The Imperial Cruise by James Bradley

In 1905, then Secretary of War William Taft and a host of other American dignitaries took a tour of Pacific islands and Asian nations. James Bradley tells the story of this trip, along with the wider contest of President Theodore Roosevelt’s policies toward Pacific expansion and Asia, in The Imperial Cruise.

Roosevelt, with Taft as his right hand, engaged in secret diplomacy with Japan. The Senate would not have approved a treaty with Japan with terms Roosevelt wanted, and his own State Department would have strongly advised against his course. So Roosevelt sent Taft to consummate a secret deal that he could never acknowledge.

By the time Taft set sail, Japan was already responding to interactions with the West. It was remaking itself into an industrialized, militarized country in the western mold. Roosevelt saw in them American-friendly, quasi-civilized people who could expand Anglo-Saxon virtues into Asia without slipping out from under Anglo-American influence. As with almost everything related to the Pacific and Asian peoples, Roosevelt was very shortsighted.

In reading about the early 20^th Century, I’ve been struck by the pervasiveness of racism. Bradley explains how Roosevelt viewed everything through a racial lens. These were racial lenses were proudly worn by white elites at the time. The key to history was racial history. They saw the birth of civilization in the Middle East with the Aryans, who began moving west. Around the Mediterranean, where the Aryans mixed with other races, civilizations degenerated. In Germany, pure Aryans gave rise to Teutons, who inherited Aryan civilizing with values of democracy and individualism. These Teutons moved west and were further perfected in the Anglo-Saxons. Anglo-Saxon civilization leapt across the Atlantic and push aside the savages of North America. To Roosevelt, Manifest Destiny had not closed with the conquering of the continent; it was ready to spread into the Pacific. White men would continue to spread their civilizing influence, subjugating or exterminating lesser, browner races when necessary as white Americans had done to their Indian wards. White elites like Roosevelt saw their westward destiny in this racial history, and it was further confirm by science in Darwinian survival of the fittest.

History and science refute such notions now. Bradley (and I) certainly don’t try to justify the attitudes or actions of Roosevelt, Taft or others. Bradley is plainly critical of handling of Pacific islands and Asia. Roosevelt’s racial views blinded him to the abilities and patriotism of non-whites. He had the hubris to pursue diplomacy on his own, secretly, without advice from the State Department, Senate or anyone else who might raise the slightest objection or concern. He tutored Japan in the ways of western imperialism, but could not imagine how well they would learn the lessons. Bradley places at least some of the blame for World War II in the Pacific at the feet of Roosevelt, whose interventions created the powerful military empire we faced in those waters.

Roosevelt was an astute manager of his image and he understood public relations. Because of this, he sent his oldest (and nearly estranged) daughter Alice on the trip. She was a celebrity, and her presence assured a lot of press coverage. Her presence was also a distraction from Taft’s secret mission.

If you’re interested in this book, you may also be interested in

Dreams of Iron and Steel by Deborah Cadbury

The Fifth Heart by Dan Simmons

First Samuel

Life is So Good by George Dawson & Richard Glaubman

Planck by Brandon R. Brown

Undaunted Courage: Meriwether Lewis, Thomas Jefferson, and the Opening of the American West by Stephen Ambrose

Water by Steven Solomon

Bradley, James. The Imperial Cruise: A Secret History of Empire and War. New York: Little, Brown and Company, 2009.

Road to the Sea by Florence Dorsey

James B. Eads was a prominent 19^th Century civil engineer who was based in St. Louis most of his long career. The mark of his work can still be found on the Mississippi River more than a century after his death in 1887. Florence Dorsey’s 1947 biography, Road to the Sea, recounts his life and accomplishments.

Eads came to St. Louis with his family in 1833 at the age of 13. They were coming by river from Louisville, Kentucky, to set up shop in greener pastures ahead of his father, Col. Thomas Clark Eads, who moved westward from one failed venture to the next. The ship that carried them caught fire just as they arrived in St. Louis and all their possessions burned up with it.

The family needed the support of the enterprising boy, so he had no opportunity to go to school. He read voraciously, though, borrowing books from an employer, Barret Williams, whose collection included many books on scientific and mechanical subjects.

Eads decided to stay in St. Louis when his family moved upriver to Iowa. He was on his own at age 17, but maturing into a man who would have success as an engineer, businessman and builder.

Eads career began to flourish when, at age 22, he designed and had built a boat with a diving bell. He eventually launched a fleet of bell boats that supported his salvage business. He salvaged wrecks and cargo from the Mississippi and its tributaries. He spent a lot of time in the river and began to know it very well.

By the time the Civil War broke out he had retired from salvaging and enjoying his wealth, but he risked his own fortune to secure the Mississippi River for the Union. He built ironclad gunboats to guard the river and attack Confederate fortifications. America’s military leaders weren’t sure what to make of them at first, but as the war progressed his ships were in great demand.

