Jackson County, Missouri - Chapter 12: The Progress from 1870 to 1872, 1881

Chapter 12: The Progress from 1870 to 1872

Jmprmiement and Enlargement of the Railroad Facilities - Inception of the Barge Line - Water and Gas Works Built - The Law Library - The Barge Line - The Exposition - The Board of Trade, and other Improvements.

The rapid progress and development of the city ..at the close of 18&9, continued several years afterward, and until causes of a national character depressed immigration to Kansas, stopped railroad building and produced the condition of financial stringency caluminating in the great panic of 1873 and the subsequent general depression.

The years of 1-871 and 1872 were years of great prosperity and growth, though before the close of the latter, shadows of the coming depression began to be felt. The year 1872 was less active in buildings and improvements, and in the year 1873 occurred the great panic; after which, for three years, Kanas City, in common with the whole country, made little progress in visible forms, but in the development of and extension of trade, her progress was uninterrupted, and at the close of 1876, she was alike the market and a source of supply of the New West, embracing Western Missouri, Kansas, Colorado, New Mexico and Northern Texas, with Southwestern Iowa and Southern Nebraska, gradually coming in.

Three Railroads Finished

The subjects of chief discussion in 1870, and the ends to which the city was lending its efforts and energies, were the Kansas City & Memphis Railroad, and the construction of the water works. The Missouri River, Fort Scott & Gulf, the Kansas City & Santa Fe^, and the Leavenworth, Lawrence and Galveston Railroads were all secured, and in course of rapid construction, hence were not objects of soHcitude to the city. The Missouri River, Fort Scott & Gulf was completed to Baxter Springs and opened for business in May. The Kansas City & Santa Fe was finished between Olathe and Ottawa, and opened for business August 22d, and from the first was operated as part of the Leavenworth, Lawrence and Galveston Railroad. The Leavenwortih, Lawrence & Galveston Railroad reached Thayer, Kansas, by the close of the year, and was completed and opened to Cofifeyville, on the southern line of the State, September 4, 187 1. The Kansas Pacific, which was in a-very forward state at the beginning of 1870, was completed to Denver on the 15th of August, and thus affected a conneclion with the Union Pacific, the Denver Pacific, from Denver to Cheyenne, having been already completed.

Right Of Way Through The Indian Territory

About the same time that Congress granted a charter for the Kansas & Neosho Valley Railroad, at the time of which we now write, known as the Missouri River, Fort Scott & Gulf, it granted a charter also for the Southern Branch of the Union Pacific Railroad, which was to run from Fort Riley, Kansas, southwardly to Fort Smith, Arkansas, which would take it through the Indian territory. This was secured at the instance of southern representatives and senators. At the same time, the Leavenworth, Lawrence & Fort Gibson Railroad, at the time of which we write known as the Leavenworth, Lawrence & Galveston Railroad, was in progress from Lawrence southward. This road, as already noticed, was projected by Senator James H. Lane, of Kansas, and by him and others interested was designed to run through the Indian Territory, to connect with the Texas Central for Galveston. Hence the charter for the Fort Scott road introduced by Col. R. T. Van Horn, of this city, and passed in July, was so amended upon its passage, at the instance of the southern senators and representatives, and Senator Lane, as to provide that if either of these latter roads reached the boundary of the Indian Territory before the Fort Scott road reached there, they would have the right to the right of way through the Indian Territory, secured by treaty, and by this charter granted to the Fort Scott road. The Fort Scott road reached the line about a month in advance of the Neosho Valley Railroad, which was constructed on the charter of the Southern Branch of> the Pacific, and which afterward became known as the Missouri, Kansas & Texas Railroad. Nothwithstanding this fact the latter road raised a question of right with the Fort Scott road to the right of way through the Indian Territory. The ground upon which it contested the right of the Fort Scott road was that the charter provided that the State line should be crossed in the valley of the Neosho River, and it held that the terminus of the Fort Scott road at Baxter Springs was not in that valley. The' map of the route had been approved by the Secretary of the Interior, and thus its location had been approved. Yet the case came up before that officer and the then incumbent decided it in favor of the Missouri, Kansas & Texas Railroad, and thus shut out the Missouri River, Fort Scott & Gulf.

