Category Archives: transportation

Sponsorships

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State government never has enough money to fix the roads, educate our kids, take care of those of us in our declining years, pay our prison guards and state employees  enough to get off of food stamps, maintain hundreds of buildings it owns, keep our air and water safe, and a lot of other things.

I woke up on a Monday morning a few weeks ago with the solution.  I think it was the day after I’d watched the Indianapolis 500 in person and the NASCAR 600-mile race at Charlotte that evening on the telly.  It came to me that state government could make millions if it followed an economic model based on racing.

A few years ago the stock car race at Indianapolis was called something like the Your Name Here Crown Royal Brickyard 400 Powered by Big Machine Records.  Each year the name of some citizen—a private citizen who was a veteran or someone who had voluntarily done something of public benefit would be picked to fill in the “Your Name Here” part of the event name—a nice thing to do to recognize the importance of people like most of us who do good stuff just because we do good stuff.

And if you watch any of these events, you know that the first thing the winners do in the post-race interview is thank all the sponsors whose logos adorned their cars and are sewn onto their fire-resistant driving suits. “You know, Goodyear (Firestone) gave us an awesome tire today and our (Chevrolet, Honda, Toyota, Ford) had awesome power.  I’d like to thank Bass Pro, M&Ms, Budweiser, Coke, Monster Energy, Gainbridge, NAPA, and all my other sponsors who make this possible—and the fans, you’re the BEST!!!”

Suppose state government was run like that.

At the end of a legislative session, the Speaker and the President Pro Tem, in their joint news conference, began with “We have had an awesome, productive session here at the Anheuser-Busch Capitol powered by Ameren.”

“The Monsanto Department of Agriculture driven by the Missouri Farm Bureau will be better equipped than ever to regulate corporate farming through the Tyson CAFO Division.

“The Master Lock Department of Corrections employees are getting a significant pay increase; The Depends Division of Aging is expanding its services significantly; the Tracker Marine Water Patrol is able to hire more officers; and the Dollar General Department of Revenue is going to install new computers to get our H&R Block tax refunds out faster.

“The Cabela’s Department of Conservation sales tax renewal has been put on the ballot next year.  The Wikipedia Department of Higher Education driven by Nike has been given more authority to approve such programs as the Shook, Hardy & Bacon Law School at UMKC, the Wal-Mart Business School in Columbia, the Eagle Forum Liberal Studies program at UMSL, and technology developed at the Hewlett-Packard 3-D Missouri University of Science and Technology will now be capable of building new football facilities on our campuses for pennies..  And we found additional funding for the Cologuard Department of Health and its Purdue Pharma Division of Drug and Alcohol Abuse.

We also were able to put a proposal on the ballot next year to increase funding for the Quikcrete Department of Transportation.

“We couldn’t do all of the great things we’ve done in the 101st Session of the Citizens United General Assembly fueled by Laffer Economics without the support of all of our state’s other great sponsors.

“And we appreciate the participation of you citizens out there.  We couldn’t do this without all of you. You’re the BEST!!!”

And the confetti made from 1,994 un-passed bills would rain down and the legislative leaders would spray champagne (or, more likely, shaken-up Bud) all over each other in the Chamber of Commerce and Industry Legislative Victory Circle (previously known as the rotunda) and the legislative mascot dressed as the Official State Dessert would dance to a celebratory song performed by Sheryl Crowe, who next year will be chosen as a project by a third-grade class studying state government to be the subject of a bill designating her as the Official State Country Singer.

This would never work, of course.  We can’t see members of the legislature in uniforms that have state government sponsors’ patches all over them during the sessions or campaigning in outfits that have the logos of their donors.  And the Senate would just flat out refuse to tolerate anything that would eliminate Seersucker Wednesdays.

Even if government tried something like this, the Supreme Court would be tied up for years in lawsuits determining whether sponsorships should be calculated as Total State Revenue under the Hancock Amendment, thereby triggering tax refunds that would undermine the entire idea.  And Clean Missouri would get another ballot proposal approved by voters that would tie the Missouri Ethics Commission into knots trying to define whether sponsors constitute campaign donors.

Hate to say it folks.  In the real world, if we want better services or more services or better roads or prison guards who don’t have to hold two other jobs, it’s us taxpayers who will have to be the sponsors of state government.    And after all, shouldn’t we want to be

THE BEST?

King Canute, Charles Wilson, and the dangers of rejecting change

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We have a lot of misquotes that we like to quote to prove our points in arguments and discussions.

One arose when Charles E. Wilson was appointed by President Eisenhower as Secretary of Defense. Wilson was the President of General Motors and his position triggered intense questioning during his confirmation hearing.  When he was asked if he could, as Secretary of Defense, make a decision that would be bad for GM, he said he could although he could not think of such a situation happening because “for years I thought what was good for our country was good for General Motors and vice versa.”

Through the years his statement has been turned into the rather arrogant and erroneous quote that “What’s good for General Motors is good for the U.S.” It came to mind recently when GM announced layoffs and plant closures affecting thousands of workers in the United States and Canada.

The President has threatened GM with various penalties if it doesn’t reverse course and keep running factories and keep employing people making vehicles that consumers aren’t buying in enough quantity to justify their continued production.

It’s the equivalent of President Woodrow Wilson in 1915 ordering the thirteen-thousand manufacturers of wagons and buggies and their supporting industries (horseshoes, harnesses, buggy whips) to maintain production while people drove by their factories in Model T’s.

Paul Turner has recalled in his Adaptive Insights Blog that there were 4,600 carriage manufacturers in 1914, the year after Henry Ford fired up his first production line.  About a decade later there were only 150 of those companies and just 88 in 1929.  “Companies that tried to hang on to the past, or simply apply old world skills and technology to the new world simply failed to exist,” he wrote. One company that recognized the future and embraced the idea that it was not in the business of making wagons and buggies, but was in the transportation business was Studebaker. But changing economics, market demands, and public taste eventually drove Studebaker out of business, along with its late partner, Packard.

Think of the badges that have disappeared in recent years—Plymouth, Oldsmobile, Saturn, Mercury.  We let them slip away with some minor mourning, not paying as much attention as we might have to what their disappearance meant.  But now Ford has announced it’s getting out of the passenger car business because of changing public demand. And General Motors has ignited public awareness dramatically with its announcement that the products it makes, while good products, are not what the public wants in enough numbers to justify continued production and before GM becomes another Studebaker-Packard, it has to reprogram itself for what tomorrow’s consumer wants.  And tomorrow’s consumer appears to be leaning more toward being a rider than a driver and increasingly turning attention to electricity rather than gasoline.

We have lived through numerous non-weather climate changes and that is happening with the auto industry—worldwide—might just be the most eye-catching example.  The sprouting of big windmills and wind farms is an unmistakable indication that the way we get our energy in ten years will be much different from the way we get it today.  A former Sierra Club CEO, Carl Pope is quoted by Theenergymix.com saying “Real markets are poised to savagely strand assets, upset expectations, overturn long-established livelihoods, and leave a trail of wreckage behind them.”

