Undaunted Courage by Stephen Ambrose

Ambrose, Stephen E. Undaunted Courage: Meriwether Lewis, Thomas Jefferson, and the Opening of the American West. 1996. New York: Touchstone, 1997.

Undaunted Courage is a biography of Meriwether Lewis. It is also, to a large extent, an account of Lewis’ expedition, co-led by William Clark, up the Missouri River, across the Rocky Mountains, down the Columbia River to the Pacific Coast and back again.


The Lewis and Clark expedition, the bicentennial of which was celebrated in 2004 through 2006, is rightly presented as the centerpiece of Lewis’ life. Ambrose shows how Lewis’ early life in the plantations and wilderness of Virginia, as a militia officer during the Whiskey Rebellion and under the political tutelage of Thomas Jefferson uniquely prepared Lewis to lead a company of explorer-soldiers with a broad mission. His life after the expedition was brief and troubled.

The western exploration, beginning in 1804 and ending in 1806, is the major focus of the narrative. It was more than simply a trip. Lewis and Clark were charged with scientific observation (particularly geography, botany and zoology), Indian diplomacy, establishing trade, and what might be considered a touch of espionage. With the exception of Indian policy, Lewis, Clark and their men performed admirably.

Lewis, throughout the mission and afterward, wanted to make it clear that he and Clark had equal parts in the leadership of the expedition. It is extraordinary that this worked so well. One gets the impression for the book that Lewis was the senior of these equals, which may explain it. Even so, Lewis seemed to prefer the close companionship of trusted peers and friends.

Lewis achieved great success while still relatively young, in his early thirties. Early success can be tough, but Lewis seems like a man who can handle tough situations. However, his few years of life after the expedition seem to be characterized by failure. Certainly, the political situation in the Louisiana Territory, where Lewis was appointed governor, was very difficult, and he may not have been cut out to be a politician and bureaucrat. However, he left important matters that were easily within his grasp undone. Notably, he never published the expedition journals, which more than anything else may have sealed his fame, supported his policies and multiplied the fruit of his exceptional labor.

The final years of Lewis’ life, which ended in suicide, raises many unanswered, and possibly unanswerable, questions. Even so, Ambrose’s biography of the man is an interesting story, and sometime and exciting tale of his great adventure.

The Great Stink by Clare Clark

Clark, Clare. The Great Stink. Orlando, FL: Harcourt, 2005.

William May, the fictional protagonist, is a surveyor for the real Metropolitan Board of Works. From 1856 to 1870, the board led by its chief engineer Joseph Bazalgette who plays a minor part in the novel, built 80 miles of sewers under London. This massive infrastructure transformed the city and the Thames that runs through it.

May spends a lot of time in the crumbling old sewer that are soon to be joined and transformed by the board. The filth of London is the least of the horrors of Victorian England that he must overcome. He faces the Crimean War, a military hospital ship, corruption in politics and business, an insane asylum, prison, an indifferent justice system and his own misunderstood mental illness.

Though the novel is set in the midst of an enormous engineering project and the main character has such a breadth of experience, the story focuses on a few people coping with a changing (modernizing) world. Their stories are brought together by petty murder committed by a greedy man.

May, who except for his misfortune might be considered middle-class by 19th century standards, is contrasted to Long Arm Tom. Tom is a tosher; he makes his living recovering copper and other valuable material from the sewage and waste of the city. Many of London’s poorest lived by extracting meager value from waste. The great sewer project was brining and end to Tom’s profession.

May and Tom are witnesses to a murder. May almost hangs for it; it is luck, including the good fortune of having a conscientious lawyer assigned to his case, that rescues him. Tom becomes an accessory to the murder, and later uncovers it to get revenge.

Class was a huge part of English life, and it clearly comes through, but Clark resists taking a romantic view of it. Tom is not virtuous because or in spite of his poverty. He is a wily and unscrupulous denizen of a corrupt world. May is a professional who ostensibly has the most to gain from the social changes occurring, but deeply damaged and almost destroyed by the highs and lows of a society in flux. His lawyer, Sydney Rose, is the scion of an impoverished peerage. He is motivated by his hopes to move up in society as much as by any sense of noblesse oblige. His victory is due as much to luck and determination.

The pace of the book is slow compared to other thrillers of mysteries. The book is as much about May and Tom coping with a changing world as it is about murder mystery. It tempo picks up in the final chapters as Rose begins to put together a defense for May.

Overall, it is an enjoyable book. It works in its combination of history, mainstream fiction, mystery and picturing of a world that is rapidly changing through new technology.

(If you're interested in the history of the great London sewer project, see this review of Dreams of Iron and Steel by Deborah Cadbury.)

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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.