The Memphis Railroad In 1870

In February, 1870, Mr. Edward P. Tucke was engaged by the Kansas City, Springfield & Memphis Railroad Company to survey the line, and he began the work immediately. During the spring months, while this work was in progress, the counties along the line voted aid to it, and it was progressing finely. Early in the summer, however, there appeared in the field another enterprise, the Clinton, Kansas City & Memphis Branch of the Tebo & Neosho Railroad Company, proposing to build a line of road from Kansas City to Memphis, by the way of Clinton, in Henry county. Mo., instead of by the way of Springfield. The Tebo & Neosho Railroad charter was an old one granted by the Legislature of the State of Missouri, and upon which the Kansas Land and Trust Company had already built a road from Sedalia, by the way of Fort Scott, to Parsons, Kan. , where it united with the Neosho Valley Railroad from Junction City, Kan. This latter road, as already stated, was built on a charter granted by Congress for a Southern Branch of the Union Pacific Railroad from Fort Riley to Fort Smith, and by the same parties who built the road from Sedalia to Parsons. When these two roads were united under one management, the consolidated road took the name of Missouri, Kansas & Texas. The Clinton, Kansas City & Memphis Branch of the Tebo & Neosho Railroad was a company organized as a branch of this road under a general law of the State of Missouri, authorizing railroads to construct" branches. From the time of its appearance in the field, both companies were canvassing along the line for county aid, and some counties voted aid to one, and some to the other, and the feeling in the country from Kansas City southward was much divided between them. Thus they stood at the end of the year.

Water-Works

The necessity of water-works was much discussed during the early part of the year, and finally took shape in a determination on the part of the city to build them. For this purpose the council adopted an ordinance providing for raising $300,000, and it was submitted to the people and adopted by them on the 2d of June. It was soon ascertained, however, that there was some informahty in the election - people being allowed to vote who had not registered, as required by law - which made the bonds of doubtful validity, and the scheme was

Other Enterprises Of 1870

The Texas cattle movement through this city to the eastern markets, which began in 1868, had assumed such proportions as to render better accommodations necessary, and accordingly in the spring of 1870, the railroads running eastwardly from here built stock yards for the receiving and transfer of stock.

In May, the Platte County Railroad from Kansas City to the Iowa line, and the Council Bluffs & St. Joseph Railroad from the Iowa line to Council Bluffs, were consolidated, having passed into the hands of the Boston interest, with which Mr. Joy was connected, and it then took the name of the Kansas City, St. Joseph & Council Bluffs, by which it is now known.

In June a company was organized to build a road from Kansas City to the northward, through Plattsburg, but nothing was ever done with it. James Birch, of Plattsburg, was president of the company, and Col. E. M. McGee, of Kansas City, vice-president.

The Atchison, Topeka & Santa Fe Railroad, the construction of which was began in 1868, at Atchison, was this year put into operation to Emporia. The railroad up the west side of the river to Troy, and the M. , K. & T. Railroad between Sedalia and Parsons were finished.

Coates' Opera House was finished in September, and on the 6th of October dedicated; Mr. Charles Pope, of St. Louis, being the first manager.

On the 9th of March Col. John Wilder, the editor of The Journal of Commerce, which was then being published by John AVilder & Co., was shot and instantly killed by James Hutchinson, at the city court house, about a personal matter. Col. Wilder was a very popular man and editor, and his loss was greatly deplored by the people. Hutchinson afterward died before his trial. On the 2 1 St of May following, Col. Van Horn, who had now completed his third successive term in Congress, purchased the interest of Col. Wilder in The Journal. Three days afterward his old ante-war partner, D. K. Abeel, purchased the interest held by Smith Baker, Esq. , and the firm of R. T. Van Horn & Co. came into existence.

Other Newspapers

The Advertiser, a Democratic daily was established by a gentleman named Simpson in 1865, but failed in 1869. The Bulletin, a Republican daily, was established by George W. Householder, in March, 1868, and failed in 1873. And the Kansas City Times, the present leading Democratic daily, was established by a company in the spring of 1868. The News, an evening independent paper, was established by a co-operative company of printers in 1870 and failed in 1874. And the Mail, an evening Democratic paper, was established by Col. John C. Moore in the spring of 1875, ^'^^ '^ still pubhshed.

Street Railroads

The Kansas City and Westport Horse Railroad Company which had, been organized in 1869, with W. K. Bernard, Edward Price, Geo. W. Briant, Nehemiah Holmes, Col. E. M. McGee, J. Q. Watkins and William Dunlap as incorporators, was built in 1870 from the corner of Fourth and Main streets by Fourth, Walnut, Twelfth and Grand avenue to Sixteenth street.