Eads found it frustrating to deal with Washington politicking and bureaucracy, especially in the U.S. Army. In his post-war endeavors he regularly had opposition from the Army Corps of Engineers and its chief, Andrew A. Humphreys.

These ventures were daring feats of engineering that were aimed at improving the commerce of the Mississippi valley. He built the world’s first steel arch bridge at St. Louis that would connect the city to the east by railroad (and got soaked by his contractor, Andrew Carnegie, while he was at it). He opened a route through the mud at the mouth of the Mississippi River that gave passage from the middle of the country to the ocean and helped make New Orleans a major port. In both these efforts he faced opposition and meddling from the Corp of Engineers.

In his last days he proposed to build a railroad across Mexico’s Tehuantepec isthmus to permit shorter passage from the Atlantic (i.e., the Mississippi) to the Pacific Ocean. His proposal was a serious alternative to Ferdinand de Lesseps’ Panama Canal. Though others took up the cause, Eads’ ship railroad proposal practically died with him. The Panama Canal didn’t fare much better at the time; the United States didn’t take over the project until 1904 and it didn’t open until 1914, de Lesseps’ plan for a tide-level canal with no locks having been abandoned.

As an engineer and Missourian, I’m fascinated by Eads and his extraordinary career.  I would recommend Dorsey’s book to anyone looking for an interesting and little-known bit of history.

If you’re interested in this book, you also be interested in

The Brooklyn Bridge by Judith St. George

Canals and Their Architecture by Robert Harris

Dreams of Iron and Steel by Deborah Cadbury

The Explorer King by Robert Wilson

The Great Bridge by David McCollough 

Katy Depot Historic Site edited by Deborah Biermann

Miss Mizzou by J. B. Winter

On the Mainlines by William B. Claycomb

Rising Tide by James M. Barry

Steam by Andrea Sutcliffe 

Dorsey, Florence. Road to the Sea: The Story of James B. Eads and the Mississippi River. New York: Rinehart & Company, 1947.

The Wright Brothers by David McCollough

Brothers Orville and Wilbur Wright rose to fame at the beginning of the 20^th Century by building the first successful manned, powered flying machine. In popular culture, they tend to be presented as geniuses who went out to Kitty Hawk and started flying one day. In his biography of these men, The Wright Brothers, David McCollough does not dispel the notion of genius, but he focuses on their courage, determination, careful study, methodical approach, and persistence in the pursuit of something they believed could be.

As boys, the brothers were inspired by a toy to consider the possibility of flight. As grown men, they made a careful study of it. Before beginning their experiments, they gathered the available information, including contacts with earlier experimenters in flight such as Octave Chanute and Samuel Pierpont Langley (the director of the Smithsonian Institute who’s “aerodrome” was a failed early flyer). When they began conducting their own experiments with kites (and later using a small wind tunnel they made), they found the published data to be lacking in useful or correct information.

Therefore, it was mainly on their own that the brothers invented their flyers and the means of piloting them. They had the practical view that inventing a flying machine included inventing the method for controlling it in flight.

An interesting note is that the Wrights funded their experiments and first airplanes with their own money. Their bicycle shop must have produced a decent income, but they lived modestly. They lived in a modest home together with their father and sister until after they completed built three working airplanes, the third model being the one they demonstrated publicly. Even after they began to make money making airplanes and decided to build a new, larger house, they shared it. Wilbur’s only request for the new house was that he have his own bedroom and bathroom.

McCollough emphasizes how much the success of Wilbur and Orville was a family affair. They were close to their widowed father, who survived Wilbur by two years. Once they began to demonstrate their airplane and make a build a business on it, their sister Katherine became a social manager for them, and she share a house with Orville until she married at the age of 52 (she passed away three year later). Orville had a long life and saw many improvements in aviation after he sold the company, including Charles Lindbergh’s trans-Atlantic flight and the use of bombers in World War II.

The book is fairly brief. McCollough concentrates on the period when the Wrights were most involved in experimenting with, building, and ultimately demonstrating their invention. Even so, one gets a sense of what the brothers and their immediate family and friends were like.

David McCollough also wrote The Great Bridge. 

If you’re interested in this book, you may also be interested in

Make a Joyful Sound by Helen Elmira Waite

McCullough, David. The Wright Brothers. New York: Simon & Schuster, 2015.

The Dawn of Innovation by Charles R. Morris

Over the course of the 19^th Century, the United States transformed from a frontier nation dependent on trade with former colonizing nations to a leading manufacturer and exporter of goods. Charles R. Morris describes how America accomplished this change in The Dawn of Innovation.

The forces that led to the development of an American system of manufacturing were practical and cultural. There were labor shortages, especially for skilled labor. Americans in every field were interested in mechanizing work to get it done with the people and skills available. Americans were also largely middle class, at least in their way of thinking. They had to have the means to cross the Atlantic, and once here wage pressure and the availability of resources quickly made many people middle class. The middle class valued improvement and economic independence. In the U.S. they were free from the limiting class structures of Europe.