Some will see the words “Sierra Club” and immediately dismiss Pope’s observations as drivel. But remember how quickly the wagon makers and their extensive support industries that employed thousands of people disappeared.  Pope wrote in 2015, just three years ago of, “fossil fuels, with coal companies declaring bankruptcy at the rate of one per month, stock exchanges delisting their stocks, and oil and gas beginning to lose market value.”

Woodrow Wilson probably could have gotten a lot of votes in some places if he promised to revitalize the horse-drawn wagon industry. But by then, Lydston Hornsted had driven his 200 hp Benz faster than 124 mph, pretty well proving one horsepower was not the future of transportation.

Change is not coming in transportation and energy alone, it is here and it is gaining momentum.

Paul Turner set forth three lessons from the transition to the car:

  1. “Only those who embrace creative destruction will make the shift…The carriage makers that didn’t invest in retooling their production failed. Most were too busy protecting their existing, dying, revenue streams. The same holds true today….”
  2. “The transition is much faster than anyone expects.” He cites the death of the wagon industry 1914-1929 and remarks, “That’s akin to a staple of the year 2000 sliding into the dust today—or perhaps today’s cars essentially being replaced by self-driving cars by the mid-2020’s. The pace of change can be disconcerting. Those that have spent their entire careers in a single industry invariably underestimate the breadth, depth, and speed of change. The speed of disruption and the unwillingness to put aside antiquated technology is a potent combination capable of bringing organizations to their knees much faster than thought possible. Innovators like Google with a self-driving vehicle, and Tesla Motors with an electric vehicle designed from the ground up understand this, while the old automakers do not.”
  3. “New innovators emerge out of nowhere, faster than the old world leaders expect.” Forty-six hundred carriage makers were in business in 1914. A dozen years later there were 3.7-million cars and trucks on the roads, some of them driving past a lot of shuttered carriage factories.

He concludes, “Holding on to the past is more risky than embracing the future.”

The Twelfth Century English Historian Henry of Huntingdon told of King Canute setting his throne by the seashore and commanding the tide to stop before it wet his chair and his robes.  Moments later the wet king rose and turned to his followers and told them, “Let all men know how empty and worthless is the power of kings, for there is none worthy of the name, but He whom heaven, earth, and sea obey by eternal laws.”

The tide is here and it is going to keep coming and General Motors is the latest “king” to realize sitting still is to become submerged by the future.  There is pain in change but history tells us that ignoring change or ordering us to ignore that change is asking for a mouth of salt water at best, drowning at worst.

Tennial Time, Boat Edition

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Bi and Cen.

The new year starts an ten-year run of tennials.   Between now and August 4, 1828 we will observe a series of 200th and 100th anniversaries:

2019 is the first of the bicentennials.  We doubt that anybody was here to see these two events.  It was two years before the legislature decreed this area become known as the City of Jefferson City. On May 15, 1819 the steamboat Independence under Captain John Nelson became the first steamboat to challenge the dangers of the Missouri River .  It arrived at the now-vanished town of Franklin on May 28. It got as far as the community of  Chariton, near the mouth of the Chariton River, called by some “Missouri’s gran divide” because streams east of it flow towards the Mississippi and those to the west flow into the Missouri or into its tributaries.

A month later, on June 21another steamboat, the Western Engineer, left St. Louis.  The boat had been built for an exploratory expedition organized by the U.S. Topographical engineers and led by Major Stephen Long.  It was the first steamboat to make it all the way across Missouri, wintering at Fort Lisa near present Council Bluffs, Iowa on September 17 before going back to St. Louis in the spring.

Steamboating seems to be slow developing on the Missouri, perhaps because it took time to develop boats strong enough to run the great river.  Five boats were regularly running the river in 1836.  But travel on the river was assuming such importance a short time later than when the original government building in Jefferson City burned in 1837, a new capitol put up on the first hill to the west was built facing east. Travelers coming upriver, therefore, saw the new capitol’s impressive face as they approached.  In 1839, James Crump, built a stone building to serve as a landing point for riverboats. The upper story became a hotel popular with river men and legislators.  The building, known locally as “Lohman’s Landing,” still stands, one of the few early nineteenth century river port buildings remaining. Today it’s part of the state museum system and has been renovated to represent the kind of general store that a riverboat landing structure might have been.

May Stafford Hilburn wrote in the local Sunday News and Tribune, in 1946 that, “In 1840 fruit trees were shipped into Jefferson City by boat and sold for twelve and one-half cents each. In 1840 Captain Dunnica, a pioneer builder of the city, reported that “the Steamer Camden on key passage down the Missouri struck a snag and sunk in eight feet of water. Ship and cargo were a total loss. In 1841 a stranger who came into Jefferson City by steamboat wrote home to a relative in Lancaster Pa., this statement: ‘The boating trade of the Missouri River is increasing annually. This insures a ready market for all produce of every kind.’”

James E. Ford, who wrote a history of Jefferson City and Cole County eighty years ago, said, “In 1841 twenty-six steamboats were engaged in regular trade on the Missouri River. These boats made 312 arrivals and departures at Glasgow with freight and passengers.  The Iatan, regular packet, made twenty regular weekly trips from St. Louis to Glasgow. About forty-six thousand tons of freight were transported during the year 1841, according to the Columbia Patriot.”

The St. Louis Western Journal observed in 1842, “Two years ago it was considered foolish and dangerous to navigate the Missouri River at night, and the time by steamboat from St. Louis to Jefferson City was forty to forty-eight hours. Just one year ago thirty-six hours was considered a speedy trip. In 1842, the trip was made in twenty-four hours by several boats. The steamboat Empire made the trip last week in twenty-two hours and fifteen minutes. Now Jefferson City, one hundred and fifty miles distant from St. Louis, is within a day’s travel.”

But steamboats transported more than politicians and trade goods.  Sometimes they transported death to Jefferson City.  City Clerk James E. McHenry recalled in 1893 that when he was fourteen years old in 1849:

“On a bright May morning, I sauntered down to the river to see if there were any boats in sight, when I was surprised to see the James Madison lying at the wharf, apparently deserted.  She had no steam up, no one on board, and the passengers with their baggage lying around loose on the levee, some were vomiting and all looking forlorn and distressed. I learned the boat had arrived sometime the night before, from St. Louis, with a number of cases of cholera, had docked and abandoned the trip; her Captain and other officers had deserted the Monroe and struck out across the river for their homes and firesides, leaving the poor sick passengers to take care of themselves.