In 1870 the Jackson County Horse Railroad Company was organized with J. Q. Watkins, F. R. Long, A. C. Dyas, D. O. Smart, C. E. Waldron as incorporators. It was to build a line from Twelfth street and Forest avenue to Independence avenue, thence to Grand avenue, thence to Fifth street, thence to Walnut

Street, thence to Fourth street and thence to Main street, with another line extending along Fourth to Wyandotte, thence to Fifth and thence by way of Fifth and Bluff streets and Union avenue to Mulbery street, thence to Ninth street, and thence to the Sfate line in the direction of Wyandotte. No work was done on this line that year.

Census And Business

The increase for Kansas City from 4,418 in i860, was the largest per cent, of increase ever made by any American city, but its real magnitude can only be appreciated when it is remembered that these ten years included five of war, during which Kansas City's population decreased to about three thousand five hundred, so that instead of the increase being from 4,418 to 32,286 in ten years, it was actually from about 3,500 to 32,286 in five years.

At the end of the year Kansas City had eight railroads and seven banks; had built, during the year, 927 houses, at an aggregate cost of $3,454,500, had made 60,000,000 brick, and had a jobbing trade as follows:

The Board Of Trade In 1870

The Board of Trade was' not a very active organization in 1870. The evils it was brought into existence to remedy, and the interests it sought to secure, having been remedied and secured in 1869, its members yielded to the same impulses which had caused the decease of the Chamber of Commerce, and devoted themselves to their own affairs. At the annual election, Jan. 25th, T. K. Hanna was elected President, Gen. Frank Askew, First Vice-President, M. Diveley, Second Vice-President and H. M. Holden Treasurer.

The principal objects it interested itself ih during the year were the Memphis Railroad, an effort to prevent the removal of the city post-office to the Junction of Main, Delaware and Ninth Streets, the collection of business statistics at the request of Col. Van Horn, to aid him in securing from Congress, ot which he was still a member, the establishment of a custom house, an attempt to prevent the Miss(furi Pacific Railroad from discriminating against this city and in favor of Leavenworth, to which place its line was now extended by use of the Missouri River Railroad between Kansas City and Leavenworth, and a few other matters of less importance.

In January, 1871, another commercial organization, called the Merchant's Exchange, was organized, the object of which was to maintain a daily exchange for the sale and purchase of articles of produce, which by this time began to seek a market in Kansas City. Of the doings of this organization no record is now known to be extant, but from the records of the Board of Trade it is learned that an effort was made in January to consolidate the two. Mr. Hanna, President of the Board of Trade, and James E. Marsh of the same organization formed the consolidation, which Mr. Nave and others held that the objects sought by the two were not necessarily identical, and might be better secured by separate organizations. This view finally prevailed, and they were not consolidated. The Merchants Exchange found itself in advance of the times, and after a few months became quiet. The Board of Trade held but a few meetings in 1871 and undertook no enterprise of importance. The officers this year were : T. K. Hanna, President; Gen. Frank Askew, First Vice-President; James M. Nave, Second Vice-President ; E. L. Martin, Secretary and B. A. Feineman, Treasurer.

Other Movements In 1 87 1

In January, 1871, an effort was made to establish a furniture factory, and a stock company was organized for that purpose. A building was erected on the southern part of Walnut street, and the manufacture of furniture begun. It continued but a year or two, however, and failed.

The Memphis Railroad

The conflict between the rival Memphis Railroad Companies continued through the early half of the year. In March the County Court of Jackson county transferred the county subscription from the Springfield to the Clinton road, and there was much agitation and some litigation about the matter. In June, however, the conflicting interests were united and harmonized, and the road, as projected by them, was to be one line to Harrisonville, and thence two ; one by the way of Springfield, and one by way of Clinton. Work was begun on the Kansas City end July 15th, and continued until sometime in the winter, when the company called upon Jackson county for money, and got into a dispute with the authorities about the amount of work done.

Litigation, growing out of this dispute, stopped all further work until 1873, when the matter was adjusted, the company got the Jackson county bonds, and expended the proceeds thereof in grading on the road. When this was done, the road bed was finished for nearly one hundred miles south from the city; but owing to the depression of the money markets, resulting from the great panic that year, was not afterward able to negotiate its bonds, to purchase the iron and rolling stock. The company was finally forced into bankruptcy, and the road sold December i, 1876, for $1,100.

Water-Works Again

The city continued to agitate the construction of water-works, as it still felt the need of a better supply of water. In April the City Council adopted an ordinance authorizing their construction by a company, and soon afterward a company of citizens was organized for that purpose. Colonel Coates was President of this company, and H. M. Holden, Esq. , Secretary and Treasurer. A contract was let to Messrs. Locke & Walruff, to build the works, and it was expected that work would. soon begin. Indeed, the terms of the ordinance under which the company was organized required that it should begin within six months. Nothing was done by the contractors, however, until the time had expired, and the charter was forfeited.

