Volume 07, No. 41, March, 1861

"Do you like enamelled watches, Laura,—those pretty little ones made in Geneva, I mean, worth from forty to sixty dollars?"

"How do you mean? Do I like the small timepieces? or is it the picture on the back?" said Laura.

"Oh, either. I was thinking of a beauty I saw at Crosby's yesterday, with the Madonna della Seggiola on the back. Now it is a good thing to have such a picture about one, any way. I looked at this through the microscope. It was surprisingly well done; and I suppose the watches are as good as most."

"Better than yours and mine, Del?" said Laura, demurely.

"Why, no,—I suppose not so good. But I was thinking more of the picture."

"Oh!" said Laura.

I was on the point of asking what she thought of Knight's Shakspeare, when the bell rang and Polly brought up Miss Russell's card.

Miss Russell was good and pretty, with a peach-bloom complexion, soft blue eyes, and curling auburn hair. Still those were articles that could not well be appraised, as I thought the first minute after we were seated in the parlor. But she had over her shoulders a cashmere scarf, which Mr. Russell had brought from India himself, which was therefore a genuine article, and which, to crown all, cost him only fifty dollars. It would readily bring thrice that sum in Boston, Miss Russell said. But such chances were always occurring. Then she described how the shawls were all thrown in a mess together in a room, and how the captains of vessels bought them at hap-hazard, without knowing anything about their value or their relative fineness, and how you could often, if you knew about the goods, get great bargains. It was a good way to send out fifty or a hundred dollars by some captain you could trust for taste, or the captain's wife. But it was generally a mere chance. Sometimes there would be bought a great old shawl that had been wound round the naked waist and shoulders of some Indian till it was all soiled and worn. That would have to be cut up into little neck-scarfs. But sometimes, too, you got them quite new. Papa knew about dry goods, luckily, and selected a nice one.

Part of this was repulsive,—but, again, part of it attractive. We don't expect to be the cheated ones ourselves.

The bell rang again, and this time Lieutenant Clarence Herbert entered on tiptoe: not of expectation particularly, but he had a way of tiptoeing which had been the fashion before he went to sea the last time, and which he resumed on his return, without noticing that in the mean time the fashion had gone by, and everybody stood straight and square on his feet. The effect, like all just-gone-by fashions, was to make him look ridiculous; and it required some self-control on our part to do him the justice of remembering that he could be quite brilliant when he pleased, was musical and sentimental. He had a good name, as I sighed in recalling.

We talked on, and on, instinctively keeping near the ground, and hopping from bough to bough of daily facts.

When they were both gone, we rejoiced, and went up-stairs again to our work and our rocking. Laura hummed,—

 
  "'The visit paid, with ecstasy we come,
  As from a seven-years' transportation, home,
  And there resume the unembarrassed brow,
  Recovering what we lost, we know not how,'—
 

"What is it?—

"'Expression,—and the privilege of thought.'"

"What an idea Louisa Russell always gives one of clothes!" said Laura. "I never remember the least thing she says. I would almost as soon have in the house one of those wire-women they keep in the shops to hang shawls on, for anything she has to say."

"I know it," I answered. "But, to tell the truth, Laura, there was something very interesting about her clothes to me to-day. That scarf! Don't you think, Laura, that an India scarf is always handsome?"

"Always handsome? What! all colors and qualities?"

"Of course not. I mean a handsome one,—like Louisa Russell's."

"Why, yes, Del. A handsome scarf is always handsome,—that is, until it is defaced or worn out. What a literal mood you are in just now!"

"Well, Laura,"—I hesitated, and then added slowly, "don't you think that an India scarf has become almost a matter of necessity? I mean, that everybody has one?"

"In Boston, you mean. I understand the New York traders say they sell ten cashmere shawls to Boston people where they do one to a New-Yorker."

"Mrs. Harris told me, Laura, that she could not do without one. She says she considers them a real necessary of life. She has lost four of those little neck-scarfs, and, she says, she just goes and buys another. Her neck is always cold just there."

"Is it, really?" said Laura, dryly. "I suppose nothing short of cashmere could possibly warm it!"

