USA > Louisiana > Orleans Parish > New Orleans > Standard history of New Orleans, Louisiana, giving a description of the natural advantages, natural history settlement, Indians, Creoles, municipal and military history, mercantile and commercial interests, banking, transportation, etc. > Part 29
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The tone of the paper has never been subservient. It has never trimmed its sails to catch the popular breeze. Though the well-being of the sugar industry, so vital a factor in the prosperity of the State, has not unnaturally given birth here to a strong, but unreasoning, sentiment in favor of protection, and even of bounty, The States has strenuously and unfalteringly combated that policy, and has consistently urged the principle of a tariff for revenue only as affording the only true protection for the industry. It has, indeed, been a straight tariff reform paper from its birth, and though its policy has arrayed against it those of the sugar planting interests, who embrace the principle of protection as the foundation of their faith, these in- terests read it uninterruptedly and admire its rugged independence. It has been equally independent in its attitude toward the money question. It was one of the few great papers of the South which preached with ceaseless vigor the doctrine of "sound money." It supported Mr. Bryan during the subsequent campaign only because it believed, as between free silver on the one hand and the republican prin- ciples of protection and centralization on the other, the former presented the lesser evil.
Major Hearsey has at times shared the ownership of the paper with other gen- tlemen. In the early days of its existence he associated with him as partner Mr. Minor Elmore and later, Mr. Erwin Craighead, both capable newspaper men. On their retirement, he admitted Captain J. Pinckney Smith into partnership, and Captain Smith remained connected with The States to the day of his death, in 1899. In 1885 Mr. George W. Dupre became a part owner and one of the editors of the pa- per, and on his retirement in 1893, the paper was merged into a stock company. Many prominent newspaper men of this and other days in Louisiana have been associated with The States. Among its city editors have been Major W. M. Robin- son, for many years city editor of The Picayune, and one of the best newspaper men in the South; Mr. Henry Guy Carleton, the noted playwright ; the late Captain John
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Augustin, long connected with The Times-Democrat and clerk of the Supreme Court ; the late Colonel Frank A. Bartlette, a distinguished Confederate soldier and clever writer ; Mr. T. D. Wharton, until recently the able city editor of The Times- Democrat; Mr. W. M. Grant, now one of the accomplished editorial writers of The Times-Democrat; Mr. William E. Arms, night editor of the same paper, and Mr. John P. Coleman, widely known as a talented local newspaper man. Judge Alex- ander Walker, a vigorous and polished writer; the late Colonel William Seymour, an excellent newspaper man, and the late Edwin L. Jewell, a trained writer and the author of Jewell's Digest, have been among its brilliant editorial contributors. Major Hearsey continues in full editorial control of the paper to-day, with Colonel A. D. Battle and Mr. J. C. Aby, two well-informed and forceful writers, as his associ- ates. Its city editor is Mr. J. Walker Ross, who has been one of the strongest forces in the success of the paper. Its commercial department, one of the features of the paper, is capably presided over by Mr. James J. Lea; Captain J. W. Bryant repre- sents it as river editor, Mr. H. J. Romanski is its talented artist, and Mr. W. T. Little and Mr. Charles Lec lend their assistance in making its sporting page one of the best in the South. Its reportorial staff is made up of Messrs. Frank Reit- meyer, R. E. L. Edwards, J. H. Whyte, Wills J. Carter, William H. Murphy, J. J. McGinty and Fred J. Buisson. Mr. A. W. Brown and Mr. H. C. Chaplain are its efficient advertising representatives, with an assistant in the person of Mr. Harry H. Patin. .
With advance of age, The States has rapidly improved in every detail that goes to make up a first-class modern newspaper. It appears now as an eight, ten and twelve-page afternoon daily, and a sixteen and twenty-page Sunday paper; it is printed on a magnificent straight line three-deck Goss press, recently installed; its local staff is excellently trained and enterprising; it has correspondents in all the leading towns of Louisiana and surrounding States, and no Southern paper has a brighter future.
The States is under the business management of Mr. Robert Ewing, and much of the recent financial success which it has met is due to his energy, his resourceful executive ability, his ready initiative and his quick grasp of those features which go to make a live afternoon paper attractive to the people among whom it circulates.
