The editors of the Press and Daily Dakotaian in a front-page story on November 29, 1886, informed their readers that the Dakota Territory Delegate to the U. S. Congress had been notified that he had secured an appropriation for a survey of the James River. Delegate Gifford was told that the special appropriation was to conduct a survey of the James River with the purpose of rendering it navigable for steamboat travel like that already on the Missouri River.
The story went on to say:
“The James River was constructed by nature for a valuable interior canal and a little work will change the sluggish stream into a highway of commerce. A preliminary survey has been made.”
Whether the James River (also referred to as the Dakota River) was such a waterway which by a wise expenditure of a reasonable amount of Government money could be made a commercial highway for steamboats was not known. This was a question that had not been officially determined during all the long and prosperous years of Dakota’s probation as a territory.
The subject would occasionally come up from the columns of some enterprising and aggressive newspaper, claiming that with a very moderate expenditure on the part of the Federal Government, an ample channel could be provided to float steamboats of moderate tonnage. The 400 mile waterway between Yankton and Jamestown was the area being considered.
If this were possible, it would be a great boon to the thousands of farmers who had settled in the fertile lands tributary to the James Valley. They would be able to transport their surplus products to market at less than one-half the cost of railway rates. In addition, it would have a tendency to prevent excessive railroad rates throughout the territory. At the time, the railroad was not very popular with the public.
The Jamestown Alert of October 28, 1879, in a prominent place on page-one printed a story with these headlines: “THE STEAMER “BELLE OF RICHMOND” HAS ARRIVED — James River, The Longest Unnavigable River in the World, Soon to be opened for Navigation for a Distance of 200 Miles — Great Rejoicing Amongst the People of this City (Jamestown), over the Flattering Prospects of its Soon Becoming an Important River Port”.
Eight years later there was a report in several newspapers in both Dakota’s that “An enterprising Huronian is building a 40-foot stern wheel steamboat to navigate the river from Huron to Columbia, 100 miles.”
By 1886, there had been comparatively long stretches of the river between Jamestown and Columbia (located between Sand Lake and Aberdeen) where the experiment of operating steamboats for transportation had been tried by private parties. Reports that the ventures had been successful induced the Federal Government to make an appropriation and hire an engineer in 1886. An engineer from the army was sent to make a survey of the river from Jamestown to Yankton.
This was the beginning of the “Laurel and Hardy Comedy.” Instead of using a row boat for his investigation and carrying his equipment, he selected a substantial light spring wagon which was waterproof on top.
He made his way along the valley propelled by a team of strong mules, frequently halting to make or take observations of the river bed. There had been two dry seasons just preceding the survey which noticeably reduced the stage of water in the channel. This was explained to the engineer; however, it failed to convince him that dry seasons were any more exceptional than wet seasons.
Much had been expected, in favorably influencing the report of the engineer, from the presence of one of the steamboats which had been used as a part of the fleet of the Columbia and LaMoure transportation line in previous years. At the time, it was moored to the landing at the Port of Columbia.
Because of a stupid oversight on the part of the friends of navigation, when the government official made his visit to the vessel it was found lying almost out of water on the bank, with a placard displayed conspicuously on the deck, announcing that the vessel would be sold at sheriff’s sale at a later date. Gifford, the Dakota Delegate to the U. S. Congress had been apprised of these unlucky incidents. He was not surprised when the engineer returned a report so unfavorable that later the project was never revived.
The following is taken from a current National Park Service publication describing the James River:
“Slow moving, meandering prairie stream; mixed hardwood timber interspersed with thickly vegetated marshes and brushy fields; varied and abundant wildlife community in midst of surrounding prairie environment; important fish production area; site of historic trading post.”
I am reminded of a story which was told to me about a gentleman who lived on a farm near Meckling. He had shipped some pigs to the stockyards in Sioux City. Several days later he was at home waiting for a check, when he received the unexpected letter. It was a bill indicating that he owed the railroad some additional money. I do not remember the exact amount owed; however, it cost him more to ship the pigs via the railroad to Sioux City than they were worth. Those were “hard times”!
Author Clarence Shoemaker, originally published in the Gregory Times-Advocate on October 18, 2023