"Well, it is a pretty thing for a present, any way," said I, rather impatiently; for I had settled on a scarf as unexceptionable in most respects. There was the bargain, to begin with. Then it was always a good thing to hand down to one's heirs. The Gores had a long one that belonged to their grandmamma, and they could draw it through a gold ring. It was good to wear, and good to leave. Indicated blood, too,—and—and–In short, a great deal of nonsense was on the end of my tongue, waiting my leave to slip off, when Laura said,—

"Didn't Lieutenant Herbert say he would bring you Darley's 'Margaret'?"

"Yes,—he is to bring it to-morrow. What a pretty name Clarence Herbert is! Lieutenant Clarence Herbert,—there's a good name for you! How many pretty names there are!"

"You wouldn't be at a loss to name boys," said Laura, laughing,—"like Mr. Stickney, who named his boys One, Two, and Three. Think of going by the name of One Stickney!"

"That isn't so bad as to be named 'The Fifteenth of March.' And that was a real name, given to a girl who was born at sea—I wonder what she was called 'for short.'"

"Sweet fifteen, perhaps."

"That would do. Yes,—Herbert, Robert," said I, musingly, "and Philip, and Arthur, and Algernon, Alfred, Sidney, Howard, Rupert"–

"Oh, don't, Del! You are foolish, now."

"How, Laura?" said I, consciously.

"Why don't you say America?"

"Oh, what a fall!"

"Enough better than your fine Lieutenant, Del, with his taste, and his sentiments, and his fine bows, and 'his infinite deal of nothing.'"

I sighed and said nothing. The name-fancies had gone by in long procession. America had buried them all, and stamped sternly on their graves.

"What made you ask about Darley's 'Margaret,' Laura?"

"Oh,—only I wanted to see it."

"Don't you think," said I, suddenly reviving with a new idea, "that a portfolio of engravings is a handsome thing to have in one's parlor or library? Add to it, you know, from time to time; but begin with 'Margaret,' perhaps, and Retzsch's 'Hamlet' or 'Faust,'—or a collection of fine wood engravings, such as Mrs. Harris has,—and perhaps one of Albert Dürer's ugly things to show off with. What do you think of it, Laura?"

"Do you ever look at Mrs. Harris's nowadays, Del?"

"Why, no,—I can't say I do, now. But I have looked at them when people were there. How she would shrug and shiver when they would put their fingers on her nice engravings, and soil, or bend and break them at the corners! Somebody asked her once, all the time breaking up a fine Bridgewater Madonna she had just given forty dollars for, 'What is this engraving worth, now?' She answered, coldly,—'Five minutes ago I thought it worth forty dollars: now I would take forty cents for it.'"

"Not very polite, I should say," said Laura. "And rather cruel too, on the whole; since the offence was doubtless the result of ignorance only."

"I know. But Mrs. Harris said she was so vexed she could not restrain herself; and besides, she would infinitely prefer that he should be mortally offended, at least to the point of losing his acquaintance, to having her best pictures spoiled. She said he cost too much altogether."

"She should have the corners covered somehow. To be sure, it would be better for people to learn how to treat nice engravings,—but they won't; and every day somebody comes to see you, and talks excellent sense, all the while either rolling up your last 'Art Journal,' or breaking the face of Bryant's portrait in, or some equal mischief. I don't think engravings pay, to keep,—on the whole; do you, Del?" And Laura smiled while she rocked.

"Well, perhaps not. I am sure I shouldn't be amiable enough to have mine thumbed and ruined; and certainly, if they are only to be kept in a portfolio, it seems hardly worth while."

"So I think," said Laura.

This vexatious consideration—for so it had become—of how I should spend my aunt's money, came at length almost to outweigh the pleasure of having it to spend. It was perhaps a little annoyance, at first, but by repetition became of course great. The prick of a pin is nothing; but if it prick three weeks, sleeping and waking, "there is differences, look you!"

"What shall I do with it?" became a serious matter. Suppose I left the regions of art and beauty particularly, and came back and down to what would be suitable on the whole, and agreeable to my aunt, whose taste was evidently beyond what Albany could afford, or she would not have sent me to the Modern Athens to buy the right thing. Nothing that would break; else, Sèvres china would be nice: I might get a small plate, or a dish, for the money. Clothes wear out. Furniture,—you don't want to say, "This chair, or this bureau or looking-glass, is my Aunt Allen's gift." No, indeed! It must be something uncommon, recherché, tasteful, durable, and, if possible, something that will show well and sound well always. If it were only to spend the money, of course I could buy a carpet or fire-set with it. And off went my bewildered head again on a tour of observation.