The Daily Item was established in 1877. It was organized by the printers, who set out in the enterprise on a co-operative basis. It afterwards became the property of a joint stock company. After the printers had conducted the paper for a time, it was acquired by Mr. J. W. Fairfax, and after him by Eric Talen. Among the
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celebrities who worked at different times in the early history of the paper on its staff were J. D. Wilkinson, Lafcadio Hearn and Henry Guy Carleton. Mr. D. C. O'Mal- ley, its present owner and manager, came into possession of The Daily Item in July, 1894, and Mr. O'Malley may justly lay claim to having pushed it into the greatest prominence it has enjoyed since its founding. It is now making its history. It is more aggressive than any other paper in the city, very often to an apparent reckless- ness of consequences. Since its acquisition by its present manager and owner, it has gained very largely in circulation. It has, for the most part, supported the republican party-invariably in national campaigns and in the last gubernatorial contest in this State between Judge Pharr and Governor Foster.
The Evening Telegram, also, is among the later births of newspapers in New Orleans. It was founded by Peter J. Kernan on October 12, 1891. At that time it was known as The Daily Truth. Its name was changed to The Telegram on January 1, 1894. It was formerly domiciled at No. 504 Camp, but was consumed in the Mo- resque building fire. Subsequently, with The German Gazette, it removed to 437 Camp, where it occupied a building with The German Gazette, which had also been destroyed by the same fire which had burned The Telegram. When the St. Charles hotel was consumed, The Telegram was burned out a second time, on February 20, 1899. It then removed to 516-517 Poydras street, where it is now domiciled, with new equipment throughout. Mr. Kernan, its editor, has been identified with many papers here. He started The Chronicle in 1883, The Daily News in 1888, selling out these ventures, which have subsequently ceased publication. His wife, Mrs. Ber- tha Miller Kernan, of Cincinnati, is associated with him in the active conduct of the paper.
A history of the press of New Orleans would be incomplete did it omit a cur- sory review of the forceful individualities which impress their stamp on the press' character. The chief of The Times-Democrat, Mr. Page M. Baker, is a man of the executive type of mind. He is quick in forming decisions and singularly clear of vision. He is emphatic in his convictions, and when he undertakes to champion a cause or fight an evil, he does it with uncompromising force. He is eminently pro- gressive in disposition, with a natural tendency to keep abreast of the times. He is a great admirer of good work, quick to appreciate a good man and make that man conscious of the fact, and equally frank and executive in dispensing with the bad workman. He is loved and admired cordially by his friends, and, as is always the case in journalism, hated with equal warmth by his enemies. In political fights and similar matters, he displays none of the trimmer's quality, fighting vigorously for
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the side that appeals to him, without regard to the chances of victory. For many years his chief of the local desk, Mr. T. D. Wharton, has answered the taxing de- mands of that position with great skill, and a large view of what constitutes the daily history of the city. Mr. Wharton is unquestionably one of the ablest city editors of the South and of the country. After years of service he recently re- signed that post to go into business on his own account, the successor chosen being Mr. William Leppert, formerly of the local staff of The Times-Democrat. Mr. Leppert has been chiefly conspicuous in New Orleans journalism for his happiness of style in handling big stories. His most notable performance was during a celebrated bank-wreck trial here, the report of which he handled with such rare interest that his report was the talk of the entire city, and wherever the paper was read. The opportunity offered a chance for fine humor, which Mr. Leppert used with consummate skill. The series of reports indeed are a striking chapter in the history of New Orleans journalism. Two of the most unique and fascinating minds ever connected with The Times-Democrat are Mr. Henry Rightor and Mr. O. H. Stein, the former now in the insurance business, being chief of a department of a big insurance concern, and the latter being still actively in the service. Both are essentially litterateurs, combining with this quality great utility as news men. Both are enormously prolific and eternally interesting. They are so interesting that in spite of their value as news-gatherers and reporters, they have always been of much greater service in the handling of such features as the "By the By" column and similar special work. The humor of both is ex- haustless. Mr. Rightor is one of the finest writers of the grotesque, possibly, in the history of the New Orleans press. A singularly forceful character on the same paper is Mr. Carlton Pool, for many years Mr. Baker's immediate repre- sentative. It is impossible to fancy a mind more clear, executive and quick than that of the man who has so long held the night desk of that paper. Mr. Norman Walker, chief of the editorial staff, is also a splendid mind. He is a writer of great conviction, uncompromising in his opinions and an untamable fighter for them. His chief collaborators, Mr. William M. Grant and Mr. Ashton Phelps are both men of rare ability, students and forceful writers. In the reportorial ranks, Mr. Dudley Watson is conspicuous for his clear perception of what is news, his cleverness in getting it and his interest in relating it.
