The immemorial mile of cheap foul doggeries remained, but business was dull with them; the multitudes of poison-swilling Irishmen had departed, and in their places were a few scattering handfuls of ragged negroes, some drinking, some drunk, some nodding, others asleep.

St.Louis is a great and prosperous and advancing city; but the river-edge of it seems dead past resurrection.
Mississippi steamboating was born about 1812; at the end of thirty years, it had grown to mighty proportions; and in less than thirty more, it was dead! A strangely short life for so majestic a creature.

Of course it is not absolutely dead, neither is a crippled octogenarian who could once jump twenty-two feet on level ground; but as contrasted with what it was in its prime vigor, Mississippi steamboating may be called dead.
It killed the old-fashioned keel-boating, by reducing the freight-trip to New Orleans to less than a week.

The railroads have killed the steamboat passenger traffic by doing in two or three days what the steamboats consumed a week in doing; and the towing-fleets have killed the through-freight traffic by dragging six or seven steamer-loads of stuff down the river at a time, at an expense so trivial that steamboat competition was out of the question.
Freight and passenger way-traffic remains to the steamers.

This is in the hands--along the two thousand miles of river between St.Paul and New Orleans---of two or three close corporations well fortified with capital; and by able and thoroughly business-like management and system, these make a sufficiency of money out of what is left of the once prodigious steamboating industry.