YALE U 5lTY
OCT 31 1929

REPORT

OF THE

JOINT COpTTEE

OF THE

Commercial Bodies of New Orleans

TO THE

United States, Mexican, Central and South
American Commission,
DECEMBER 30TH, 1884.

A W Hyatt, Print, 73 Camp St., N 0.., 80797

i I i

tJ

To the Members of the United States Commission on Mexican, Central
and South American Trade:
Gentlemen — At a special meeting of the Board of Directors
of the "Mexican, Central American and South American Com
mercial Exchange " of New Orleans, held on the 3d of December,
1884, it was
" Resolved, That the Secretary communicate with all the
" Commercial Bodies of this city, to request the appointment of
" committees to meet at the roornn of said Exchange on the 10th
" of December, 1884, at 7 o'clock P. M., to formulate a plan for
" the Reception of the TJ. S. Commissiou appointed by the
" President to investigate and report upon the best methods of
" increasing our trade with Mexico, Central and South America,
" and to prepare an address showing this to be the natural port
" through which the commerce of those countries should pass."
The committees appointed in compliance with the above
resolution, met at the date and time mentioned. Sub-committees
were then appointed to present the views of each Commercial
Body ; also a Committee of Three to receive those private reports
and condense their contents into one singl.3 general report.
As the result of their labors, the undersigned, members of
said committee, have the honor to submit to the Honorable
United States Commission, the following considerations, as the
embodiment of the views of the commerce of New Orleans, in
regard- to Mexican, Central and South American trade:
No city in the United States has a deeper interest in the
subject of trade with Mexico, Central and South America than
New Orleans.
The geographical position, combining'as it does the advan
tages of unrivaled interior connections, both by railroad and
river, and the facilities of one of the best deep water maritime
ports on the continent, iudicates this city as th enatural point for
handling the incoming and outgoing freights of the vast Missis
sippi Valley. She is already the second port in the United States

for exports, or, combining imports and exports, the third in
rank. The expansion of her commerce with Spanish America
will benefit, not herself alone, but every State in the great
basin drained by the Mississippi and its tributaries. In natural
position New Orleans bears the same relation to St. Louis,
Cincinnati, Louisville, Chicago and other great cities of the
valley as Liverpool to Manchester, Birmingham and other manu
facturing cities of England, and her commerce should have
the same relative proportion to that of New York that Liv
erpool bears to London. The merchandise required for export
consists principally of the products of the fields, forests and
* • .,1
manufactories of those districts directly in communication witn
. New Orleans by rail and river, while the rapid expansion of
Southern industries is continually increasing the supplies of
such articles from the territory more immediately contiguous to
her port. In return, the great commercial cities of the West should be
the distributing points for the valuable tropical products for
which New Orleans, situated at the very gateway to Spanish
America, is the natural inlet. St. Louis is to-day the greatest
inland market in the United States for coffee, but obtains nearly
all of it from the Eastern ports, and thus loses the advantage of
cheapjfreights in the returning railroad cars and barges, which
could be obtained if the coffee was imported into New Orleans.
This also applies to hundreds of other articles of commerce.
The value of the products of the Mississippi Valley has
been estimated at nearly $4,000,000,000 ; their natural outlet to
the world is through the City of New Orleans to the Gulf of
Mexico. It is conceded that we have at all times a superabun
dance of products which are needed by our Southern
neighbors, and that there exists here a ready market for
the articles usually exported by them. Large as the inter
ests of New Orleans are in that direction, they will, in the

near future, be immensely increased by the removal of the
barrier imposed by nature between the waters of the Atlantic and
Pacific, by the completion of the Panama Canal, the Tehuan-
tepec Ship Railway, and possibly another canal across the Re
public of Nicaragua, throwing open to her merchants not only
the trade of the western coasts of Mexico, Central and South
America, but that of Japan, China, India, Australia and the
islands of the Pacific.
The immense capabilities of New Orleans being conceded,
it remains to consider what are the obstacles in the way of her
merchants availing themselves of this valuable commerce.
The chief impediment has been the obnoxious and obstruc
tive quarantine laws which have virtually closed the port
against Southern commerce for one-half of every year, render
ing it impossible to profitably establish regular steam communi
cation with a large number of the ports of the Gulf of Mexico.
In fact, the significance of the quarantine question, as the one
upon which the intertropical commerce of New Orleans is
pivoted, cannot be too forcibly expressed. Under its destructive
influence, West Indian, Mexican, Central and South American
trade has languished, and in some of its branches become
almost extinct. Through the efforts of the Board of Health of
New Orleans there is now a prospect of the establishment of such
regulations as will harmonize the necessities of commerce with a
stronger quarantine against the importation of pestilence. We
consider this subject of such vital importance, that we append
hereto thefull report of Dr. Joseph Holt, President of the Board
of Health of Louisiana, with the remark that the new system of
quarantine therein described was submitted to the conference of
boards of health of the Gulf States and Tennessee, convened in
this city on the 2d of June last, and fully indorsed ; approved
by the representatives of the commercial exchanges of New Or
leans, June 20th, and accepted by the General Assembly of the

State of Louisiana, which, on July 9th, granted an appropriation
of $30,000 to carry out its provisions.
While this system of local quarantine will be of immense
benefit to the commercial interests of the city, it should be ren
dered still more safe and effective by the passage by Congress of
legislative enactments providiug for thorough sanitation of ves
sels and medical inspection of the crews at the foreign ports of
trading, by competent medical officers, under the supervision of
American consuls, and imposing penalties both on those officers
and the captaiu of the vessel in transit for neglect of duties, or
failure in a literal and strict compliance^with the regulations
laid down for their guidance.
With these .safeguards the public mind would be relieved
from the constant dread of the introduction of disease, and the
fetters would be removed, which have unchained the commer
cial interests of this and all other Southern ports.
One of the natural consequences of the quarantine obstruc
tions has been the scarcity of shipping. It is a fact patent to
every one interested in the commerce of this port, that New Or
leans does not possess sufficient lines of steamers, consequently
communication is irregular and sometimes entirely lacking and
freights are high.
There is at present only one line to Vera Cruz, one to Ha
vana, one to Jamaica and a few to the coast of Guatemala and
Honduras. None to the United States of Columbia, the Guiaua
or Venezuela. As a proof of the inconvenience arising from this
fact we would cite the instance of the Commission which we now
have the honor of addressing. At the conclusion of their labors
here they are desirous of going to Venezuela; in order to do so
they will be compelled to go to Havana, from thence to St.
Thomas and then to their port of destination. A direct line of
steamers to Venezuela would have been established some time
since, but for the fear of loss to their owners from quarantine
obstructions.