When the citizens learned of the situation, they organized and took charge of the sick passengers, gave the dead and dying all of the attention possible. After a few days I ventured uptown—we lived at the foot of Richmond Hill on Main street. I found the town a deserted, desolated looking village. There was no business in the stores, no wagons on the streets, and but few people and they were gathered in little squads talking low and looking scared and anxious. The only places doing business were the “groceries,” as saloons were then called.  After going uptown and seeing the hearse constantly on the move, going and coming, the doctors hither and thither, and the good citizens bracing himself at the “grocery,” I picked up courage enough that day to take a peek into the Episcopal Church. I saw men in all stages of the cholera; some vomiting in the first stage, some in agony of pain, some dying and some dead. I became an errand boy, going after soup and medicine for the sick. The James Monroe landed here on that May morning with 75 people on board, now only two of whom escaped death by cholera. Most of them were California emigrants. The Captain and other officers who deserted their posts, we learned afterwards died either before or after they reached home.”

On August 26, 1854, the steamboat “Timour” (number 2) was tied up at the Edwards wood yard about three miles below Jefferson City when it exploded.  Former State Treasurer Phil E. Chapell, then a barefoot boy just turned 17, was standing on the Jefferson City levee waiting to be rowed across the river, when he saw and heard “a loud report as of a tremendous blast, and the boat was enveloped in a great cloud of steam and smoke.  In a moment the cloud had blown away but alas! The boat had disappeared. The ferryman and I at once realized what had occurred, and jumping into a skiff, rowed as rapidly as possible to the wreck…We were the first to arrive, and what a horrible scene met our gaze.  All of the boilers of the boat, three in number, had exploded simultaneously, wrecking the entire forward part of the boat, and causing the hull to sink after of the forecastle. The shrieks and groans of the dying, and their piteous appeals that they be put immediately out of existence to end their sufferings were heartrending, and resound in my ears to this day, although more than a half-century has passed.  Many lives were lost—how many was never known, as many bodies were blown into the river and never recovered. Those still alive were so badly scalded as to have but little resemblance to human beings.”

The New York Times on September 6 carried a report from the St. Louis Democrat that, “There had been no record of deck hands kept, and, doubtless, there are some who have been blown into eternity whose names will never be heard again, and whose fate will always remain a mystery within the circle of relatives and friends from which they will be missed. We have learned that the complement of hands which the boat had in leaving this port was 45 or 47, and that of these but 25 have returned.”

By then, however, a competitor was making its way toward Jefferson City and it eventually would kill steamboat traffic as it is fondly remembered. In fact, a Cincinnati newspaper reported two of the Timour’s boilers had been thrown onto the nearby railroad tracks by the explosion. The third was blown into the river and some pieces of the boat were found a mile away.

The Pacific Railroad planned to start began passenger and freight service from St. Louis to Jefferson City in November, 1855, prompting this ad from the Jefferson City Inquirer on November 10, 1855.

June, 1861 brought not death, but a military invasion. When Confederate-leaning Governor Claiborne Jackson hurried back to the capital city after negotiations with federal officials in St. Louis failed to produce a promise the U. S. Army would stay out of Missouri, and fled to Boonville with several state lawmakers in tow, the Army was in pursuit.  General Nathaniel Lyon and his troops disembarked from the steamboat Iatan (a replacement of the earlier one that helped open shipping on the river) east of the penitentiary, marched behind the prison to Lafayette Street, then marched through town to occupy the Capitol. A special correspondent for the St. Louis Missouri Democrat described “an enthusiastic reception from the loyal citizens, headed by Thomas L. Price…(They) marched in good order through the city, cheered at several points, and finally occupied Capitol Hill, amidst tremendous applause.”  Price had been the city’s first mayor and long remained a prominent civic leader.

Long-time Jefferson City banker and politician Julius Conrath remembered a happier experience in about 1868:

“I can remember as a boy of about five years seeing my first circus.  It came up the river on a steamboat and landed at what was called the levee, or Lohman’s landing, at the foot of Jefferson Street. A large crowd and especially the small boys went down to see it unload…

“In those days Jefferson City boasted a wharfmaster who was one of the city officials. He had charge of all loading and unloading of steamboats.  Steamboats were plentiful on the river then, and three or four passed up and down every week.  Every boy in town knew every boat by its whistle. In summer time, as soon as we heard a boat whistle we grabbed a basket filled with peaches, apples or grapes, or whatever fruit might be in season, and rushed to the levee and sold our wares to the passengers for in those days many passengers traveled by boat.”

But the days of the steamboat being a lifeline to Jefferson City were numbered, as they were for communities along the Missouri River.  By the 1880s, the railroad had reached the farthest most point on the river served by steamboats.

It was a glorious era, however. But it was a dangerous one.  The average lifespan for a steamboat on the Missouri was only about three years.  It’s estimated more than three-hundred steamboats sank between St. Louis and Kansas City.

In 2019, we’ll observe the bicentennial of steamboats on the Missouri River, kicking off what we are calling the “tennial era” in Missouri.  We’re thinking of the best way to commemorate our steamboat history.

“Two roads diverged—”

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“In a yellow wood,” wrote Robert Frost

“And sorry I could not travel both and be one traveler, long I stood and looked down one as far as I could to where it bent in the undergrowth.”

Two years ago, Missourians elected a charismatic young man who promised to make his state office something special, something different, something clean.

Two years ago, Missourians elected another charismatic young man who promised to make his state office something special, something different, something clean.

One of those young men took a road that has led him downhill into the darkness of the undergrowth, out of sight, and probably away from his dream of much bigger things—although there have been reports of some sounds coming out of that darkness that he’d like to come back for another trip.

The second young man last Tuesday took a road that is leading him up, to a sunny future, and perhaps an opportunity to reach the destination the first man thought he was going toward.

Poetry can take some interesting political turns.

—

Two roads.  One paved, one gravel.  One that would have been important to maintaining and bringing jobs.  One that is paved now but facing reduction to gravel in the future. Missourians have chosen the gravel road into uncertainty’s undergrowth with their rejection of the latest gas tax increase.  Our state legislators and other state leaders who have made economic development a constant theme of their work have failed to convince voters that a tax increase would result in the good roads necessary to encourage economic growth.

They have sewn the wind by preaching the evils of taxes and the blessings of tax cuts and tax breaks, particularly for businesses that presumably will create more jobs.  But industry wants good roads to ship in manufacturing materials and equipment and good roads to ship products out.

“The people know better how to spend their money than government does,” we have heard them say repeatedly.  Again, the people have decided to keep their money and spend it for things better than building roads and bridges and interchanges to companies that might have provided jobs to those same people and their relatives and friends.

The people have decided they want a higher minimum wage, meaning many of those who might benefit from better roads and the better jobs they could help create will have more money for themselves.

Two roads.  Two men.  Two political philosophies.  But we travel with them and we are the ones who often decide which road they, and we, take—a road rising to the future or a gravel road descending into the dark undergrowth.

“And that has made all the difference.”