There continued much agitation of the matter. In the winter of 1872-3 an act was passed by the Missouri Legislature, authorizing the city to contract with a company for the purpose of building works, and in pursuance thereof, two different propositions were voted upon, and defeated by the people in the spring of

1873. In November of that year, a contract was entered into with the National Water- Works Company of New York, which was approved by the people; and that company, in 1874 and 1875, constructed the works, consisting of two reservoirs, two Holly engines, about sixteen miles of street main, and two hundred fire hydrants. By the terms of the contract, the city guaranteed to the company net earnings to the amount of $56,000 annually, until that sum should be received from rents, after which the guaranty was to cease. In the winter of 1875 'he company reported its works complete, and demanded that their rents for fire purposes and the guaranty should begin ; but at this point there arose a dispute between the company and the city authorities, which was made use of for electioneering purposes that spring and the spring of 1876, and the matter was not adjusted for several years.

Coal

In June, 1871, there arose much discussion about coal, and it was believed that coal could be found at Kansas City, since it had been discovered at Fort Scott and so many other adjacent places. A company was formed, and an appropriation made by the city, to be expended in prospecting. The money was expended in drilHng a well in West Kansas City, but nothing resulted from it. The completion of the Fort Scott road, however, made it less of an object, as it begun to bring coal from Fort Scott and along the line, and it has since become a prominent article of commerce in Kansas City, from which the Missouri "Valley is supplied.

The Exposition

About the 4th of August the establishment of an Annual Industrial Exposition began to be agitated. The first mention of this subject was made by the Bulletin newspaper, in an editorial article written by Capt. D. H. Porter, then its editor. The other newspapers immediately took it up and urged the suggestion, and scon brought about a public sentiment in its favor which resulted in the organization of a company for an experimental exposition to be held that fall. Edward Fleischer, Esq. , was engaged to superintend it and the work begun. Much interest was taken in it by the people and everything done that was deemed necessary. The buildings were erected, the arrangements completed, and the grounds opened October i6th. It continued six days and was a complete success, fully thirty thousand people having attended on one day - Thursday.

Immediately afterward a permanent association was organized, fairgrounds in the southeastern part of the city were secured, and it became a permanent institution with annually increasing interest.

Col. Coates, who was elected President of the Association by which the experimental exposition was held, become President of the permanent organization, which position he has continued to fill. D. L. Hall, Esq., the first Secretary, continued in that position until 1880, when he resigned and was succeeded by J. Y. Leveridge, Esq.

The Law Library

For several years there had been felt a great need of a law library. The rapid growth of the city had attracted hither a great many attorneys, many of whom were young men who had not yet accumulated libraries of their own. There had been enough agitation of the subject to attract attention abroad, so that about the ist of September, Messrs. Banks & Bros., law-booksellers, of New York, informed some of the attorneys that they had recently been intrusted with the sale of the library of the Hon. A. C. Baldwin, of Michigan, which contained complete sets of reports of all the States and Territories in the Union down to 1870.

and the shares fixed at $250 each. Fifty-four shares were immediately subscribed, some business men taking part to help the attorneys. The money was thus raised and the library purchased, the books being received here October 30th.

Since that time the association has added subsequent reports, and a set of English reports, making the Kansas City library, with perhaps one or two exceptions, the most complete in the United States.

The first officers of this association were John C. Gage, President ; Wallace Pratt, Vice-President; John K. Cravens, Secretary; Henry N. Ess, Treasurer; and Col. A. A. Tomlinson, Judge Nelson Cobbs, Judge Warwick Hough, Judge F. M. Black, J. W. Jenkins, J. C. Gage, E. W. Kimball, Wallace Pratt and L. C. Slavens, Board of Directors.

The Chicago Fire

About this time, that is about the loth of October, occurred the great fire in Chicago, which so nearly destroyed that city, and turned out its hundreds of thousands of prosperous people without homes or means of subsistence. The mayor of that city made an appeal to the generosity of the public for aid to prevent the suffering and starvation that must otherwise follow so appaling a disaster. Among the cities of the United States, Kansas City was not least prompt in responding to this appeal. Mayor Warner immediately convened the council, and an appropriation of ten thousand dollars was made and immediately forwarded. About the same time a public meeting of the people was called, and a relief association organized, of which General W. H. Powell was president. This association held a succession of meetings, and appointed soliciting committees for each ward. It also established a storehouse for the reception of donations of food, money and clothing, and in the course of a few days had collected together several thousand dollars worth of money, food, clothing, etc., and promptly forwarded it to the sufferers,

The Chicago, Rock Island & Pacific Railroad

The ist of September the Chicago & Southwestern Railway was completed to Beverly, on the Kansas City, St. Joseph & Council Bluffs Railroad. It immediately became the property of the Chicago, Rock Island & Pacific Railroad, and until about the ist of January, 1880, made its connections with Kansas City over the line of the Kansas City, St. Joseph & Council Bluffs road. At the time above mentioned, however, it made a contract with the Hannibal & St. Joseph Railroad by which it secured the right to use the tracks of that road from Cameron to Kansas City, since whicli it has run its trains through to Kansas City by that route.