Mr. Thomas G. Rapier, chief of the Picayune, is a conservative man, im- parting a tinge of charitableness and kindliness to the institution which only permits it to go on the war-path in times of great heat of controversy. It is only
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rarely that The Picayune is aggressive. The central figure in the working ranks of the New Orleans Picayune is Herman J. Seiferth. It is rare indeed that a city editor is better equipped with perceptiveness of news, resourcefulness in meeting difficult situations, thorough knowledge of men, a finer sort of prescience of what is about to happen. To his qualities of mind is added a fine physique and tremendous endurance and pluck. He has a genial kindliness of disposition and enthusiasm for newspaper work which diffuses itself over his workers, estab- lishing more of a co-operative working reportorial room than one in which he is chief. William M. Steele is a splendid reporter, matter of fact in his narrative, accurate, faithful and a shrewd observer. He is a man of capacity and large abilities. Another force in the make-up of the shect is Rushton Foster, whose abilities have been shifted from the editorial room to the counting room.
Major H. J. Hearsey, chief of the Daily States, is the most conspicuous editor of the State. He has made himself so by his singular genius of bitterness, sarcasm and ridicule in controversy. No one approaches him in invective and somne of his editorials during heated political campaigns are remarkable pieces of work. Not in the history of the country possibly has there been a man with greater power of fierce sarcasm and ridicule. Single editorials have frequently been the talk-the sensation of the city. John Walker Ross, his city editor, is a recog- nized success and uses a local force to splendid advantage. He has a typical newspaper mind, clear, logical and executive. As a political reporter he has dis- played always rare ability. Henry Romanski, of The States, is the finest news- paper artist of the city, his portrait work being conspicuously excellent.
The chief editor of The Daily Item, Lionel Adams, displays in his editorial work the same matchless force of logic that made him invincible at the bar for so long. Much of his work are as fine specimens of logic as one could desire to see. Mr. T. O. Harris, The Item's city editor, is a newspaper man of fine ability.
Genuine dramatic criticism is rarely seen in the newspapers of New Orleans. The workers in this line of activity seem to suffer under a traditional restraint. Criticism is more of a report, tinged with partiality to the "show" than a candid expression on the virtues and vices of the performance and the work of the players.
Among literary writers for the local press, Mrs. Marion Baker, who writes for The Times-Democrat, ranks beyond any dispute among the very foremost of the country. Her literary editorial in Sunday's paper is frequently a superb exposition of critical analysis, forceful thought and graceful English. Mrs. Eliza-
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beth M. Gilmer, of The Picayune, whose nom de plume is "Dorothy Dix," is also a newspaper woman of rare originality, fine fancy and grace of English.
It is of interest to mention some of the most noticeable characteristics of the New Orleans press. Conspicuous is its charity. It draws the veil of silence over many a matter which in other cities of the size of this are made merchantable news ware. Divorce cases never appear in New Orleans newspapers. So much is this the case that a prominent man of fiction, after sojourning here for a few weeks asked, "What ! Have you no divorce courts here and no divorce cases ? I have not seen one mention of such in the press." A traditional veil is drawn over this class of human misfortune. Where the public welfare is not involved, it is easy to get a "good news item" sacrificed for the reputation of families. A humanity prevails in this respect which is unknown in many another city. There is little commercialism indulged, too, in sensationalism. The people do not expect it. The newspapers properly attach much more importance to a story of some industrial movement than to the raciest sensation, which is always handled soberly.
The average newspaper visitor is astonished at the internal workings of the newspaper shop here. He is struck by the great versatility required of the re- porter. Every man is expected more or less to be a well-rounded newspaper man as capable of reporting a prize fight as a sermon; of taking charge of the city desk as of turning in a story on a little banquet. The most amazing feature is unquestionably the city desk. The man occupying that most arduous position not only makes out the schedule of assignments, but is the sole copy-reader of all the mass of reports his staff turn in. He reads three or four pages of matter every night, edits it and writes headings for it. He does his own newspaper reading, too, there being no assistant with carefully collated clippings of local news from the rival papers. On the afternoon papers the city editor also "makes up !" Altogether the city desk in New Orleans taxes capacity and endurance to an extent little appreciated. Its duties have grown out of all proportions to the traditional manner in which it is expected to be filled .*
"HARLEQUIN."