Capitals rightly timid in operating in this direction so
long as it is confronted by the terrible possibilities of a quaran
tine unlimited in time and expense.
As there is now a prospect that the improved "quarantine
system, as indicated by Dr. Holt's report, will be put into prac
tical operation and that the old obstructive law is a thing of the
past, we may briefly consider the question of the measures neces
sary to supply the greatly needed lines for marine transport, etc.
In this direction Congress could aid very materially, by
guaranteeing adequate and liberal compensation for mail ser
vice performed by United States vessels. We do not recom
mend or ask lor any subsidies for building or establishing steam
ship lines, but no money could be more wisely expended from
the national treasury than in making liberal payments to ocean
postal routes. It is by such payments, amounting in many cases
to large subsidies, that Great Britain has,;built up the immense
steam marine which is now engrossing seventy per cent, of the
carrying trade of the world, and continually opening up new
markets for her merchants and manufacturers. Trade and
travel follow mail routes as naturally as water flows down hill,
and many a foreign mail route established by Great Britain,
and maintained for years at a loss to the national treasury, has
finally resulted in bringing to her shores commerce of great
value. There is no manner in which a portion of the surplus rev
enues of the United States could be so profitably employed as
in the establishment of ocean steamship routes, and no part of
the world where they would so quickly demonstrate their value
as between New Orleans and the ports of Mexico, Central>nd
South America. The saving in distance and consequently of
time between the great cities of the West and the Gulf ports
would be very large if there existed frequent and regular mail
service by way of New Orleans.
A letter from St. Louis to Vera Cruz by way of New Or-

6
leans would have to travel 1475 miles, while by New York the
distance is 3059 miles. As a proof of the wonderfully advan
tageous location of New Orleans for both internal and external
lines of communication in the direction of South continental
travel, we append hereto tables of comparative distances from
New Orleans and New York to the principal ports of the Gulf
and the leading commercial cities of the, West, Nos. 1 and
2. The attention of railroad corporations having their termini
in New Orleans may also be directed to the advantages to be
derived from the establishment of steamship lines to complete
their connections with foreign ports, either by building, buying
or chartering vessels, and by the creation of adequate terminal
facilities for the transfer of goods between the ship and railroad.
This has been thoroughly understood and acted on by the roads
running to the ports of the Northern States. New York, Bos
ton, Philadelphia and Baltimore are all reaping the beneh" ts of the
trade brought to them by steamship lines established or con
trolled by the great railroad lines that use their wharves as
freight yards. New Orleans should have similar advantages for
handling the trade of the Southern Continent of America.
As an illustration of the effect of the lack of such facilities,
the following statistics will be interesting, showing the value of
certain articles of Western production exported to South Conti
nental ports in 1883, from the whole United States and from
New Orleans: From United States. Fkom New Orleans.
Flour  :  $13,743,184 $459,489
Pork  •  1,542,867 40,450
Bacon, etc  1,155,780 13,106
Lard  3,418,811 18,422
$19,860,642 $531,467
The importations of Tropical Productions compared in a
similar manner, show the same unfavorable figures for the com
merce of New Orleans.

Imported into Into New
United States. Orleans.
Coffee  $42,050,513 $2,511,301
Sugar  84,176,771 3,458,857
Tobacco  8,548 909 3,131,218
Cigars  3,737,278 59,814
Cocoa  1,671,814 1,225
Fruits  20,000,000 5,000,000
Dye woods  1,756,365 10,666
Hides  27,640,030 
Rubber.....  15,511,066 143,263
Medicinal woods  1,202,505 
$206,295,248 $14,316,344
We also present with this report tables marked Nos. 3 and
4, showing the relative increase and decrease of tonnage, inward
and outward, and values of imports and exports between New
Orleans and the ports of Mexico, Cuba and South America
for the past two years.
To assist in this great work of reconstructing our commer
cial marine shipping laws should be so amended, and harbor
dues, lighthouse and other taxes on shipping should be removed,
so that American vessels might be placed on as favorable a basis
as those of other nations.
The extension of our railroads into Mexico has, although
several of the principal lines are still incomplete, already de
monstrated the immense influence they are destined to exert on
the future of that republic and the enlargement of our commer
cial relations with its people.
When the main line of the Mexican National Railroad (Fal-
mer-Sullivan)shall be completed, the distance from New Laredo
on the Rio Grande, to the City of Mexico will be 850 miles, which,
added to 750 miles from New Orleans to Laredo, will place this
city at 1600 miles by rail from the capital. This same company
also iutends to build a line from Galveston direct to Laredo,

8
¦which will be 200 miles shorter than that now in operation, thns
reducing the distance from New Orleans to the City of Mexico
to 1400 miles. Every effort should be made both by the govern
ment and citizens of the United States to encourage and pro
mote the progress of railroad development and construction in
the countries of Central and South America, until we have se
cured rapid transit for mails, passengers and the lighter and
more valuable kinds of merchandise between all the nations of
our Western World. The result of continuous railroad con
nection between North and South America would be to give to
the United States the control of a commerce which will become
more valuable than that of India to England, without the dis
advantage of having to traverse one half of the globe to
reach it.
American ambassadors and plenipotentiaries should be in
structed that the United States have no interest in the diploma
tic and dynastic intrigues of foreign governments, but that their
highest and best efforts should at all times be given to promoting
the business interests of their country, and guarding the rights
and privileges of its merchants. There should also be a thor
ough revision, and such readjustment of existing treaties, com
mercial conventions, etc., at present existing between the United
States and the governments of Mexico, Central and South
America, as would secure efficient international postal service,
equitable laws for the extradition of criminals, and the protec
tion of the persons and property of citizens of the United States,
residing within their jurisdiction or trading with their ports.
The consular service should be enlarged and improved by
the appointment of an increased number of competent men, who
should be selected with special reference to their fitness for the
offices; such salaries should be paid them as would secure their
best efforts in promoting the interests of American commerce,
and these reports should be amplified and extended until they
cover every topic affecting the welfare of American merchants
and manufacturers.