The Events Of 1872

In January, 1872, the Board of Trade and Merchants Exchange having both become non-active, there was a movement among the business men for the formation of another commercial organization. This finally took shape January 1 6th, in a call for a meeting of the members of both the existing organizations at the court-house. After some preliminary discussion, it was determined to unite the two bodies, elect new officers and start anew. M. English, Esq., was chosen President ^w te.m.. General W. H. Powell, Vice-President, and I.N. Hicks, Secretary. Nineteen names were enrolled for the new organization.

The next day, a second meeting was held, at which rules were adopted and an election of officers held. Gen. Powell was elected President, Dr. F. B. Nofsinger, First Vice-President; J. A. Dewar, Second Vice-President; A. S. Haines,

Secretary, and Junius Chaffee, Treasurer. Mr. Haines finding it inconsistent with business interests to fill the position of secretary, soon afterward resigned, and D. Royce Drake was chosen in his place. At the annual election, January, 1873, Hon. H. J. Latshaw was elected President, A. D. Simons, Secretary, and Junius Chaffee, Treasurer. In June following, Mr. Simons resigned the office of secretary, and W. H. Miller was chosen in his stead, and by successive annual elections has continued to fill the office. At the next annual election, in 1874, Dr. F. B. Nofsinger was chosen President, and continued to act as such, by annual election, until 1878. At the annual election, 1875, Mr. Diveley was chosen Treasurer, in the place of Mr. Chaffee, and served one year. He, with Messrs. Nofsinger and Miller, were re-elected to their respective positions again in 1876, but soon afterward. May 9th, he went out of office on a re-organization of the board, Howard M. Holden being chosen to fill the -place. The, Board continued under this organization until May, 1876, and until that time it was only a'voluntary association, the memberships continued for one year only, and were secured by paying such annual sum as was decided upon by the members attending the annual meetings.

The Atchison, Topeka And Santa Fe Railroad

When the Atchison, Topeka & Santa Fe Railroad had been extended far into the Arkansas Valley and begun to share largely in the transportation of Texas cattle, it found that a large proportion of its business, about two thirds, originated at Kansas City, or was destined for that place. Hence it became desirous of securing a line of its own to the city. Accordingly some gentlemen in Topeka, in the spring of 1872, organized the Topeka and Lawrence Railroad Company, to build a line to Lawrence, and at the same time a company called the Kansas City,. Lawrence and Topeka, was organized in Kansas City to build the line between Kansas City and Lawrence, MaJ. L. K. Thacher, Col. R. H. Hunt, E. L. Martin, J. R. Bailis, and F. R. Long constituted this company. On the 12th of November'the city voted $100,000 to aid the company. No progress was made by this company that year.

The Kansas City And Eastern Railroad

This important local Hne of railroad was inaugurated in the summer of 1872, under the name of the Kansas City, Wyandotte & Northeastern, and it was at first designed to run from Kansas City through Wyandotte and in a northwesterly direction to the Kansas and Nebraska State line. The company, however, failed to secure the requisite aid, and it was turned the other way, down the Missouri River. August 21, 1872, Kaw township, in which Kansas City is situated, voted it $150,000 aid for the line to the northwest. It was soon found, however, that the requisite aid could not be obtained along the line in Kansas, and its course was changed as above stated, when, Oct. 15, 1872, Blue township, in Jackson county, voted bonds to it. The following March, 1873, the question of transferring the Kaw township bonds to the line westward from the city was submitted to the people, and authority for the transfer given. The contract was let on the first section, between Kansas City and Independeiice, in October, 1873, and work begun in December. That part of the line was finished in 1874, and in 1875 the balance of the line at Lexington was put under contract and completed in the spring of 1876. This road is the only narrow gauge road in Kansas City, and is very important as a local road and because of its reaching the great coal mines at Lexington.