[To be continued.]

* * * * *

HARBORS OF THE GREAT LAKES

In a recent article upon "The Great Lakes,"¹ we remarked, that, from the conformation of their shores, natural harbors are of rare occurrence. Consequently, for the protection and convenience of commerce, a system of artificial harbors has been adopted by the Federal Government, and appropriations have been made from time to time by Congress for this purpose; and officers of the United States Engineer Corps have been appointed to carry on the work. It is to some extent a new and peculiar kind of engineering, caused by the peculiar conditions of the case.

Most of the lake-towns are built upon rivers which empty into the lakes, and these rivers are usually obstructed at their mouths by bars of sand and clay. The formation of these bars is due to several causes. The principal one is this:—The shores of the lakes being usually composed of sand, this is carried along by the shore-currents of the lake and deposited at the river-mouths. Another cause of these obstructions may be found in the fact, that the currents of the rivers are constantly bringing down with them an amount of soil, which is deposited at the point where the current meets the still waters of the lake. A third cause, as we are told by Col. Graham, in his Report for 1855, is the following:—

"Although the great depth of Lake Michigan prevents the surface from freezing, yet the ice accumulates in large bodies in the shallow water near the shores, and is driven by the wind into the mouths of the rivers. A barrier being thus formed to the force of the lake-waves, the sudden check of velocity causes them to deposit a portion of the silt they hold in suspension upon the upper surface of this stratum of ice. By repeated accumulations in this way, the weight becomes sufficient to sink the whole mass to the bottom. There it rests, together with other strata, which are sunk in the same way, until the channel is obstructed by the combined masses of ice and silt. In the spring, when the ice melts, the silt is dropped to the bottom, which, combined with that constantly deposited by the lakeshore currents, causes a greater accumulation in winter than at any other season."

These bars at the natural river-mouths have frequently not more than two or three feet of water; and some of them have entirely closed up the entrance, although at a short distance inside there may be a depth of from twelve to fifteen or even twenty feet of water.

The channels of these rivers have also a tendency to be deflected from their courses, on entering the lake, by the shore-currents, which, driven before the prevailing winds, bend the channel off at right angles, and, carrying it parallel with the lake-shore, form a long spit of sand between the river and the lake.

Thus, in constructing an artificial harbor at one of these river-mouths, the first object to be aimed at is to prevent the further formation of a bar; and the second, to deepen and improve the river-channel. The former is attained by running out piers into the lake from the mouth of the river; and the latter, by the use of a dredge-boat, to cut through the obstructions.

These piers are formed of a line of cribs, built of timber, and loaded with stone to keep them in place, and enable them to resist the action of the waves. They are usually built about twenty or twenty-five feet wide, and from thirty to forty feet long. They are strengthened by cross-ties of timber, uniting together the outward walls of the crib. Piles are usually driven down into the clay, inside of these cribs, and they are covered with a deck or flooring of plank. As the action of the currents is constantly tending to remove the bed on which the cribs rest, and thus cause them to tilt over, their bottoms are constructed in a sort of open lattice-work, with openings large enough to allow the stones with which they are loaded to drop through and supply the place of the earth which is washed away.

The effect of these piers is to concentrate and deepen the river-channel, and to retard the formation of bars, though they do not wholly prevent it. In the spring it is often necessary to employ the services of a steam-dredge-boat to cut through the bar, before vessels can pass out.

The portion of these cribs above water is found not to last more than ten or fifteen years; so that it is now recommended to replace them with piers of stone masonry, wherever the material is easy of access.

As to the cause of the shore-currents which produce this mischief, Col.