—or will, perhaps.

It’s only a band-aid but I’ll wear it

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A new product came on the market in 1920.  The Band-Aid (registered trademark symbol is supposed to be here) became so popular that its name has become a generic term for anything that temporarily solves a problem.

Missourians will vote on a gas tax increase in a few days and I’m going to vote for it because I am part of the problem the proposed tax increase seeks to temporarily solve.

My car’s dash tells me all kinds of stuff including the cumulative fuel mileage since I bought the car in 2014.  This is the way it looked yesterday.

Another “screen” told me that I have driven this car about 63,000 miles.  In all of that driving, town and highway, summer and winter, short trips to the grocery store or longer trips to, say, Nashville or Indianapolis, this car has averaged 25.4 miles per gallon, pretty good for a 300 hp car that can hit 60 in a little over five seconds.

This car replaced one that got 26 mpg, tops, on a long trip.  Obviously I don’t burn as much gas in this newer car as I did in the older one making me one of those who doesn’t contribute as much in gas taxes with the present car as I did with my previous one. But I drive the same roads most of the time and cross the same bridges most of the time as I did with the previous car.

I am, therefore, one of hundreds of thousands of the people on our roads who are the collective cause of our Transportation Department’s long decline in financial ability to operate our highways.

As a good and responsible citizen who prefers not to replace his shock absorbers anytime soon or fall through a bridge floor, I’m going to vote to increase the tax on the gas I burn.

Frankly, it’s kind of a chicken way to go about it—a ten-cent increase that’s phased in during four years so the percentage increase is small enough that it won’t be too painful to the parsimonious Missourians who have been told for a couple of decades now that it’s okay to think state services and programs can get by on less and less and less and less because the people know better how to spend their money than the government does.

But the potholes and the patches have become such an inconvenience to motorists that maybe they’ll decide the government really can make better use of 2.5 cents than they can.

But this is only a band-aid.   Only a temporary solution.  A good friend is a reason the gas tax isn’t a long-term solution to the problems with our transportation system.

My friend recently bought a Tesla 3.   He likes it a lot.   He’s had it for about a month and has not put a single gallon of gas in it.  (Anybody who buys gas for their Tesla might be planning on setting the thing on fire.) Tesla claims drivers can get 310 miles out of a full battery charge but battery technology is moving quickly and when a 500-mile battery car hits the market at a reasonable price, watch out.

Even 310 miles isn’t bad.  We’ve been told Teslas come with a directory that can be called up on the big cockpit screen and shows where there are chargers—such as these we saw the other day at a fast foot place in Limon, Colorado. It’s like of like the printed directories that came out in the 1970s when a lot of people started driving diesels, showing them where there were gas stations with diesel pumps for cars.

You’ll notice there’s a Tesla like the one my friend has that is getting a re-charge while the driver is inside the Limon restaurant enjoying a casual cheeseburger or something.  Tesla says it has 1,359 Supercharger stations with 11, 234 superchargers like those in Limon. Plug in for thirty minutes and you’re good for another 170 miles.  That gets you to 480 miles with a lunch stop on the way.

Tesla is quickly getting competitors and that means prices will become more reasonable and that means more of us will be paying zero gas taxes before long.  I have thought that each of the last two cars I have bought would be the last completely gas-powered vehicles I would own.  A Tesla, by the way, will get to 60 in about half the time my current car does.

So a ten-cent gas tax increase (spread through four years) is only a band-aid.  It’s going to take more than a Band-Aid to permanently assure our road system doesn’t go back to gravel.  We hope those who formulated the ten cent (after four years) gas tax increase are thinking about what comes when tens of thousands of motorists don’t use gasoline or diesel fuel at all.

I’m going to vote for the band-aid.  The four-year phase-in means it’s flesh-colored so it’s not so noticeable.

The last eden

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There were three zebras munching on the grass outside our patio on the edge of the Ngorongoro Crater on our last morning in Tanzania.  Monkeys frolicked on the sidewalk as we walked to the lodge for breakfast.  And we realized after two weeks of civilized travel in dangerous places what an amazing adventure we had had.  And it is likely we would never return. But we took a lot of pictures that we will look at time and again because—–

Well, because we were someplace magic, I guess.  That might be the closest we can come to describing being in another world, one that wasn’t a human world.

Imagine being in a place so sublime that you can sit on your patio after dinner and watch what we were able to watch.

It doesn’t take long to realize why Serengeti National Park in Tanzania is called “The Last Eden.”  But dangers lurk in these places.  Not long after we got home, we saw a news article that a tourist at a park where we watched zebras and gazelles graze was killed by a hippo.  We were told that the hippos came around our sleeping places in that park late at night to graze.  They are very territorial and surprisingly quick.  We were in a boat on a Kenyan lake one day and we made sure we kept our distance.

So did the hippo.

Visit all the zoos that you want to visit, but until you have seen the broken line of hundreds of families of approaching elephants stretching to the horizon on your left to a similar line headed to the horizon on your right, these elephants crossing the road twenty yards in front of you, you have not seen elephants.

Until you see a black line in the distance and realize it is thousands of migrating Wildebeests, you cannot imagine the Great Plains in our country as our ancestors in covered wagons saw buffalo.  Nor can you imagine the grasses of that era until you have gazed at the grass of the Serengeti that extends as far as you can see.

 

See the giraffe in a zoo and you have not seen a giraffe until you see a half-dozen of them gliding in their awkward dignity across an open area, nor can you appreciate the magnificence of these creatures until you walk past one of them munching on the leaves of the tree over your head as you head to your room from the dining hall.

And seeing a lion in its zoo “habitat” is not really seeing a lion.  Peering into the tall, tan, grass trying to differentiate between what is grass and what is fur, listening to it eat and then watching something  of powerful grace emerge and walk away, perhaps with a dismissive glance toward you, that is seeing a lion. But it’s often hard to see them, and that’s the way they like it.

For most of us, zoos are where we can appreciate these animals. In some cases, zoos are places where these animals have their greatest hopes of survival as species and we should appreciate the people who want to make sure we see something more than skeletons of extinct animals in our natural history museums.

But friends, if you ever have the opportunity to see them where they really live, save your money for however long it takes to afford the trip, and take it. We signed up for a Central Bank Classic Club tour, knowing we would spend hours in an aluminum tube high in the air, sometimes so crowded we couldn’t stretch out our legs all the way, hoping our tray tables didn’t cut us in half because a dolt in front insisted on lowering his (or her) seat back all the way.  We knew we might get little sleep, would eat microwaved food (which isn’t all that bad) and snacks and might get to watch a movie to help pass the time. More than seventeen hours on three flights each way, and vehicle travel for two weeks that often made us dearly appreciate seat belts might be discouraging to some.  But every inconvenience was worth every penny—and then some.