9

We would also present to the notice of the Commissioners
one important fact affecting our local export commerce. Prom
the abundant corn crops of the Mississippi Valley a large quan-'
tity of alcohol is distilled. New Orleans should be the natural
port of export, for, at any rate, a considerable portion of this
product; but, as the internal revenue law stands at present, it is
almost an impossibility to ship from this port, as there is no
bonded warehouse in this State for American spirits ; consequently
when an order is received here for the shipment of domestic
liquors to a foreign port they have to be procured from other
cities that are in possession of the privilege of storing such goods
in bond, causing a delay and expense which frequently results in
the loss of the business.
This being a seaport, and as there are bonded warehouses .
here for the storing of foreign goods, we feel it a great hardship
that our own Government should refuse to give us the facilities
to export such goods as we produce! This could easily be done
by amending the internal revenue law so far as to allow spirits
made in this country to be removed in bond and placed in
bonded warehouses here, either for shipment to foreign countries
or withdrawal, on payment of duties, for home consumption.
The manufacture of machinery, tools and other pfoducts of
iron and steel, suitable for the Southern markets, is assuming-
importance to this city, as is also the trade in brick and building
materials. The immense facilities for the production of lumber from
the cypress swamps of this State and the pine forests of Missis
sippi and Arkansas render this one of the most important trades
of this section of the country, and affords abundant material,
both in the shape of lumber and ready-made houses, for shipment
to the countries lying to the South of us. The importation of
tropical woods through this city, also demands more than ordi
nary attention. This market, beyond doubt, has advantages for
the rapid and economical distribution of these woods to the

10
manufacturing centres of the United States, and should, by vir
tue of its location, conduct the larger part of this business. The
future prosperity of all those great business interests depends
on the establishment of efficient transportation lines, and this,
as has been before mentioned, on the reform of the quarantine
regulations. Even after thorough facilities for transportation have been
established between this city and the commercial points in
Mexico, Central and South America, another and the most im
portant problem of all will have to be solved by our merchants
in respect to banking and exchange, including the facilities of
obtaining the necessary credit to carry on the trade in competi
tion with European merchants who have long enjoyed the bene
fits of a perfect system of monetary accommodation. In the
import trade of Mexico, and more especially in the States of
Central and South America, a system of long credits has been
established which grew out of the condition of affairs when the
only importation was from Europe by slow and uncertain sail
ing vessels, rendering it necessary for merchants to carry heavy
stocks, in order to meet the demands of traders in the interior
who were not direct importers. Steam and railroad communica
tion have somewhat modified this custom, and as intercourse
becomes more rapid and frequent, the change to more prompt
payments will gradually be made ; but for years to come, mer
chants wishing to do business with Southern markets must be
prepared to do the bulk of it on long time. To enable them to
do this, a system somewhat similar to that in use in Europe
must be established. There the exporter, when he has made a
shipment of goods to Central or South America, deposits his bill
of lading and invoice with his banker and obtains discount
of a note running four or six months, with the condition of
renewal for a similar period if necessary, which is repaid when
ever the proceeds of his shipment, either in money or produce
of the foreign country, are realized by the shipper.

11

Edward Atkinson, in a letter on this subject to the Chief of
the Bureau of Statistics in Washington, says :
" International commerce is now conducted on- so small a
margin, and on such a great scale, that the profit or loss depends
on the cost of transportation, the rate of exchange and the facili
ties for credit, and chiefly upon the latter consideration."
With the rapid accumulation of capital in this country,
there should be no difficulty in obtaining the facilities for the
use of a portion of it to foster and encourage the foreign com
merce, which is becoming every day a greater necessity for the
purpose of effecting an outlet for the surplus products of our
country, which should be more largely exported in the shape of
manufactured articles, instead of contenting ourselves with pro
viding raw materials for foreign manufacturers.
The time must and will come when the United States will
claim and receive her full share of the foreign trade of the
world; how long that consummation will be deferred depends
on the energy, ability and enterprise of the merchants and manu
facturers of her great commercial centres, and the wisdom
displayed by our legislators at Washington in shaping the laws
by which commerce must be regulated. With the new career
now opening' before the Southern States, New Orleans must and
will take her place as one of the greatest commercial ports of
the United States. The action of her commercial exchanges in
uniting for the purpose of making this address to your Commis
sion, proves that they are fully alive to the situation, and do not
intend to be backward in taking measures to obtain their full
share of that great commerce which is the especial object of
your mission. P. F. HILDER, Chairman,
WM. M. BURWELL,
S. B. McCONNICO, Committee.
Ne"W Orleans, December 30th, 1884.

12
APPENDIX

TABLE 1.
Comparative distances from New Orleans and New York to the
following ports : From New Orleans. From New York.
Miles. Miles.
To Matamoros  465 1989
To Tampico  620 2047
ToTuxpan  660 2027
ToVeraCruz  775 1994
ToCampeche  :  560 1787
To Sisal  470 1667
To Progreso  467 1642
To Belize  827 1708
To Livingston  870 1817
To Puerto Cortes  840 1784
To Port Limon  1200 2082
To Colon  1370 1980
To Cartagena  1444 1832
To Curacao  1872 1763
To Maracaibo  1870 1905
To Laguaira  2025 1818
To Demerara  2401 2206
To Para....  3115 3060
To Rio Janeiro  5175 4754
To Buenos Aires  6262 5811
To Havana  520 1187
To Matanzas  565 1167
To St. Tomas  1600 1432
To Porto Rico  1519 1400
To Kingston (Jamaica)  ,.  1105 1484
The above computation is in nautical miles.

13

TABLE 2.
Comparative Distances and Passenger Time between the Princi
pal Commercial Centres of the United States and Aspinwall,
Panama, via New York and New Orleans, respectively.

From

Via
New York.

Via
New Orleans.

Difference fr.
New York.

Difference fr.
New Orleans.

Miles

Hours 205 186
182 194216191180 168184 269144

Miles

Hours

Miles

Hours

Miles

Hours

St. Paul 

33222997 2912 340239703348 30652757 31525318 2000

2735

166

1372

16

687 547 547874
10001017 915481
1154 1373 550

39

Milwaukee 
Chicago 

2450! 148
2365 143

38 39

Omaha 

2528 297023312150 22761998 39453372 1450

155 168
J.45 135 137128
219 160 106

39

Denver  '.