Graham says, in one of his Reports,—

"The great power which operates to produce the littoral or shore currents of the lake is the prevailing winds; just as the great ocean current called the Gulf Stream is produced by the trade-winds. The first-mentioned phenomenon is but a miniature demonstration of the same principle which is more boldly shown in the other. The wind, acting in its most prevalent lakeward direction, combined with this littoral current, produces the great power which is constantly forming sand-bars and shoals at all the harbor-entrances on our extensive lake-coasts. To counteract the effect of this great power, upon a given point, is what we have chiefly to contend for in planning the harbor-piers for all the lake-ports intended to be improved. The point which an engineer first aims at, in undertaking to plan any of these harbor-works, is to ascertain as nearly as possible the direction and force of the prevailing winds."

The length of the Chicago piers is as follows:—North pier, 3900 feet long, 24 feet wide; south pier, 1800 feet long, 24 feet wide; and they are placed 200 feet apart.

Harbors of this kind have been constructed at Chicago, Waukegan, Kenosha, Racine, Milwaukee, Sheboygan, Manitoowoc, Michigan City, and St. Joseph, on Lake Michigan; at Clinton River, on Lake St. Clair; at Monroe, Sandusky, Huron, Vermilion, Black River, Cleveland, Grand River, Ashtabula, Conneaut, Erie, Dunkirk, and Buffalo, on Lake Erie; at Oak Orchard, Genesee River, Sodus Bay, Oswego, and Ogdensburg, on Lake Ontario.

For Lakes Huron and Superior it is believed that no appropriations have been made, the scanty population of their shores not seeming as yet to demand it, and those two lakes having in their numerous groups of islands more natural shelter for vessels than Michigan or Erie.

Besides these river-harbors, Col. Graham recommends to Government the construction at certain points on the lakes of sheltered roadsteads, or harbors of refuge, to which vessels may run for shelter in bad weather, when it may be difficult or dangerous to enter the river-mouths. These are proposed to be made by building breakwaters of crib-work, loaded with stone, and extending along the shore in a sufficient depth of water to admit vessels riding easily at anchor under their lee. Many lives and much property would undoubtedly be saved every year by such constructions; for it is a difficult matter for a vessel to enter these narrow rivers in a heavy gale of wind, and if she misses the entrance, she is very likely to go ashore.

Another very important work to the navigation of the lakes is the deepening of the channel in Lake St. Clair.

Between Lakes Huron and Erie lies Lake St. Clair, a shallow sheet of water, some twenty miles in length, through which all the trade of the Upper Lakes is obliged to pass. At the mouth of the river which connects this lake with Huron, there is a delta of mud flats, with numerous channels, which in their deepest parts have not more than ten feet of water, and would be utterly impassable, were not the bottom of a soft and yielding mud, which permits the passage of vessels through it, under the impulse of steam or a strong wind.

Mr. James L. Barton, a gentleman long connected with the lake-commerce, thus wrote some years ago upon this subject to the Hon. Robert McClelland, then chairman of the House Committee on Commerce:—

"These difficulties are vastly increased from the almost impassable condition of the flats in Lake St. Clair. Here steamboats and vessels are daily compelled in all weather to lie fast aground, and shift their cargoes, passengers, and luggage into lighters, exposing life, health, and property to great hazard, and then by extraordinary heaving and hauling are enabled to get over. Indeed, so bad has this passage become, that one of the largest steamboats, after lying two or three days on these flats, everything taken from her into lighters, was unable, with the powerful aid of steam and everything else she could bring into service, to pass over; she was obliged to give her freight and passengers to a smaller boat, abandon the trip, and return to Buffalo. Other vessels have been compelled not only to take out all their cargoes, but even their chains and anchors have been stripped from them, before they could get over. To meet this difficulty as far as possible, the commercial men around these lakes have imposed a tax upon their shipping, to dredge out and deepen the channel through these flats."

Col. Graham, in one of his Reports to the Department, writes as follows upon the importance of this improvement in a military point of view:—

"Since the opening of the Sault Ste. Marie Canal, the only obstacle to the co-operation of armed fleets, which in time of war would be placed upon Lakes Superior, Michigan, and Huron, with that which would be on Lake Erie, is at St. Clair flats. That obstacle removed, and a depth of channel of twelve feet obtained there, which might be increased to sixteen or eighteen feet by dredging, war-steamers of the largest class which would probably be placed on these lakes would have a free navigation from Buffalo at the foot of Lake Erie to Fond du Lac of Lake Superior.