We endured the worst roads we’ve ever traveled to get to some of the most magnificent areas we have ever seen. (Come along with us for several minutes on a stretch of road that led to one of our lodges. Understand that our guide, James, did an excellent job making our ride as smooth as possible by swerving all over the road to minimize the beating we were taking).  It is worth noting that the tires on our vehicles were TWELVE-ply radials.  The tires you and I drive on our tame Missouri roads are four-ply. Some of our party who wore the wrist-bands that measure how many steps are taken in a day (10,000 is considered healthy) were seeing numbers beyond twenty and thirty-thousand. One even got a reading of 42,000—because of the daily bouncing, twisting, turning and grabbing the OS handle in our Land Cruisers.  At the end of the day we could understand how tennis shoes feel after they’ve been through the clothes dryer. We were surprised when we got home to see that we had each lost about five pounds although we had eaten well.

But, oh, my goodness.  The things we saw—some of them things that are disappearing in the wild.

The rhinoceros is under dire threat from poachers who are killing them for their horns that are ground into a powder and sold for high prices in some countries because of the belief the powder cures cancer or hangovers or improves virility or produces a cocaine-like high.   This is the only time we saw rhinos and these were white rhinos.  We saw no black rhinos because they are considered critically endangered and only about 5,500 are known in all of Africa.

Marvel at the trees, the Acacias with their leaves that seem to grow as clouds over the top branches, but also with thorns similar to the thorns on our locust trees—a reminder that in the wild, beauty and danger often are the same.   And sometimes it’s not the thorns that are the most dangerous things in those trees.

No, we did not get out of our Range Rover to go stand under the tree to take this picture.  On trips such as these, we worship the telephoto lens and the high-megapixel camera.  In fact, we worshipped them more than 3,500 times, probably and we worshipped the big memory card when we got home.

But the eaters and the eaten are facing uncertainty.  The National Geographic we bought at Downtown Book and Toy after our trip had an article about Kenyan farmers who were crowding the habitat of the magnificent creatures we saw poisoning the animals who were there in the first place to protect their crops and livestock.

Did you know that you can tell if an elephant is right-handed or left-handed?  Yep.  And that leads us to the difference between the elephants we saw in Africa compared to those we would see if we ever go to India.  African elephants such as this fellow (and we were a safe distance from him, too), both male and female, have tusks. Asian elephants don’t all have tusks. Those that do are males.  About half of the Asian lady elephants have tusks but they don’t have any pulp in them and they’re called tushes, a word that has a different meaning in our country.  something else.

Yes, the tusks are weapons against predators. But they’re mostly used for foraging, or digging, or stripping bark off trees or just moving things out of the way. And you can tell if an elephant is right-or-left handed (tusked?) by checking which tusk is shorter.

We saw the “Big Five,” the animals the big game hunters most covet—Lion, Cape Buffalo, Rhinoceros, elephant, leopard—throughout our safaris although we saw the rhinos only that one day and leopards were elusive. We didn’t start seeing them until our last couple of days.  We saw them from a safe distance, too, and we wouldn’t have seen them at all if our guides and their trained eyes didn’t spot them for us.

Leopards like to take their food up a tree to eat it.  Otherwise a lion will take it away from them, we were told.  We knew we were in leopard territory when our guide pointed out the horns of a former gazelle dangling from a tree branch.

And if we needed any reminders that the furry friends at home are related to these beautiful, lethal, creatures, this one reminded us that a cat like this, awakened from a nap and ready for action, acts just like our lap-warmer at home.

Okay, that’s enough for this edition of the summer vacation slide show.

Find a way to do what we did.  Find a way to explore cultures and economies and habitats far different from ours and witness some animals who dismiss you as long as you are in your vehicle but who will gladly and quickly kill you if you step outside.

You won’t find anybody named “Puff” out there.

 

 

The roads of the people

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This might or might not be any comfort to the special task force that has recommended fuel tax increases to raise money to maintain our roads and bridges, and build new ones where necessary.  But it might add some context to their work.

A century ago, Governor Elliott Major made his farewell address to the General Assembly.  In his first year in office, 1913, he had issued a proclamation declaring there would be two “Good Roads Days” in Missouri.  By the time he left office, fifteen other states had held annual “Good Roads Days.”  Major thought those special occasions had helped push Missouri to making “more progress in the construction and maintenance of good roads in the last two years than it has in any period of ten years preceding.”

Now, there’s a goal for today’s Missourians!

A century ago, Governor Major thought Missouri’s dirt roads were the most important ones in the system.  Today we might refer to those roads, years from the time when they were dirt, as our farm-to-market roads. But Major’s point about the importance of those roads has a lot of validity today.

In some ways, his message in 1917 is pretty close to the message we could hearing this year—with some modern language.  Here’s what he told the legislature:

The public highways of the country have ever marked by distinct epochs its civilization, and agricultural and commercial progress. It has marked it in the life of Missouri and of the American Republic. Until the highways stand abreast our broadest civilization, we will not be living up to our best privileges and the highest standard we can maintain in our civic and commercial life. We need to continue the construction, improvement and maintenance of our dirt and our hard surface roads. The dirt road, however, is the most important of all the roads. It constitutes ninety per cent of the road mileage of the State, and will continue so to do for many years to come. It is the real road of the people and the great highway of commerce.

We are in favor of the construction and maintenance of macadam, rock, concrete and other high-grade roads because every road that is constructed and passes through a section of country that produces something is an internal improvement of inestimable value. While we favor the construction of these splendid traffic ways, yet these are not the roads which mean most to the whole people. It is the dirt road, representing the first leg of the journey and over which moves the traffic of the State that serves us most; the road which enables the producer to bring more products to the railway stations and to the first markets of the country; the road which enables him to double the size of the haul and make the transit in less time, save wear and tear on harness and wagons and the lives of horses; the road that would bring additional hundreds of  thousands of acres under cultivation; the road that would increase the value per acre of all the lands through which it passes; the road that will save hundreds of thousands of dollars in shrinkage in the delivery of live stock; the road that will increase the attendance in the public schools of the country; the road that will lessen that part of the cost of transportation which begins at the producers’ door; the road every tendency of which is to improve community life and make it better morally, civilly and commercially.