Barges On The Missouri River

The idea of navigating the Missouri River with barges was first proposed on the 23d of April, 1872, in an editorial article in the Journal, which was written by the then commercial editor. In his study of the commercial situation of Kan- sas City, and of the means that might be adopted for its improvement, he hit upon this idea, and in the editorial article referred to, stated the situation and the ends to be attained by barges. The origin of the idea cannot be better shown than by copying the article entire. It was as follows :

"The business men of this community realize that the great need of Kansas City at the present time is a line of barges on the Missouri river. Quick transit by rail, and the uncertainty and difficulty of navigating the river during the latter part of the summer has rendered steamboating unprofitable, and nearly aboHshed it. We are compelled to receive and ship our freights by the various railroads, and although we are favorably situated in this regard, we cannot offer the inducements needed for the shipment of the products of the country around us to this market, nor to the merchants of neighboring towns to supply themselves here with what they want for their customers. Our advantages in freights east are not sufficient to render it entirely irnpossible to load grain on the cars in Kansas, Nebraska, Western Missouri and Western Iowa for the markets to which our grain is shipped ; hence the smaller places in the district named, having access to our railroads, become collecting centers for the grain around them and ship it direct to eastern markets. The larger merchants in such places find themselves able to buy their stocks in eastern places and ship them direct to their establishment.

"A barge line will remove these conditions. By giving cheap freights for grain to St. Louis, it will compel the shipment of all the grain raised in the district named, to this city, to obtain the benefit of such freights. It will, also, reduce the cost of freights from the east here to such an extent as to bring down the prices of all kinds of manufactured articles, groceries, etc., in this market, and while our dealers will be able to realize their, present profits they will also be able to sell goods at such figures as to successfully compete with all the world for the trade of this country. Thus it will- be seen that scarcely any other enterprise could secure such benefits to our city.

" The establishment of a barge line will at once create the business necessary to make it profitable. There is no question about the feasibility of barge navigation of the Missouri, for in Europe many streams are thus navigated which are worse than the Missouri. The moment that it is known that a barge line will be estabhshed to this city, to begin on a certain date, there will be a movement of the products of the country to this city, attracted by its cheap freights, that will load every barge down the river. After harvest, the grain crop of Kansas, Nebraska, western Missouri and western Iowa will all come down here for the same reason, and during the fall will furnish a barge line all the business it can do.

"Return freights will be ample to load all up river barges. As it is, the quantity of goods that would be shipped to this city, of the class that a barge line would certainly handle, is such that it would afford a fair business. The reduction in freights would so reduce the prices of such goods in this market as to cause an immense increase of the trade, and .thus naturally augment the amount of business that a barge line would have to do. In view of these facts there can be no doubt of the profit of the enterprise.

"It is stated that Capt. Eads has partly promised to put in such a line of barges soon, but it is too important an interest to take any chances. Ouf Board of Trade can do nothing more important at this juncture than to collect the material to show to Capt. Eads and others that it will certainly pay, and thus secure, beyond all question, its immediate establishment.

" In this enterprise, St. Louis has an interest as well as Kansas City, for while it gives us all the advantages of being a receiving and distributing depot, it will secure to St. Louis the passing of all our receipts through that city, and make it the market which our products will reach first on their way to the consumer. If St. Louis cannot derive a great benefit from these facts, she does not possess the enterprise for which she receives credit. Further than this, it will cause the shipment to this place and to St. Louis, via this barge line, the products of a vast area of territory in Nebraska, Iowa and Kansas, which now finds their market in Chicago. In return, it will enable St. Louis and this city to supply the same area with merchandise, whereas it is now supplied by Chicago."

This article excited a deep interest among the mrechants, and it was followed by several others that brought to view more in detail the benefits it was proposed thus to secure. The subject was taken up by the Board of Trade and referred to a standing committee on Internal Improvements, consisting of Col. James E. Marsh, Junius Chaffee, J. A. Dewar, Gen. W. H. Powell and E. R. Thelkeld. On the 29th of April this committee addressed a letter to Capt. Eads, of St. Louis, and one to Col. Octave Chanute, then superintendent of the Leavenworth, Lawrence & Galveston Railroad, with headquarters at Lawrence. On the 9th of May they reported a telegram from Capt. Eads, saying that he " was so constantly occupied that he could not promise a report, but would write a letter strongly urging the plan as soon as he had leisure." They reported also the following from Col. Chanute :

Gentlemen - I find here upon my return after a short absence, your favor of the 29th ult., asking my opinion as to the feasibility and practicability of establishing a barge line on the Missouri River to St. Louis and New Orleans, with a view to handling grain, etc.