48

Kansas City 

4645

31 56

San Francisco....
New Orleans 

50 38

TABLE No. 3.
Tonnage registered in the port of New Orleans for two years,
each commencing on 1st of September and ending August
31st: , MEXICO.
Tons.
f Steam, 11,634
1882-1883, outward  |gaili 5047
 16,681 tons.

1883-1884, outward.

( Steam, 12,620
{ Sail, 6,420

19,040 tons.

Increase in 1883-84, outward  2,359 tons.

f Steam, 56,672
1882-1883, inward  | Sailj 6>842

f Steam, 44,877
1883-1884, inward  |Sailj 6)842

63,514 tons.

51,719 tons.

Decrease in 1883-84, inward  11,795 tons.

14
CENTRAL AMERICA.
Tons.
1882-1883, outward  {IS^'tS  28,979 tons.
itiCQioci .,,-„,„ } (Steam, 45,245
1883-1884, outward  jg^ 4'388
 49,633 tons.
Increase in 1883-84, outward  20,654 tons.
1882-1883, inward  {%£* *l$&
 64,330 tons.
1883-1884, inward  .'  {%£** 1$
 97,308 tons.
Increase, 1883-84, inward  32,978 tons.
 :o: 
SOUTH AMERICA.
Tons.
1882-1883, outward  I gte?m> ^
( Sail, 1,404
 1,404 tons.
l«S:«-ls.s.l. ouhvanl ^eam> JJ000

j Steal)
\ Sail,

 0000 tons.
Decrease, 1883-84, outward  1,404 tons.
1882-1883, inward  {i3T fflfiS
 31,722 tons.
»*|»-  {USTSSX  47,246 tons.
Increase, 1883-84, inward  15,524 tons-

15

TABLE 4.
Imports froni Mexico, Central America and South America to
the Port of New Orleans from September 1st, 1882, to August
31st, 1883 :
Mexico  $367,818
Central America  526,525
South America  2,350,713
 $3,245,056
From Sept. 1st, 1883, to August 31st, 1884 :
Mexico  $679,584
Central America  1,139,599
South America  2,424,426
 4,243,609
Increase, 1883-84, imports  $998,553
Exports of Domestic Merchandise from New Orleans to same
countries from September 1st, 1882, to August 3lst, 1883 :
To Mexico  $871,194
To Central America  406,124
T" South America  44,565
 $1,321,883
From Sept. 1st, 1883, to August 31st, 1884:
To Mexico  8715,648
To Central America  393,203
To South America  60,890
 1,169,741
' Decrease 1883-4, exports of domestic merchandise.. $152,142

16

Exports of Foreign Merchandise from New Orleans from Sep
tember 1st, 1882, to August 31st. 1883 :
To Mexico  $98,231
To Central America  39,281
To South America  7
 $137,519
From Sept. 1st, 1883, to August 31st, 1884:
To Mexico  $81,615
To Central America  51,592
To South America   133,207
Decrease, 1883-84, exports of foreign merchandise.. $4,312

REPORT

OF

Dr. JOSEPH HOLT,
PRESIDENT OF LOUISIANA BOARD OF HEALTH.

quarantine in its relation to the commerce of new
Orleans with West Indian, Mexican, Central and
South American States.

To the Representatives of the several Exchanges, Banking and
Railroad Interests of New Orleans, associated to receive and
confer with the United States Commission appointed to investigate
the question of improving commercial relations with the Mexican,
Central and South American States :
Gentlemen — Representing the Louisiana State Board of
Health, and in obedience to your request, I submit the following
exposition of the inquiry contained in the above caption :
Addressed to a commercial body, the subject of this report
may be introduced by a declaration in which is epitomized the
entire quarantine-commercial problem.
A detention in quarantine of ten, twenty or forty days, or
an embargo through a proclamation of non -intercourse, is incom
patible with commercial economy. Such interruption, extend
ing over a period of five or six months and repeated annually,
is destructive.

18
The shipper or consignee, the owner or charterer, of a ves
sel, particularly of a steamer, laden with merchandise more or
less perishable and representing many thousands of dollars,
cannot afford to abide the idle anchorage of his ship during a
conventional period of many days, weeks or months. Neither
energy nor the investment of capital can improve trade opposed
by such obstacles.
A maritime port which shuts its gate against certain vast
regions of commercial production, cannot maintain successfully
its business relations in a contest with bold and vigorous rivals
in the same fields — rivals whose gates are always open, and
who are ever ready to expend millions, if necessary, to insure
unobstructed entry.
These affirmations must carry conviction to the mind that
quarantine is, in truth, the point upon which is pivoted the
commercial destiny of New Orleans. She will always transact a
heavy factorage business ; but we now speak in behalf of the
entire scope of her'commerce and for her merchants.
In this report we will refer to the prevailing quarantine as
the present or old system, condemned by the State Board of
Health, and to be supplanted next spring by the new, presently
to be described. We must treat of it in order to comprehend
the decline of commerce due to its antagonism and to appreciate
the necessity of an immediate change.
The quarantine system of Louisiana is essentially the same
as that enforced in the maritime ports of all the enlightened
countries of the world. Such differences as may exist refer only
to points of minor detail.
Its virtue, and, therefore, main reliance, is detention ; while
sanitation, in the true signification of the term, occupies a
secondary and usually inconspicuous place.
In guarding against yellow fever, the ports of the North
Atlantic sea-board can well afford to take advantage of their
higher latitude and abbreviate the term of detention, so as not