There are bad dirt roads and good dirt roads. Bad dirt roads are a liability, good dirt roads are an asset. Missouri can not afford bad dirt roads, but it can afford good dirt roads. The dirt roads reach out into country life like tentacles and over them are moved the products representing the real commerce of the country, and their improvement will mean more to the State and Nation than any other one internal achievement which can be brought about. We can not make all the roads in Missouri high-class roads, but we can make all the bad dirt roads good dirt roads, and in the meantime construct as many high grade roads as possible. ,

Missouri has 63,370 miles of unimproved dirt roads and 54,264 miles of improved dirt roads. We have 3,420 miles of gravel roads, and 1,417 miles of macadam roads. ‘We have 570 miles of sand clay roads, and 700 miles of roads made from chats. We have about 400 miles of patent surface and other miscellaneous roads, making the grand total in the commonwealth over 124,000 miles. Last year there was placed upon these highways betterments valued at approximately $8,000,000. Under the new inter-county-seat drag law, we have about 10,000 miles of inter-county-seat roads, regularly dragged by the State, and upon which during the biennial period the State will have expended more than $225,000 for this purpose, while the people themselves have placed thereon special betterments in the sum of $1,500,000. ‘

The general state road fund law (Article 5, Chapter 121, R. S. Mo. 1909) should be amended so the moneys going into that fund may be used, if necessary, in securing the moneys the federal government may wish to give, meet expenses of convicts when working on or building public roads, or used to meet other important and necessary contingencies which might arise in road construction. It goes without saying that the federal government will give special aid, but it may require the states or the people to expend dollar for dollar. Should this be true, then with the general state road fund statute amended, Missouri can be the first state to receive the federal moneys. It would be well if the committees on roads and highways would, in a limited way, revise the road laws. The laws upon the subject are too numerous and confusing, and this Legislature can render a good work in revising same.

And here we are a century later hoping we can have enough transportation funding to match available federal funds.  The total mileage in our transportation system would astonish Major and the legislators of 1917 and thousands of those miles are the former dirt roads that the counties used to drag.  The amount the state spends on the system might be greater than they could comprehend although still not enough.  Convicts no longer provide free labor to build our roads and although we have more than twenty-five thousand convicts, they would not be nearly enough to give us the system we need.

Roads remain today as they were in Major’s time, links “to improve community life and make it better morally, civilly and commercially.” The language might seem a bit expansive in this Twenty-first century, but the point is the same.  A good transportation system is essential for many different purposes.  And the funding to capitalize on that essentiality remains as vital today as it was when dirt roads were the people’s roads.

To paraphrase Governor Elliott Major: “Bad roads are a liability; good roads are an asset. Missouri cannot afford bad roads, but it can afford good roads.”  We’ll be waiting to see the strategy that will convince tight-fisted Missourians they can afford good roads—or alternately, that they can’t afford not to have good roads.

Notes from the road–November

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(Tick line, Kansas)—Trivia question:

What was the tick line?

Nancy and I crossed it a few days ago on our ten-day excursion to and from Colorado, where we spent Thanksgiving helping our son and his family move into a new house.

Kansas had a tick line.

In the years right after the Civil War, there was a shortage of beef in the northern states.  At the same time, Texas had millions of cattle and no significant market for them. But a lot of those cattle were infested with ticks that killed Kansas farmers’ dairy cows, leading the legislature to pass a law basically banning Texas cattle east of Topeka, an area that was filling up with new farmer-settlers.

A nice tourism magazine we picked up in Abilene tells the story of one Joseph G. McCoy, an Illinois fellow who realized Texas’ two-dollar-a head cattle were worth twenty times that much in Chicago and set out to find a place west of the tick line where trains could haul those infested longhorns to Chicago for slaughter, eliminating contact between them and the Kansas dairy cows.

McCoy settled on Abilene, then a place of “about a dozen log cabins and dugouts” where one entrepreneur was trying to solve the community’s prairie dog overpopulation problem by selling pairs of them to tourists for five dollars.  The town fathers sold McCoy 480 acres of land that became the destination point for those desperate Texas cattle-raisers. The cattle drives enabled Abilene to flourish—but it did so at the expense of a Missouri city. The unsigned article in the Abilene Chamber of Commerce magazine is a little condescending on this point:

Herds were transported in 1866 to Sedalia, Missouri along the first cattle trail.  Why Sedalia isn’t genuinely recognized as the first Cowtown of the West is because very few cattle herds actually made it to their destination.  There were a series of hillbillies guarding the Southern border of Missouri to ensure that the Texas Longhorns carrying the deadly tick fever were not going to cross over. Several drovers lost their lives in an attempt to break through the Missouri wall.  The Sedalia trail was also a nightmare even without the coonskin-capped border patrol because the path would send the drovers through the Ozark Mountains, which isn’t exactly the Rockies, but it wasn’t the best to run thousands of cattle.  Beyond the Ozarks, there was always a possibility of Indian raids in which there were still tribes looking around to establish their dominance in the Wild West even though the government had forced many Native Americans out to unwanted lands.

We suggest the MISSOURI Chamber of Commerce, or at least the Sedalia Chamber, might find itself sipping from the cup of umbrage at that characterization.  Coonskin-capped border patrol?  Hillbilly guards?   Hmmmmmphhhhhhh!

About three-thousand cattle were being brought into Missouri from Texas in the pre-Civil War years but the Texas ticks were hurting Missouri cattle, leading to a proposal in the 1855 legislature to ban diseased cattle from Missouri.

Sedalia, however, became a point for Texas cattle, particularly after the railroad reached there in 1860.  And when the KATY railroad built a line from Sedalia to Texas, the city became a major watering stop for the steam-powered trains that hauled cattle to Chicago in the post-Chisholm Trail days.

But when Joseph McCoy set up shop in Abilene, Sedalia’s development as THE western cattle trail head quickly ended.

The Texas cow boys (it was two separate words in those days) drove a couple million head of cattle up the Chisholm Trail from San Antonio to the railroad at Abilene from about 1867-71. By then, those bothersome Kansas farmers who had learned that winter wheat could flourish in Kansas and argued their land had become too valuable to be tromped on by ticky Texas Cattle, had expanded operations and the tick line kept getting moved farther west and other towns, including rip-roaring Dodge City, had become the cow towns of American West fame.  On March 7, 1885, Kansas enacted a strict quarantine banning Texas cattle everywhere except for December, January, and February—the cold weather months when tick-borne diseases were less likely.

By then the cow boys didn’t need to go to Kansas because the railroads had gone to Texas, including the KATY with its links to our own Abilene-maligned Sedalia.

(Concrete, America)—Covered a lot of miles on I-70—a road that makes any state boring except Missouri, where lax billboard standards just make the state look boring AND trashy—on that trip.

Saw a lot of hybrid vehicles on the road with us including a few Teslas and, as frequently happens, wondered about where they go to recharge.

We recalled that one of the diesel cars we owned years ago had a book in the glove compartment listing gas stations with diesel pumps for cars—they were kind of rare in those days—and we wondered if anybody provided a source for electric car owners that listed places where they could plug in.

Turns out there are at least two sources: Ameren.com and solvingev.com.  Might be kind of nice in MODOT had a webpage with the same information.   But the two sources that we looked at a minute ago show there are a LOT of places to plug in, power up, and go on (kind of a modern Timothy Leary phrase).  And the increasing number reflects the changes that are gaining momentum in our transportation system.  Doesn’t solve the pothole problems, though.  That might be a challenge for the legislature: figure out the equivalent of a gas tax on EV battery fill-ups.