"It would be very important that these fleets should have the power of concentration, either wholly or in part, at certain important points now rendered impracticable by these intervening flats. It would no doubt often be important as a measure of naval tactics alone. It would as often, again, be equally necessary in coöperating with our land-forces. It might even become necessary to depend on the navy to transport our land-forces rapidly from one point to another on different sides of the flats.

"When a work like this subserves the double purpose of military defence in times of war, and of promoting the interests of commerce between several of the States of the Union in time of peace, it would seem to have an increased claim to the attention of the General Government. If any work of improvement can be considered national in its character, the improvement of St. Clair flats, in the manner proposed, may, it is submitted, justly claim to be placed in that category."

The plan proposed by the United States Engineers for this improvement is to construct two parallel piers of about four thousand feet long, as a permanent protection to the channel-way, and to dredge out a channel between these piers, six hundred feet wide and twelve feet deep. The cost of this work is estimated at about $533,000. This may seem a large sum of money; but when it is considered that the value of the commerce which passed over these flats in the year 1855 was ascertained by Col. Graham to be over two hundred and fifty millions of dollars, or considerably more than the whole exports of the Southern States for the year 1860, more than a million of dollars per day during the period of navigation, and that the increased charge on freights by reason of this obstruction is more than two millions of dollars per annum, which of course has to be paid by the producer, the investment of one quarter of that annual charge in a work which would do away with the tax might seem to be a measure of economy.

To show the importance of these lake-harbors, and the vast amount of commerce which depends upon them, and which has grown up within the last twenty years, we will give an extract from another of Col. Graham's very interesting Reports, upon the Chicago harbor.

"The present vast extent and rapidly increasing growth of the commerce of Chicago render it a matter of absolute necessity, in which not only Illinois, but also a number of her neighboring States are deeply interested, that her harbor should be kept in the best and most secure state of improvement, so as always to afford, during the season of navigation, a safe and easy entrance and departure for vessels drawing at least twelve feet water.

"The States which are thus directly interested in the port of Chicago are New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Wisconsin, and Minnesota. The shores of all these are washed either by Lake Michigan or the other Great Lakes, with which Chicago has a direct and very extensive commerce through the St. Clair flats. The other States and Territories, which do not reach to the Great Lakes, but which are nevertheless greatly interested in the preservation of Chicago harbor, are Iowa and Missouri, and Nebraska and Kansas. A very large portion of the wheat and other grain produced in those last-mentioned States and Territories will be brought by railroads to the port of Chicago, to be shipped thence to the Eastern Atlantic markets.

"The average amount of duties received annually at the Chicago custom-house for three years, 1853, '54, and '55, was $377,797.86. The imports at Chicago for 1855 were,—

By lake shipment, $100,752,304.41

" Illinois and Michigan Canal, 7,426,262.35

" Railroads, 68,481,497.90

Total imports in 1855, $196,660,064.66

Exports.

By lake shipment, $34,817,716.32

" Canal, 79,614,042.70

" Railroads, 98,521,262.86

––

Total value of exports in 1855, $212,953,021.88

"Aggregate value of imports and exports at Chicago in the year 1855, $409,613,086.54.²

"These statistics have been obtained by much labor and perseverance, with a view to the strictest accuracy. The result has amply justified the labor; for the published statistics of this commerce, which have gone forth to the country through the newspaper-press of the city, fall far short of its actual extent. On discovering this fact, I felt it to be a matter of duty to obtain the information directly from the only authentic sources, namely, the custom-house, mercantile, and warehouse records.

"Such are the claims which, in a civil point of view, are presented in behalf of the preservation of this harbor.

"There is still another, of not less magnitude, which is exclusively national. It is the influence it would have on the military defence of this part of our frontier, and the success of our arms in time of war. A single glance at the general map of the United States will be sufficient to show the importance of Chicago as a military position in conducting our operations in defence of our northwestern frontier in time of war.