19

to interfere seriously with ocean lines of Southern trade ; while
New Orleans, because of exposure from geographical position,
particularly her proximity to the Mexican Gulf, has been com
pelled to extend the period of detention, lengthening it whenever
danger seemed imminent.
The present system of quarantine was adopted in this State
in the year 1821. At the earnest solicitation of the people it
was discontinued by Legislative act in 1825, because of the
occurrence of fearful epidemics of yellow fever twice in three
years of its rigid enforcement.
It was the unanimous sentiment that quarantine had failed
to protect against this pestilence and was destroying commerce.
Re-established in 1855, it has continued to the present time ;
with a record of epidemics of cholera and of yellow fever, time
and again, during its maintenance.
The lessons of its inefficiency have compelled the Board of
Health to extend the period of detention ten, twenty, forty days,
and even to declare absolute non-intercourse, virtually an aban
donment of quarantine and a declaration of loss of faith in the
system. Under its destructive influence, West Indian, Mexican, Cen
tral and South American trade with this port, and correspond
ingly, our domestic trade, has languished ; in many branches,
become extinct.
Looking to the future, a continuance of the present system
must necessitate a repetition of proclamations as closely approxi
mating non-intercourse as can be attained within the limit of
law however contrary to the spirit of progress and of interna
tional usage or even treaty. Its protective power is manifested
only as it approaches non-intercourse, and self preservation is a
«•' higher law." This is the apology.
To what extent yellow fever and the fear of yellow fever
have retarded and actually destroyed the tropical commerce of

20
this city, and have held back New Orleans in its growth, in every
department of industry, in the race with rival cities, we can
hardly imagine. It is reasonable to believe, but for this. New
Orleans would to-day extend in compact mass from river to
lake ; a city of at least a million of inhabitants ; hardly second,
in commercial greatness and accumulated wealth, to any on this
Continent; and in the boldness and enterprise of her merchants,
second to none in the world.
But to what extent has quarantine kepi out the pestilence ?
In reply, permit me to quote from an address I had the
honor of delivering on this subject.
" Let us now examine this question and determine how far
this system is a quarantine against the importation of pestilence
and against the importation of the commodities of commerce.
I present here an exhibit of the prevalence of yellow fever
in New Orleans, during the last fifteen years, quarantine pre
vailing all the while.
This table is compiled from the official records in the office
of the Board of Health.
Years. Cases. Deaths.
1869  9 3
1870  587
1871  114 54
1872  83 39
1873  1288 226
1874  20 11
18/5  100 61
1876  83 42
1877  1 1
1878  4046
1879  48 19
1880  2
1881 
1882  4
1883  1 *1
Total  5096
*The death on the 7th of November, 188S, occurred after quarantine had ceased.

21
I present these figures as extremely interesting, and, as to
our system of quarantine, finally convincing. Here is a
failuie twelve times out of a possible fifteen. If our quaiantine
system were a man at a shooting match, and he were to make
such a score, his gun would be taken from him. and he would be
driven ignomiuiously from .the field.
As straws show the direction of the wind, let us briefly cite
a few instances of the effect of our quaiantine upon commerce.
Imports of coffee to New Oilcans from all sources during"
the year :
Years- Bags.
1859  408,396
1870  139,742
1880  :  249,674
1883  260,145
In 1859, New Orleans received about one-half the total im
port of coffee grown in the Western Hemisphere — in 1883, a
little less than one-tenth.
Exports to the Island of Cuba :
Bacon, Lard, Corn,
casks. tierces. bushels.
1859  2,130 20,890 
1870  707 4,063 124,147
1880  200 156,144
1883  20 369 48,636
This table is a feeble and most imperfect exposition of the
magnitude of our commercial loss. The aggregate amounts to
millions and millions of dollars.
Per contra, and as an illustration of the possibilities of our
commercial development, we present herewith a table showing
the growth in the single tiifling item of inter-tropical fruit
within five years and a half, under a policy of exceptional leni
ency on the part of the Board of Health,

22

Value of Fruits Imported Through New Orleans from
June 1, 1878, to December 31, 1883.

Oranges,

Years.
Limes,
Lemons.
$ 44,631
Banauas.
Pine-Apples.
Cocoanuts.
Totals.
1878 
$43,220
$2,730
$42,561
$133,142
1879 
179.927
50,159
1.279
56,155
287,560
1880 
194,8411 89,564
1,474
81,892
367,771
1881 
310,476 108,580
2,421
85,135
506,612
1882 
396.654; 192,037
1,467
79,543
669,701
1883 
608,406 206.506
4,779
$13~650
100,479
920,170
Totals...
$1,734,975
$690,066
$445')765
$2,884,456
Here is a rate of increase from $133,142, to $920,170, and a
showing for the present year of fifty per cent, on the latter.
If New Orleans can afford to throw these things away, she
can afford to die.
The great ports of the Atlantic Coast are bidding high for
all the Mexican, Central American, West Indian and South
American trade. The cities of St. Louis, Cincinnati, Chicago,
the great trans-continental lines, perceiving the embarrassment
of our Gulf ports, have boldly projected their grand interna
tional lines into the heart of Mexico. We are flanked by com
petition on the East, by competition on the West, successful
competition ; while New Orleans is stranded high and dry upon
a bar of quarantine.
The trans- continental lines of railway and their terminal
ports of the East are exceedingly jealous of every port of entry
of the Gulf States. They regard with intense disfavor any
attempt to direct in its natural channels toward us a part of
that inter-tropipal American trade which they know to be
richer than that of India, and the islands of the East, not second
to that of China.
They secretly rejoice in the ignorance of some of our super
ficial economists, who flippantly dispose of our tropical trade as
a few bananas and some pine-apples, and a few bags of coffee^-a
23
commerce which is only in its inception as compared with its
future magnitude, but is even now crowding the ports of Liver
pool, Havre and New York with the richest products of the
earth, the commerce of regions which more than 200 years
' ago wrecked in a flood of gold the kingdom of Spain.
To enter this field in competition, our States must have an
equal chance with others. How disastrous, then, that system of
quarantine which compels their Boards of Health, while ear
nestly endeavoring to keep out pestilence, also to suspend their
commerce five months out of the twelve, a system which compels
the conservators of the public health to become destroyers of
the public livelihood by a coalition with a rival combination,
overwhelming in power and advantage.
Look up on. the map, and you will see that the Gulf ports
are central between four vast continents, and nearest to the West
Indies. They command by geographical position the most
favored regions of the globe. Already the busy hands of capital
are dividing with canal, and spanning with railway the Isthmuses
of Panama and Tehuantepec, so that continents beyond may
become tributary to these ports.
This city is geographically central, but what is it in the
commercial world 1 It has been plucked from the centre and
placed down on the lower edge.
An inefficient quarantine has struck across the face of this
grand field a line, called the Tropic of Cancer, and has said to
this city: " Thus far shalt thou go and no farther."
The genius of man may project vast enterprises ; it may cut
canals, build marine railroads, jetty the Mississippi river, deepen
harbors, establish exchanges.
Genius and energy may accomplish all this, but will never
establish in the Gulf ports of the Southern States a commerce
upon a solid foundation, until municipal authorities and the
people at large recognize at its true commercial value the prin
ciple of sanitation, and apply themselves earnestly and vigor-