The middle class were also consumers. They were interested in the goods and lifestyle associated with wealth, but at prices they could afford. And there were a lot more of them that the handful of rich people who were the consumers of traditional luxury goods. Americans wanted to produce, market and distribute goods on a mass scale that was hard for Europeans of the time to even imagine.

The cloth-making industry was one of the first to bring together the aspects of modern manufacturing: specialization, organization of work flow, mechanization and automation. American cloth makers took—sometimes stole—these things from the British. A leap that the Americans made, but not the British, was to apply these same concepts to all kinds of production.

The organization of work was especially helpful in the U.S., where the skilled workers needed for precision machine making were few. Morris uses the arms industry as an example of American leadership in the transformation from craft piecework to an organized workflow with uniform standards.

Morris also undertakes some myth busting. Eli Whitney is associated with first rifles—really the first manufactured goods—to have interchangeable parts, which is a hallmark of modern manufacturing. Whitney and others promised interchangeability to win contracts with the Army, but he never achieved it; it took him a while to even become a good gun maker. It took decades of work by others to achieve interchangeable parts. This was both a matter of organizing work and developing more precise machining equipment.

Morris shows how innovations accumulated over time to create American manufacturing leadership. He shows how the culture and natural environment were incubators for such development.

If you’re interested in this book, you may also be interested in

The Gentleman Scientists by Tom Schachtman

Mayflower by Nathaniel Philbrick

The Power Makers by Maury Klein

The Society for Useful Knowledge by Jonathan Lyons

Waste and Want by Susan Strasser

Morris, Charles R. The Dawn of Innovation: The First American Industrial Revolution. New York: Public Affairs, 2012.

New & Interesting Stuff Nov. 8, 2015

Halloween Reading & Entertainment

Isaiah

New & Interesting Stuff Halloween 2015

Programmers: Stop Calling Yourselves Engineers (Ian Bogost in The Atlantic)

Rock Breaks Scissors by William Poundstone

Transportation & Water Update

Water by Steven Solomon (204)

Solomon, Steven. Water: The Epic Struggle for Wealth, Power, and Civilization. New York: Harper, 2010.
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Steven Solomon’s Water is an epic history of civilization from its roots to modern time. Solomon’s thesis is that inventively mastered their water resources have risen and those that have outpaced their available water or innovations have declined. There are lessons in this history for us who live in an age where some nations already experience serious water scarcity and even relatively water rich nations are squandering their natural fortune.

The book generally follows sequences of technology, geography, and politics. In technology, it moves through waters many uses from irrigation to transportation, energy and sanitation. The geographic motion of the book is from east to west, starting the early innovations of Asia, sliding to Europe, then jumping the Atlantic to North America. The political trend begins with ancient, totalitarian hydraulic societies and moves on to gradually democratizing nations and the splintered, competitive, yet surprisingly workable and cooperative, market-oriented Western republics.

In the final chapters of the book, Solomon deals with the threat of water scarcity. Some parts of the world, particularly in Africa and Asia, are already facing water shortages. Those fortunate enough to have other sources of wealth, like oil, are importing virtual water, especially in the form of food. Control of water resources is becoming a matter of international diplomacy, national security, and possible war in much the way oil was in the last century. This is especially true in the arid, populous Middle East and South Asia. Many of the water poor live in lands that are highly populated, arid, unstable politically, and have long-standing enmities with neighboring countries.

Relatively water rich nations, like the United States, have problems, too. Much of it stems from using water inefficiently and for less productive activities. This is especially problematic in the dry western states, where long-standing, vested interests have sought to protect their subsidized access to water while others, sometimes more efficient and high value users, pay great premiums for the limited remaining available water. This isn’t strictly a western problem; eastern cities are also droughts, growing populations, industrialization, intensive agriculture, and aging infrastructure that strain their water resources.

While the problems are serious, Solomon seems hopeful that, as in the past, we may be able to develop technological, organizational, and political solutions to these issues. He objectively discusses national and international efforts to solve the looming water crisis. He seems to have more faith that workable solutions well arise in the more water rich, democratic West, where a combination of government regulation, free markets, substantial local control, and varied regional solutions are giving rise to innovation.

If you’re interested in this book, you may also be interested in
The Ancient Engineers by L. Sprague de Camp
Canals and Their Architecture by Robert Harris
Dreams of Iron and Steel by Deborah Cadbury
Exodus
The Ghost Map by Steven Johnson
The Great Stink by Clare Clark
Steam by Andrea Sutcliffe
Undaunted Courage by Stephen Ambrose
The Victory of Reason by Rodney Stark
Water by Marq de Villiers
When the Rivers Run Dry by Fred Pearce