"The great depth to which Lake Michigan here penetrates into a populous and fertile country totally devoid of fortifications would constitute an irresistible inducement to an enemy to aim with all his strength at this point, should he find it divested of any of the chief means of defence which are by all nations accorded to maritime ports of chief importance, He would find Chicago very much in such a state of weakness, if the harborworks here are allowed to fall into a dilapidated condition; for then our naval force would not itself be secure in hovering about this port, or in cruising in its immediate vicinity for purposes of military defence. There is scarcely a week in the year that a fleet might not have occasion to take refuge from the lake-gales in a safe harbor. Deprived of this advantage, the only resort would be to take the open sea, and there buffet out the storms. On their subsiding, this defensive fleet, on attempting to resume its proper position, might find it occupied by an enemy, with all the advantages, in a combat, which ought to be secured to our side.

"An enemy, once possessing this harbor, could by a powerful fleet cover the landing of an army in pursuit of the conquest of territory, or designing to lay heavy pecuniary contributions upon the inhabitants. Peace is the proper time to prepare against such a catastrophe, and the protection of the harbor is the first element in the military defence that should be attended to. With the harbor secured permanently in good condition, the port of Chicago, through the enterprise of the people of Illinois and the surrounding States, will possess the elements of military strength in perhaps a greater degree than any other seaport in the Union.

"The immense reticulation of railroads, amounting to an aggregate length of 2720 miles, which are tributary to this port, now daily brings into Chicago the vast amount of agricultural produce exhibited in our tables. These are their peace-offerings to other nations. In the emergency of war, however, these railroads could in a single day concentrate at Chicago troops enough for any military campaign, even if designed to cover our whole northwestern lake-frontier. Besides this, they would be the means of bringing here, daily, the munitions of war, and, above all, the necessary articles of subsistence and forage, to sustain an army of any magnitude, and to keep it in activity throughout any period that the war might last. In other words, Chicago would be in time of war the chief point d'appui of military operations in the Northwest."

In regard to the military importance of the command of the Great Lakes, history ought to teach us a lesson. At the breaking out of the War of 1812, this matter had been entirely neglected by our Government, in spite of the earnest appeals of the officer in command in this quarter. The consequence was the utter failure of the campaign against Canada, and the capture of the principal posts in the Northwest by the British, who had provided a naval force here, small, indeed, but sufficient where there was no opponent. It was not until the naval force organized by Commodore Perry swept the British from Lake Erie that General Harrison was able to recover the lost territory. From these considerations, the importance of strong fortifications in the Straits of Mackinac, to command the entrance of our Mediterranean, would seem to be evident.

The early advocates in Congress of these lake-improvements had to encounter a very violent opposition from various quarters.

First, the abstractionists of the Virginia school—men who "would cavil for the ninth part of a hair"—affirmed in general terms, that this Government was established with the view of regulating our external affairs, leaving all internal matters to be regulated by the States; and then, descending to particulars, declared, that, while Congress had the power to make improvements on salt water, it could do nothing on fresh. Furthermore, they argued, that, to give the power of spending money, the water must ebb and flow, and that the improvement must be below a port of entry, and not above. Another refinement of the Richmond sophists was this:—If a river be already navigable, Congress has the power to improve it, because it can "regulate" commerce; but if a sand-bar at its mouth prevents vessels from passing in or out, Congress cannot interfere, because that would be "creating," and not "regulating." Other Southern orators and their Northern followers denounced these appropriations as a system of plunder and an attack upon Southern rights, forgetting the fact, that, in these harbor and coast appropriations, the South, with a much smaller commerce than the North, had always claimed the larger share of expenditure. Thus, from 1825 to 1831,

New England received $ 327,563.21

The Middle States, including

the Lakes, 982,145.20

The South and Southwest 2,233,813.18

Others joined in this opposition, from ignorance of the great commerce growing up on the lakes; and frequently, where bills have been passed by Congress, Southern influence has caused the Executive to veto them. In spite of all these obstacles, however, this great interest forced itself upon the attention of the country; and in July, 1847, a Convention, composed of delegates from eighteen States, met in Chicago, to concert measures for obtaining from Government the necessary improvements for Western rivers and harbors. This body sent an able memorial to Congress, and the result has been that larger appropriations have since been made. Still, however, much remains to be done, and it appears by the last Report of Colonel Graham, that his estimates for necessary work on lake harbors and roadsteads amount to nearly three millions of dollars, to which half a million should be added for the improvement of St. Clair flats, making an aggregate of three and a half millions of dollars, which is much needed at this time, for the safe navigation of the lakes.