24
ously to a reformation in the methods of cleansing and purifying
their cities, and until Boards of Health no longer go to war and
cease to inflict arbitrary measures,- declaring embargoes upon
trade as the only remedy of their own deficiencies.
A physical bar obstructing the mouth of the Mississippi-
presented itself for years as a formidable obstacle to the com
merce of the Mississippi. The genius of Eads displayed before
Congress a plan whereby this bar could be jettied and an open
ing made to the commerce of the world. Congress, upon mere
faith in. "his plans, appropriated, subject 'to his call, $5,000,000,
and to-day the mouth of the Mississippi is open to the heaviest
tonnage of the maritime world.
But now that the genius of man has overcome this physical
bar, our commerce is confronted by a legal barrier more obstruct
ive, more insuperable than a physical detention.
Of what use is the removal of a sand bar of uncertain ob
struction, when there remains one imposed by law, more obdurate
than rock?
The necessities of our very existence as a commercial people
demand that we shall jetty our quarantine and limit it to a sharp
narrow channel, obstructive to importation of pestilence, but
open as a highway to commerce.
Mr. Lesseps, the shrewdest commercial calculator of the
world, has assured us that the Panama Canal will be opened
four months anterior to 1888. He has declared also that 6,000,000
of tons will pass either way through this canal the first year.
The Tehuantepec Railway will be opened to trade. The great
tide of commerce will presently pass into the Gulf of Mexico.
Its natural direction will be toward the interior of this continent
by way of New Orleans.
These gigantic enterprises are esteemed works of moderate
cost compared to the inconceivable value of the commerce they
will control.
But what is this to New Orleans ; to this great water-way,

25
the Mississippi ; to these radiating trunk lines of railway cross
ing isothermal lines, with a view to the interchange of Northern
and Southern products, if the currents of trade are opposed by
a quarantine of detention? A quarantine of ten days as
effectually destroys commerce, eventually, as non-intercourse.
The only difference is one of a force slowly or quickly applied.
Director General Burke, in a speech before the people of
New Orleans, urged the importance of the Exposition as the
medium of inviting to this State the commerce of those vast
regions south of us. He pointed to a huge map of the world,
and indicated on it the great lines of trade with Mexico, the
West Indies, the east and west coasts of South America, Japan,
China, Australia, the Panama canal, the Tehuantepec railroad,
all of this commerce through a hundred channels converging in
to one mighty current, like the Gulf stream pouring into the
Caribbean Sea and Mexican Gulf, to sweep through Eads'
Jetties towards the heart of the continent.
This concentration from every quarter of the globe is the
grand achievement to be hastened by the Exposition.
These possibilities are all true, but the Director General
would have chilled his audience if he had gone on to tell about
ten days and forty days detention in quarantine of a ship from
Japan, via the port of Colon.
The great benefits of the Exposition in that direction will
be a failure if we are to block this port with a ten days quaran
tine after the first day of May next.
It is essential that the State shall jetty the quarantine, in
order to realize the possibilities of the Exposition.
Without this, the appropriation, National and State, of vast
sums of money, is that much treasure thrown away.
There are three natural laws governing commerce, profound
and invariable, more persistently operative than international
or local regulations;

26
1st. The currents of trade seek the shortest course.
2d. It is a law of commerce as of fluids, to follow the
course of least resistance.
3d. With increase of the distance traversed there must be
increased assurance of unobstructed entry.
You cannot declare ten days detention against a vessel
which has winged her way from Hong-Kong, across the vast ex
panse of the Pacific via Colon, through the Gulf and swoops
into the jetties like a huge albatross utterly weary with flight,
seeking rest and comfort.
We might detain one, but would certainly never have the
opportunity of practicing our quarantine on a second vessel of
that line.
The people of this State, while rightfully resisting a dis
criminating and mischievous interference through any illy plan
ned National Bureau or National Board of Health, are by no
means the only ones vitally concerned in this affair.
Holding the keys as janitor at the gate- way of the great val
ley of the Mississippi, Louisiana is compelled by every obliga
tion to recognize the importance of her trust.
She can no longer bolt and double-bar these doors six
months out of the twelve with an antiquated quarantine of de
tention, when it is optional, through a scientific sanitation, to
fling open the entry of this national high-way, this inland sea,
to the unobstructed ingress and egress of all who may apply.
The interior States of this continent have a natural right in
every question touching the navigation of the Mississippi, from
its head- waters to the Gulf. They have a right to free pasturage
in the commercial fields beyond.
This claim is supreme, and one we must heartily allow.
Viewed from any point of observation, whether from that
of humanity or science, whether from that of the grand future
of commerce with our exterior or interior connections, the solu
tion of this question is the most important and absolutely im-

27
perative that can engage the attention of the scientists, the
statesmen, or the merchants of the Gulf States and Mississippi
Valley. We occupy a position of responsibility and are no longer
justified in continuing an experiment which has failed to accom
plish the good reasonably demanded, while it has wrought incal
culable mischief.
We are obliged to change our system of quarantine, if for
no other reason than to protect ourselves from cholera and
yellow fever. How much the more when by so doing, we
foster our commerce, and are saved alike from pestilence and
famine ?
We are compelled to cease this vacillation, and must recog
nize the fact that a ship detained ten days, or sixty days, is no
more a healthy vessel at the end of that time than she was at the
beginning. If she is sick, we are the physicians and must treat her.
Medicinal sanitation is the remedy. It offers the only solution
wherein may be harmonized the necessities of commerce with a
stronger guarantee against the importation of pestilence.
To offer a positive assurance of the infallibility of any sys
tem or precaution whatsoever, not excepting non-intercourse, «is
impossible. As declared by Sir Sherston Baker : " In practice
the ideal in quarantine can never be attained. Absolute isolation
of a community is only practicable in a very restricted degree."
* * * "In practice, quarantine measures, be they what they
may, can never give an absolute, but only a relative guarantee
of safety. We must be content, therefore, with the best relative
certainty." He then cites the fire department, railway signaling
and the police force as indispensable ; and not to be abolished
because conflagrations, railroad accidents and burglaries occur.
The Board of Health of the State of Louisiana proposes that
on and after the first day of May, 1885, the effete and ruinous
system of quarantine detention shall be replaced by one of sani-