And first, let me say, that I concur most heartily and earnestly with the wisdom and opportuneness of the proposal In my judgment, the country to the west, north and south of your city will be worth very little, unless some means be taken to cheapen the transportation of its products, to the existing markets, or new markets opened sufficient to absorb all its surplus ; and the railroads which drain this territory are largely interested in bringing about such a consummation.

The business of the cities which border the great bend of the Missouri, has hitherto been confined to the distributing of manufactured goods and supplies, to the fast settling up country beyond them. These have been paid for with the money that the emigrants had brought with them, or that which had been disbursed by foreign capital that has been building our railroads. These supplies are nearly exhausted, and there must hereafter be exports of surplus products in exchange for the consumption of goods ; industry must be directed into the most profitable channels, and a great change take place in the character of the leading business.

I confess I have not yet been able to see how the farmers of Kansas and Nebraska, would be able to compete successfully with those of Illinois and Missouri, in marketing to the eastward their bulkier products, such as corn, with the present methods and cost of transportation. They can, to be sure, concentrate their corn into cattle, or hogs or highwines, or starch, and so export them, but the profit will be less, and the return less immediate.

On the other hand, the railroads to the west and south of you are interested in taking the corn to market in its original shape, in order to secure as much tonnage as possible. For instance assuming a crop of forty bushels to the acre, it requires but seven and one half acres of the tributary territory to load one railroad car, while with the usual allowance of two acres per head per annum, a car carries off the products of forty acres in the shape of twenty head of cattle ; or allowing thirty bushels of corn required per head of hogs for fattening, and

Our experience in this country has thoroughly proved, that while railroads are admirably adapted to the gathering of the products of the land, over comparatively short distances, and the quick transportation of the more valuable and perishable commodities, over long distances, they connot compete successfully with well organized water transportation, for the bulkier products in proportion to value, where time is not so essential. Even under the most favorable circumstances the cost of rail transportation is from two to six times as much as the cost of carrying by water.

Some years ago a Mr. J. McAlpine, then engineer for the State of New York, investigated the subject with much care, and arrived at the following results, as to the cost of vaiious modes of transportation.

It must be clearly understood and remembered that the above is the prime cost of the transportation, and that only with sufficient business to keep the lines thoroughly employed. The charges will vary with the rate of profit exacted, the risk attending the carrying, and the volume of business done.

At a convention held in Chicago in 1863, to promote the improvement of the existing methods of transporting the products of the west to the seaboard, which even then were felt to be inadequate, and to improve the navigation of the Illinois River, the following table was given of the cost and existing charges of forwarding the leading articles, from the mouth of the Missouri River :

Transportation

STATEMENT SHOWING THE RATES OF TRANSPORTATION BETWEF.N THE MISSISSIPPI RIVER AND NEW YORK IN 1862; ALSO THE COST WITH A COMMODIOUS WATER TRANSPORTATION.

Illinois

*For six months, during the suspension of navigatian, the cost is given by rail ; but in the last column, from the amount charged is deducted the cost by water. fAmouDts charged between Buffalo, N. Y,, included in, same column. JExisting rates by rail.

These calculations are based upon the assumption of a reasonable immunity from accidents, and the adoption of such a system as may be best fitted to the character of the stream it is proposed to navigate. If they are correct, the following would be the cost and charges upon a few of the leading articles, from and to St. Louis :

Down Stream Up Stream

But, it will be said, no such rates of profits and charges now prevail on the river, and the railroads have nearly driven off the steamboats. True, but this may perhaps be the fault, not of the river, but of the character of the boats now upon it, which, originally designed for a mixed passenger and freight trafific, have not yet had time to adapt themselves to an exclusively freight transportation, and to the altered condition of affairs, as to the class of goods to be carried. Their hulls are built for fast running, instead of capacity for carrying, their machinery uses fuel and steam in the most expensive way, and they carry large crews, who cost and waste enormously, and await in idleness the emergencies of the local trafific. A barge line properly designed must effect large savings under all three of the above heads.

I believe that if they understand their permanent interests aright, the existing railroads will favor the proposition to re-organize the river transportation, so as to reduce its cost to a minimum. They may thereby lose a little tonnage for a time, but their permanent interests are that the trans-Missouri country shall be settled and profitably farmed, and that the industry of the people shall be organized and directed in the best manner. No permanent prosperity for the railroads can be estabhshed at the expense of the country, its wealth and well-being must precede and form the basis for the success of its transportation lines. Already there is a preposterous amount of carrying back and to, and the road with which I am connected alone, has shipped to St. Louis, during the past season, many car loads of wheat, which it is now bringing back in the shape of flour at the rate of two or three cars a week.

dividends, save those which terminate upon the great lakes. I might almost say that none but those which terminate in Chicago have achieved great success. I can think of no explanation for this fact, save that these alone have been enabled to avail of the cheap water transportation of the lakes, and carry forward the bulkier products of the soil to be emptied into the vessels.