* The Harlequin was established June 28, 1899, by Joseph M. Lévêque, who is the owner and editor and represents a new and original school of journalism in the South. It is a weekly given to the discussion of matters pertaining to theatricals, art and literature and extending its columns to consideration of the widest and most diverse topics of the day. In addition to the brilliant and trenchant writings of its editor, the columns of the Harlequin have been illuminated by the pens not alone of the most famous writers of the South, but as well of men with national reputations, statesmen, jurists, philosophers, physicians and scientists. Though scarcely out of its swaddling clothes, Harlequin has already made for itself a reputation for bold and uncompromising
CHAPTER XII.
-
TRANSPORTATION.
BY ELLA RIGHTOR.
NAVIGATION.
T `HE' arrival of the first steamboat in this city was a great event. It happened in 1812, when the New Orleans made the distance from Pittsburg to its namesake in 259 hours. The boat, built on one of Fulton's models, was 116 feet long, twenty feet wide, and cost $38,000. It carried as passengers Mr. Roosevelt, one of its owners, and his wife. Its arrival was witnessed by many enthusiastic spectators, and New Orleans, always interested in navigation, determined to adopt the wonderful invention. Of course the advent of the steamboat was a great im- petus to commerce along the river, and our city reaped many of its benefits.
On January 17, the boat made an excursion to English Turn and back, a distance of 15 leagues, leaving at 11 A. M. and returning at 4 P. M., the fare being $3.00, and on January 23, it went up the river, a feat which many pro- nounced impossible, until it had steamed up to Natchez (75 miles) in 21 hours. Fulton's first boat on the Hudson had made 145 miles in 36 hours.
On April 19, 1811, the Orleans Territorial Legislature passed what after- wards proved a very inconvenient act, granting to Robert Livingston and Robert Fulton, their heirs, administrators, etc., for 18 years the exclusive right of naviga- tion on the waters of the territory, of vessels propelled by steam, this going into effect January 1, 1812, and giving as a condition the construction of a boat of 70 tons burthen, within three years to be propelled at the rate of four miles per hour in still water, and for every additional boat they were to have an extension
adherence to truth and principle and is proving a force of visible effect upon Southern letters in respect of its honesty and clearness of vision. Hardy, informed, erudite and efficient, Harlequin promises, unless all signs fail, to prove not only a factor of enduring vitality in the development of the tremendous potentialities of the country whose fondest interests it has undertaken to champion, but the organ of a school of writers whose names shall not fail to be conspicuous when the literary history of the 20th century comes to be written .- Ed.
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for four years of the aforenamed period. Any one navigating or employing a boat in the specified waters, was to forfeit and pay to Livingston and Fulton $5,000.
Steamboats beeamne so popular and steamboat navigation so universal, and so many of the new vessels were built, that this law could not continue in effect. In 1860 Captain Bruee, of the steamboat Dispateh, from Texas, lost $1,500 on account of this prohibition, as he was not allowed, at New Orleans, to take on a return eargo of sugar. Steamboats continued to visit this eity, one from Wheeling, having been presented by the ladies of that eity, with a beautiful flag, on which were the figure of Fame, and the mottoes: "Our friends shall not withhold what we have wrested from our enemies," and "Don't give up the ship," in reference to Mr. Livingston's elaim. Finally the supreme court of the United States de- elared the original right to be uneonstitutional.