28
tation. Aided by the State, it is bending its energies to the
accomplishment of this great work.
The new system contemplates the detention of a ship only
so many hours as may be required to cleanse her by the aid of
powerful appliances, as speedily as can be effected.
The time will vary from ten hours to two or three days,
according to size of vessel, nature of cargo, sanitary condition,
and probability or not of special danger.
The plans, as perfected in detail, have necessitated the
invention of an apparatus, whereby germ-destroying gases,
evolved with great energy, are driven with immense force into
the intimate structure of a ship's hold, after the latter has been
thoroughly washed by a steam power force pump.
The decks, ballast and all such parts as are usually treated
with carbolic acid or other disinfectant fluids, objectionable on
account of odor, staining or inefficiency, will be subjected to
the action of an odorless, colorless solution of the bi-chloride of
mercury, the most powerful and unsparing germicidal agent
known. This was adopted for the first time in quarantine service last
summer, in the stations of this State, and has since been intro
duced into other important stations of this country.
There is no danger to be apprehended, except from drink
ing the solution, which is true of every other agent used.
Its cost is about eighty per cent, cheaper than crude carbolic
acid. Our standard solution is six ounces, with a like quantity of
muriate of ammonia, dissolved in a half gallon of water, and
added to forty gallons of the latter. Salt water is also a solvent.
The practical working of the quarantine will be as follows :
In order to isolate vessels actually infected, that they may
not spread contagion to other vessels or to the inhabited shore,
a lower or supplemental quarantine station will be established
in Pass-a-L'Outre, an unused outlet of the Mississippi.

29
Withdrawn from the track of commerce, the sick will be
cared for in hospital, the vessel subjected to thorough and
repeated sanitation, and detained until, in the opinion of the
Board of Health, she may be allowed to proceed to the city.
Her case is exceptional, and must be dealt with excep
tionally. With such a station at this time, we could regard, almost
with indifference, the entry of a cholera-infected ship into the
Mississippi. The upper or general station, twenty-eight miles nearer the
city, is the one now in use.
When a vessel arrives from a port against which quarantine
precautions are required, she is brought alongside the wharf, where
she finds every arrangement for the rapid discharging and re
loading of cargo, if required. All on board, officers, crew and
passengers, with their effects, are at once taken ashore, where,
in a room provided, everything they carry, apparel and baggage,
is subjected to powerful disinfection.
All clothing and articles that will admit of it Will be laun-
dried, and in this process subjected to boiling water and the hot
iron. The clothing worn is presently exchanged for other
already treated, and this, in turn, disinfected.
The passengers and crew will be received in commodious
quarters, comfortably prepared for them, there to undergo the
prescribed detention for observation of from three to five days,
according to circumstances of the possibility of their being
infected with the disease in its incubatory stage.
If one should fall ill, he is at once removed to a properly
isolated hospital, distantly located.
Hospital experience proves that yellow fever is conveyed
through the medium, not of persons, but of things. These will
be systematically disinfected. Yellow fever has never invaded
the Charity Hospital, except in the regular march of an epidemic.
The period of observation concluded, without evidences of

30

infection, these people will be sent to the city on the first
upward-bound vessel, to go their way or rejoin their ship, as the
case may be.
In order not to impair insurance or the terms of a charter-
party, the chief officer, and, in the case of a steamship, such
persons as are actually required to handle her, after having had
all clothing and baggage thoroughly disinfected, will be allowed
to come up to the city with their ship. In port, they will be
under the constant surveillance of the health authorities; so
that, if the disease should manifest itself in their persons, or
they fall suspiciously ill, the ship shall be remanded instantly to
quarantine. The first division of the new system provides for the sup
plemental station for infected vessels only. The second, for the
management of persons arriving at the upper or regular station.
These having been described, there remains to be considered the
third, for the sanitary treatment of cargo and ship.
As soon as a vessel arrives in quarantine and has put ashore
all persons, as previously mentioned, she is boarded by a full
corps of acclimated stevedores, who engage immediately in
breaking out the cargo and transferring as much of it as may be
necessary to the warehouse, already built by the United States
Government for that accommodation, or directly into barges, as
in the case of coffee, there to undergo positive treatment.
As soon as completely emptied, or at least sufficiently so to
permit thorough cleansing and fumigation, the quarantine tug,
a compactly-built small vessel somewhat after the fashion of a
fire tug for harbor protection, is run alongside the ship. A hose
attached to a powerful forcing pump aboard the tug, is let
through the forward hatchway down into the hold.
In order to flush the bilge quickly, it might be necessary to
take up the limber plank, as a better examination could be had
and the real condition ascertained. But whether this is done or
not, or the ship be in ballast or not, she can be speedily and

31
thoroughly washed. The pump is started and the washing be
gins while the ship's pumps are set to discharging the foul
bilgewater. This continues until she is wasned clean, not only
in the limbers and floors of the hold, but the ceiling and every
available part. She is now pumped out, the hose removed, and
then begins the disinfection and fumigation. Another large
hose, attached to a powerful exhaust fan, is lowered into the
same position as the first. The hatches and every other outlet
are closely battened, with the exception of a small ventilating
hatchway, either at the bow or stern . A quantity of sulphur
is put into the furnace connected with the fan and ignited.
The exhaust fan is started and sulphurous acid gas in immense
volume and with tremendous force is driven into the limbers
and air-strakes, into every crevice and part of that ship until
she is completely filled. We go through her with an atmos
phere, as it were, of fire.
In doing this we displace the mephitic and dangerous at
mosphere closed in her when she started from Rio, we will sup
pose, and which, if allowed, would have been set free at our
levee — the iafected atmosphere of Rio to commingle with the
atmosphere of i\ew Orleans, deadly ripe, perhaps, for its recep
tion. We have displaced this not only with a non-infected atmos
phere, but with one intensely germicidal— one that destroys
organic elements in the air, or on exposed surfaces, with instant
greediness. As for the fumigating agent to be selected, we may
use, through this apparatus, sulphurous acid gas, chlorine, or the
nitrous acid fumes, produced by pouring nitric acid upon copper
filings, of which Dr. Wiblin, of Southampton, says that all the
goods may be safely and satisfactorily disinfected by this agent.
The fumes so produced are so powerful that no animaculse can
exist in them for more than two seconds, and the portholes being
closed for twelve hours, the process cannot fail to be effective.