A few years ago we suggested to a national motel chain that it might pick up a lot of customers if it had charging stations for overnight guests.  Still a good idea although we have yet to see a motel with a charging station.

(Wakeeny, Kansas)—This. place. is. starting. to. feel. weird.  Regular readers might recall that last summer we stopped at a motel in this town of fewer than 1800 people three counties away from the Kansas/Colorado border and ran into someone who recognized us from the time many years ago when he worked at the Capitol while I was scratching for news there.  This time we stopped and the young lady behind the desk was from Boonville and used to listen to “Across Our Wide Missouri,” the daily historical program we still do on the Missourinet.

I don’t know, after this, how often we want to stop at Wakeeney in the future.  It’s starting to feel a little Twilight Zoneish, like we’ll wake up some morning and be the only people in the town and we won’t be able to get out.

(Mailbox, Mo.)—Stopped at the post office and picked up our mail held for the last ten days.  46 things.  Ten were catalogs although we were surprised that only one was from L. L. Bean, which usually seems to send us a new one every three days, or from the Duluth people who are almost as prolific.  Of the 46 pieces of mail, only four were personal (cards or letters) unless you count the three bills.  Eleven were solicitations, usually reminders that it’s getting late in the year and you better donate to our cause so you can beat the IRS.  Eight were non-catalog ads, including one from Barnes and Noble which seems to have forgotten that it closed its store here months ago (we also get a lot of email solicitations from Sears, which took their store away from us months ago, too).

Less than ten percent of our mail was from people contacting people.

(Stamp Counter, Mo.)—Mailed a letter the other day and stuck one of those “Forever” stamps on it—you know, the one that’s good no matter what this month’s postage rate is. (We include this in the “notes from the road” entry because we drove to the nearest postal facility to mail the letter instead of raising the flag on the mailbox on the curb.)  The idea came to mind that the postal service should change the image on future “Forever” stamps.    It should be a

Snail.

A 95-year old observation whose time might have come

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We are four years away from the centennial of Missouri’s centennial.  Missouri’s bicentennial of statehood also will be the centennial of the Missouri Centennial Road Law.   Not everybody thought it was a good idea then. One editor C. G. Sagaser of the  Huntsville Herald might have been something of a seer when he wrote in his June 10, 1921 edition about an upcoming special session of the legislature that would decide how Missouri’s road system would materialize.

Momentum had been building for a decade to develop a system of hard-surface roads.  Voters in 1920 approved a $60 million dollar bond issue to finance those roads.  The legislature and the governor decided to wait until the summer of 1921 to make that decision.

Four days before the session began, Sagaser said, “Something is about to take place in Jefferson City which means more to Missouri than anything which has happened in the past half century…It is up to this special session to say whether this hard surface road building shall be postponed until road material prices have had an opportunity to decline, or whether we shall blindly proceed to hand out this $60,000,000 at once…”

Then there’s another proposition:  Do we want hard surface roads at all?  I certainly have my doubts about their desirability.  If the legislature will postpone any action on the road building program for two years, we shall then have an opportunity to more thoroughly study and acquaint ourselves with the history of hard surface roads in other states, which would assist us in arriving at a conclusion as to what kind of hard surface roads we want, if any at all. (We have added that emphasis for this entry.)

“…The professional politician does not desire a delay in the road building program, because it would give the people too much time to think things over…It has been a long time since Missouri had a state-wide system of hard surface roads, and we have all lived and been a very happy and cheerful race of people, therefore, we should easily be able to live two years longer without even thinking about hard surface roads.

“And when the machine politician talks about ‘hard surface roads,’ he means concrete roads. The hand of the cement trust is plainly visible. I expect the whole thing to terminate in a gigantic steal if it is put through.

“…I say frankly to the people of Missouri that a system of concrete roads will work havoc with us as a state.  In a few years they would become impassable, owing to our financial inability to maintain them.

  There may be states sufficiently wealthy to maintain a general system of concrete roads, but one thing is certain—Missouri is not included among such states.” 

The legislature met for several weeks in the hot and stuffy Capitol before finally compromising on a system of 1,500 miles of roads of a “higher type than claybound gravel” connecting the population centers.  But one-third of the bond money plus $6,000 a mile from the other two-thirds of the bond issue would be used for secondary roads important to farmers.

It was the kind of legislative compromise that used to be possible—an agreement nobody really liked but something that was acceptable.  The Centennial Road Law of 1921 was the beginning of our 32,000 mile state highway system.

But sure enough, as C. G. Sagaser noted ninety-five years ago, the specter of impassibility looms today owing to our financial inability to maintain them.

Our former press corps colleague, David Lieb of the Associated Press, wrote an excellent analysis earlier this week pointing out that our transportation department not only doesn’t have enough money to build roads and bridges, and make comprehensive repairs on our roads and bridges, it’s having to dip into its capital improvements budget to pay off the latest big bond issue approved several years ago to re-surface our deteriorating highways and replace hundreds of dangerous bridges.

A special committee has been looking for solutions in the interim between legislative sessions and a possible fix is expected to be put on the list of bills to consider next year.

The question then will be whether Sagaser is still right with another observation: “There may be states sufficiently wealthy to maintain a general system of concrete roads, but one thing is certain—Missouri is not included among such states.” 

Really?   Still?    Is Sagaser right after all, these ninety-five years later?

 

 

Folk lore

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Several good stories about the Missouri Capitol were dispatched to the cutting-room floor when the original 727-page typescript of the next Capitol book was pared down to a size the publisher can handle and this is one of them. Well, actually, two.

This particular segment is only sixteen lines long.  The story behind it is much longer, as you will see if you endure the telling of it all the way to the end, and a forerunner to the today’s highways and transportation issues.

(“The cutting-room floor” is a movie industry term that refers to the footage that is cut out of the final version of the film during the editing process.  But you probably already knew that).

One of the stories began with an old postcard. Old postcards can be fascinating reading. Many are pretty mundane but sometimes the brief messages on the back are flash views into someone’s life and there have been times when I’ve gone to the internet to see if I can track down the person who received the card all those years ago or the person who sent it to learn the story to which the brief message refers. Sometimes the reader of the back of an old postcard can mentally create a scenario around that message.  Robert Olen Butler did that several years ago in his book, Had a Good Time: Stories from American Postcards. It’s a fun read.

But the postcard that led to the following story that has wound up on the new Capitol book’s editorial cutting-room floor had nothing on the back.  The front did have a short message, mentioning that Governor Joseph Folk was standing on the front steps of the capitol, the one that burned a few years later.  He’s the one on about the fifth step who appears to be talking to a bearded man named Ezra Meeker.

One of the stories here  is of the image and the other is the sixteen lines about Folk that have been excised from the new book.