On June 3, 1816, at Louisville, Ky., was launched the Governor Shelby of 12? tons, for the purpose of plying between Louisville and New Orleans. In July, 1816, the steamboat Vesuvius was burned opposite this eity, with a loss of $200,000. On the 25th of July, the New Orleans began to ply between New Orleans and Natehez, bringing baek on her first trip, 30 passengers and 800 bales of eotton. (Some years after she was sunk in the river near Baton Rouge.) About this time the Aetna arrived at New Orleans, and the Vesuvius, having been rebuilt, was ready for work May 1, 1817. May 4 saw the arrival of the Washington, which had made the distance from Louisville in seven days. On the 14th of May the Constitution arrived; on the 6th of January, 1818, the new Ohio of 450 tons, the largest boat on the river; June 15, the Kentucky; and May 16, the Robert Fulton from New York, Charleston and Havana, leaving Sunday, May 28, for Havana, Charleston and New York; her agents here were Amory Nott & Co. On May 11, 1820, the Car of Commeree made the distance from New Orleans to Shippingport, Ky., in 16 days, 12 hours, a very quiek trip, which proved that New Orleans was not behind New York in steamboat progress. The Robert Fulton was built by Henry Eekford and David Dunham, of New York, and before long was found to be unseaworthy, her engines not being very strong, so she was taken off the route. But little was done up to 1849, in the way of building oeean steamships, but in that year, the steamship Crescent City was built by Newton Howard & Co., and proved the swiftest steamship afloat. The distance, to New York was made by her in less than seven days. About this time, the steamship Faleon was placed on the line, and the question discussed of eutting a eanal through Florida, in order to reduce the sea trip 1,000 miles.
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In July, 1820, the Mississippi and its tributaries, below the Falls of Ohio, were navigated by 73 steamboats; the amount paid for freight, at 2 cents a pound, between New Orleans and Louisville, was $1,898,000; for passengers, $338,- 000; a total of $2,236,000; the annual income from vessels exclusively engaged in carrying sugar was $500,000; so the aggregate annual earnings of steamboats on the western waters amounted to $2,791,000.
The General Pike was the first steamboat of the western rivers built ex- clusively for passengers. Its route was from Cincinnati to Maysfield. The Alabama was built for the Red River trade, 1818, on Lake Pontchartrain; in 1818 also was built the Independence, the first boat to ascend the Missouri; and in the same year, for a New Orleans syndicate was built at Philadelphia the seagoing and river boat, Maid of Orleans; also in 1818, at Providence, R. I., the Mobile, which in 1819 ran between New Orleans and Louisville; and at New Orleans the Mississippi of 400 tons ; the following year the Columbus of 460 tons, running between this city and Louisville. Other boats were the Vulcan, 300 tons ; General Clark, 150 tons ; a Columbus, built in Kentucky ; the Tennessee, built in Cincinnati for New Orleans; the General Robertson of 250 tons, at Jefferson- ville, Indiana. By 1820 the trade by means of steamboats was very extensive. About this time the Post Boy, first mail boat on the river, under an act of Congress passed in 1819, began to carry the mails from Louisville to New Orleans.
In 1832, the tonnage of 4,000 flat boats, which made the descent of the river, was 160,000 pounds; in 1849, that of all the steamboats, not more than 40,000. From September, 1831, to September, 1833, 66 boats were lost. Before the Civil War the largest boat load was 6,000 bales of cotton, carried by the Magnolia, and up to 1881 it was 9,226 bales of cotton, and 250 tons of other freight, by the steamboat Henry Frank, which made 12 trips that summer, carrying in the aggregate 76,009 bales of cotton, 28,218 sacks of cotton seed, 13,675 sacks of oil cake, 1,225 barrels of oil, and other freight. The Autocrat, a well-known boat, in 1840-1850 carried 5,000 bales of cotton. The iron steamboat, Charles P. Choteau, whose largest load was 8,841 bales, brought down altogether in one summer 76,950 bales of cotton, 30,088 sacks of cotton meal, 15,335 sacks of oil cake and other freight. The Valley Forge, built at Pittsburg, 1839, and the Alleghany, built also at Pittsburg, in 1847, were the first iron boats, the latter being the first iron war vessel. In September, 1847, this boat left New Orleans for a cruise in Mexico. The W. W. Fry, built at Liverpool, and the John T. Moore at Cin- cinnati, were among the first iron vessels. The Charles P. Choteau, to whose
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powers as a cotton earrier we have referred, was built out of an old iron hull. She was the first steamboat to introduce the eleetrie searchlight in river navigation.
In a quaint volume by Norman, published in 1845, we find that there were four routes of steamships from New Orleans to New York :
First, via Pittsburg; seeond, via St. Louis, Chieago and Buffalo; third, via Wheeling and Baltimore; fourth, mail-line.
In addition we find mentioned lines from New Orleans to Fort Gibson; to Balize, and Gulf of Mexico; to Pittsburg, Mississippi, to Nashville, Tennessee, to Florence, Alabama. New Orleans was always foremost in its transportation by water, though somewhat late in acquiring railroad connection with the rest of the world.
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