32
For my own part, I believe that the sulphurous acid is all that
we can desire.
The apparatus referred to as invented for this special work
consists of a battery of nine small furnaces, opening into a re
ceiving chest or reservoir, from whence the exhaust fan, directly
attached, draws its supply of the gaseous germicide.
It is capable of receiving ninety pounds of sulphur at a
single charge.
After a few hours the hatches are removed and pure air is
driven in to facilitate clearing the ship of fumes. She is re
loaded, or her freight already sent by barge, and with her cap
tain on board, proceeds at once to the city, there to be discharged
only by an acclimated gang. Her export freights must be ready.
She is at once reloaded and starts on her voyage. If the term
of detention of her crew has not already expired, she touches at
Quarantine to take on such as have engaged to reship, and puts
to sea, with no more detention than was required to cleanse her,
with the utmost expedition, which alone was worth the trouble.
Such a method would soon be adopted at tropical ports
before leaving, which would greatly lessen the danger and facili
tate our work.
This general plan, with its specifications, as exhibited, con
stitutes the new system of quarantine. Having once been
enforced, we may boldly proclaim that, for the first time in the
history of quarantine, a ship has been actually cleansed, disin
fected, purged of suspicion, by appliances adequate to the work.
Against such a vessel there remains no cause of accusation.
Let her go free, and land her boldly along these wharves I
The plan of improving quarantine methods must cost money.
Suppose it cost $20,000 or $60,000, what is that compared with
the value of the unobstructed commerce of a great centre,
sweeping the circle of the world for trade ? If it improve the
guarantees against importation of pestilence, what is that

33
amount as compared with the blessing shed upon the cities of
the Gulf and the millions of people behind us ?
To prevent the introduction of yellow fever one single year
would justify a thousand times the expenditure.
In estimating the cost of the new, we must first consider
how much we pay for the old. The experience of others may
help us to understand our own case.
From the Pall Mall Gazette of a recent date, I quote the
following :
"what cholera quarantines have cost.
" It will be a nice problem for the statisticians presently to
determine what the latest visitation of cholera in Europe has
cost. A week or two ago it was calculated that the quarantine
had already resulted in a loss of £1,600,000 to the Italian
revenue, and now the Spaniards have begun counting their bill
of costs. The falling off in customs since quarantine was estab
lished had amounted by the end of August to close upon £250,000,
while the value of the exports and imports during the same
period had shown a decrease of £675,000. No wonder that the
corporations of Madrid and Barcelona have petitioned the gov
ernment to take these facts into consideration. The Minister of
Finance, finding that the equilibrium of his budget was being
seriously disturbed, has persuaded his colleagues that it is time
to have done with the quarantine craze, and with the beginning
of the present month the regulations have accordingly been
relaxed." While the North Atlantic seaports may enjoy peculiar
privileges'and exercise a certain boldness in regard to yellow
fever, due to the exemption afforded by high latitude, there is
not one so equipped in its quarantine service as to allow, with
serenity, the reception of a ship with passengers and crew dying
of cholera, Nay, more ! There is not one but would be thrown

34
into an agony of anxiety or downright terror by such an occur
rence. Confidence in their protective regulations is inverse to the
degree of danger threatened.
In order still further to diminish the risks and to facilitate
quarantine sanitation, the National Government has been applied
to, with a view of establishing in all foreign ports from whence
pestilential diseases might be introduced, consular agents, whose
duty it shall be to see that all vessels clearing for the United
States shall be in a perfect sanitary condition before taking in
cargo and at the moment of departure.
They shall also certify to the number and health of all on
board, and to the health and sanitary condition of the ports in
which they are located.
I quote from the valuable letter of a late member of this
Board, Colonel Walter M. Smallwood (deceased), read before the
conference of Boards of Health of the Gulf States and of Ten
nessee, held in this city last June :
" The best method of quarantine sanitation should begin
its work at the port of departure, and be completed at the port
of entry, to include approved methods of ship sanitation, under
competent authority pending the voyage of a vessel from one
port to another. The hazards of importation of infectious
diseases would certainly be immensely reduced if there could be
a guaranty that all vessels loading in foreign countries for ports
in the United States are thoroughly cleansed and rendered non-
infected before being allowed to receive their cargoes. It will
readily be perceived how such a system of international sanita
tion by preventing the shipments and exportation of disease,
would insure safety and promote commerce."
The new system of maritime sanitation was heartily en
dorsed by the Conference above mentioned and by the Com
mercial Exchanges of New Orleans. The General Assembly
of the State has emphasized its approval by an appropriation

35

of $30,000. Governor Samuel D. McEnery has, throughout,
zealously promoted the purposes of the State Board of Health.
The Press has ably seconded and sustained the effort.
The General Government, through its Treasury and War
Departments, has graciously allowed the use of the large ware
house at the upper station, and of land, for the location of the
supplemental quarantine. It has also permitted the able en
gineer, Colonel John W. Glynn, U. S. Supervising Architect, to
give his professional services to a cause affecting the States of
the Gulf and entire Mississippi Valley.
Earnestly interested in the public behalf, and familiar with
every detail of this comprehensive question, there is no one
more eminently competent to render services of the highest
order. Assuring you that the people of Louisiana are thoroughly
alive to every particular affecting the improvement of their
commercial relations, and that the State Board of Health is pro
foundly conscious of the ^responsible trust) imposed upon it, I
close this report with an uncompromising assertion :— Sanita
tion, Maritime and Municipal, furnishes the only protection
against the importation and spread of cholera and yellow lever
worthy of respect and confidence. If this fails, having been
scientifically applied, human power is at an end.
Very respectfully,
JOSEPH HOLT, M. D.,
President Louisiana State Board of Health.
New Orleans, December 24th, 1884.

VbMi-' : * l "¦'*«*-