This postcard shows Meeker’s covered wagon next to one of the first automobiles in Jefferson City.  Old Ezra was a heckuva guy.  His legacy is the Oregon Trail.  And Joe Folk has legacy in Missouri transportation history.

Ezra Meeker, his wife of one year, Eliza, their newborn son, Marion, and his older brother, Oliver, went west from Iowa to Oregon with an ox team in 1852. The trip took six months.   Ezra became the first postmaster and the first mayor of Puyallup, Washington and he and Eliza raised five children.  A sixth died in infancy.

When Ezra was seventy-five years old, he became convinced that the Oregon Trail and its stories were being forgotten as plains farmers plowed up its ruts and communities were built over sections of it.  He decided the way to bring that part of our history back to public attention was travel it backwards.  He got a couple of oxen named Dave and Twist, a collie dog named Jim, and a covered wagon and retraced his path of a half-century earlier.  He encouraged the communities he visited to put up monuments marking the trail.

Twist died in Nebraska, perhaps having eaten something poisonous, and Meeker replaced him with another ox named Dandy.  By late November, 1907, Meeker was in Washington, D. C., where he showed his wagon to President Roosevelt and spent more than a month urging Congress to mark the Oregon Trail.

He left D. C. in January, 1908 and went into winter quarters in Pittsburg until early March.  By then, Congress was considering a bill to spend $50,000 to mark the trail. Other legislation called for a federal-state partnership to build a national highway along the Oregon Trail as a memorial road.  He got a frosty reception from the Mayor of St. Louis and left after staying a few days, “greatly disappointed.”

“I had anticipated a warm reception. St. Louis, properly speaking, had been the head center of the movement that finally established the Oregon Trail. Here was where Weythe, Bonneville, Whitman and others of the earlier movements…had outfitted, but there is now a commercial generation, many of whom that care but little about the subject.”

He did, however, find some ‘zealous advocates’ of the effort to mark the Trail, including the automobile club and the Daughters of the American Revolution.” His drive from St. Louis to Jefferson City “was tedious and without results.”  But, “Governor Folks came out on the state house steps to have his photograph taken and otherwise signified his approval of the work, and I was accorded a cordial hearing by the citizens of that city,” he wrote in his 1916 book.

And that’s what we see on that postcard.  Dave and Dandy, the wagon, a car, and Governor Folk talking to Meeker, who made it back to Seattle, Washington on July 18, 1908.  He travelled the Trail again by oxcart, 1910-1912, and by 1916 he was writing, “A great change has come over the minds of the American people in this brief period of eight years.  Numerous organizations have sprung into existence for the betterment of Good Roads, for the perpetuation of ‘The Old Trails’ and the memory of those who wore them wide and deep.”

Ezra traveled the Oregon Trail for the last time in 1924—by airplane, when he was 93.  He died in December, 1928, about three weeks short of his 98th birthday.

Now we switch focus a little.

The Good Roads movement traces its beginnings to a 1902 proposal to build a memorial road from Thomas Jefferson’s Monticello to the University of Virginia in nearby Charlottesville.  By the time Ezra Meeker started his second trip on the Oregon Trail, numerous local efforts to establish a good roads program were underway, leading to the national good roads movement.  Richard Weingroff of the Federal Highway Administration wrote that one of the pioneering efforts was the National Old Trails road, “an outgrowth of two movements in Missouri.”  The first of those efforts was promotion of a road linking St. Louis and Kansas City.  The second of those movements was spearheaded by the DAR to mark the Santa Fe Trail.  “In the summer of 1907, Governor Folk…expressed an interest in a cross-State macadam highway,” he wrote.

But, actually, Folk had spoken on the subject earlier when he announced in August, 1906, a plan to finance road development in Missouri, first linking Kansas City and St. Louis and a second road from the Arkansas border to the Iowa border.  He said he would ask the 1907 legislature to require Missouri dramshops to pay a state license fee of $200 a year.  The Automobile magazine commented in its August 23 issue, “As there are 650 saloons in Kansas City alone, it may be easily seen that the revenue derived would be large.”  Folk told a group in Kansas City, “It is my view that the highway department of the state should be organized after the same manner as the public school system, to the end that there may be good roads in every portion of the commonwealth.”

And this is where we finally get to the sixteen lines that won’t be in the book—and the story of Folk’s misadventures behind the wheel of an automobile, as reported by The Cole County Democrat on June 20, 1907.

Folk, who had called in his 1905 inaugural speech for a constitutional amendment setting a tax to finance a road building system in Missouri, was the first Missouri Governor to call for a cross-state highway which led the State Board of Agriculture’s Highway Department to suggest three routes.  His interest in roads might have motivated him to become the first sitting Governor to drive a car, secretly negotiating an outing with Ed Austin, the commissions clerk in the Secretary of state’s office.  Austin drove about four miles from the capitol on a road known as “Ten Mile Run,” then switched seats with Folk, who “proceeded to violate the speed limit going down the very first hill,” as newspaper reporter Charles B. Oldham reported.  Folk estimated they had been traveling at least thirty miles an hour. But by the time the car reached the top of the next hill “it was not traveling at the rate of a mile a week.”

He also observed that no court of justice would fine him for the speed he made going down hill, because the machine was not obeying his will.

While this conversation as going on the automobile stopped to listen.  The Governor could not make it start.  Mr. Austin commanded it to go, but it refused to budge.  When he had worked an hour on the intestines of the vehicle, the Governor inquired the distance from town. 

Mr. Austin thought that as the bee would fly, it was about four miles.  Just then the vehicle commenced throbbing and sputtering.  The Governor yanked the lever about and they went straight into a deep ditch.  The occupants did not take the usual time to alight.  As the ground was soft, neither was injured.

Meanwhile, some parties in town had learned of the departure of the two gentlemen, and a relief party was fitted out in charge of Col. Wm. Irwin.  When they reached the Governor and Mr. Austin the latter were still working to get the vehicle out of the ditch.

The relief party came to their assistance and presently got it back on the highway.  The Governor consented to ride back to town in the automobile, providing the relief party would follow immediately in the rear with a buggy.  In this way the party reached home safely.

The three-road idea also went into the ditch during Folk’s term but was pulled out by his successor, Herbert Hadley.

 We don’t know if the car next to Meeker’s wagon in that April 1908 postcard is Austin’s car.  But it might be. Pictures of REOs from 1907-08 show cars looking like that one and steered with a lever, not a wheel.  The REO was built by Ransom E. Olds, whose cars later became, of course, Oldsmobiles.

It’s a little hard to pinpoint where Folk’s great adventure happened.  Jefferson City developed a North and a South Ten Mile Drive as it spread west. North Ten Mile Drive became Truman Boulevard in the Capital Mall area.  But the area in 1907 was ‘way out in the country, so far out that the state’s chief executive would be away from the public eye when he tried out Ed Austin’s contraption.

Old postcards.  Love the stories they tell.