I think decidedly yes, although I believe such is not the opinion of many men who have spent their lives in navigating the river. Much, very much, it seems to me, depends upon howTbe experiment is inaugurated, and the class of boats and barges which are first put on. A first failure often does more to retard or defeat a worthy project than any intrinsic difficulties in the undertaking.

As I have had no practical experience of the navigation of the Missouri River, my ideas on this point are necessarily somewhat theoretical and crude. I give them to you for what they are worth, but I would urge that before being adopted, and indeed before any of your plans are carried into execution, the whole should be submitted to the better judgment of old river captains and pilots, and such other experienced persons as are not prejudiced against the experiment.

The steamboat should, I think, have great surplus power, for use in time of flood against the stream. It should have no passenger accomodation, except for the smallest crew with which it would be safe to handle it. It should be low above the water, and expose as little surface as possible to the wind. 'The wheels I would put well aft, and I am by no means sure that a screw propeller would not be much the best, as giving a more useful application of the power, and avoiding all trouble from drift-wood. It ought to be supplied with powerful movable spar machinery, which could be transported at once to any barge which might get aground, and power transmitted to it tlirough adjustable shelves and blocks preferably with wire ropes. The boat might also be provided with anchor beams, to hold it at once, should one of the barges get aground, or strike a snag, and the lashings between them should be so arranged that no harm would result to the remainder of the tow, in going down stream, when the force of the current would tend to cause it to swing around upon the damaged barge as a pivot.

I am not clear whether high or low pressure of steam would be preferable. I think the former, working steam at 120 to 160 pounds to the inch pressure, and arranged with a variable cut off and expansion gear. I believe there would be an advantage in a high piston speed, and this could best be applied to a screw propeller. The steam chest and cylinders should be thoroughly jacketed and protected. I would burn coal exclusively ; and to save time, have chutes provided at convenient points on the river, from which the coal, stored upon a slope, could run down by gravity upon the boat, on the removal of a tail board.

Such a boat as I have described, with capacity for towing six barges, carrying two hundred and fifty tons each, would probably cost about $20,000 on a wooden hull, and about $25,000 on an iron hull. The latter would probably be the best in the long run, but as mistakes might be made, requiring some changes in the construction, I believe I would begin with wood.

The barges should, I think, be of iron, divided into compartments by watertight bulkheads, and stiffened with internal bracing and ribs of wood. The latter I believe important to prevent distortions in case of strain or accident. The advantages of the iron may be briefly stated to be :

These advantages would in my judgment more than counterbalance the increased cost of iron over wood and greater interest charge. So great do I consider them to be, that I would recommend that at first the company should be their own insurers, until their experience should settle what would be a reasonable rate of premium.

In order to divide up the load and permit the doubling up around any swift bend of the river, in times of flood, I believe a smaller class of barges than those in use on the Mississippi should be adopted. I am incUned to recommend that they be about loo feet long and 24 to 26 feet beam, drawing not more than eighteen inches light, and carrying 250 tons on a draught of six feet, which would give about 130 tons on a draught of four feet They should be "model barges" and not flat^bottom scows, in order to offer the least resistance in towing up stream, and in my estimate of cost, I have assumed them be built of one-fourth inch boiler plate. The decks and inner furring might be of wood and they must be arranged by all means so as to carry deck loads, protected by tarpaulins, in case of need : They must be arranged so as to carry grain in bulk, and to be easily loaded and unloaded by machinery. Success will depend greatly upon doing away with hand labor.

I estiipate the cost to be about $5,000 per barge, and would advise the beginning with six, with ample facilities for loading or unloading at either end, so as to detain the steamboat as little as possible.

The best manner of making up the tows would have to be ascertained by experience. Whether the barges should be abreast, or somewhat forward, or back of the tow boat, or a number of them grouped to occupy all these positions, I cannot tell. I would begin with two, then try four, and finally experiment with six, but, as already hinted, the lashings should be carefully considered, and so arranged that while they can be released instantly, they will be sure to do their duty when required for hard service.

The best mode of working the line would also have to be tested by experience. The experiment clearly will be made upon through freights, and in the interest perhaps of a single city, but if it succeeds each town bordering the river will have its own barge, which will be leisurely loaded daring the week, to be upon a specified day taken in tow by the steamboat, which is to take it to market, there to be unloaded and reloaded by machinery and sent back with such commodities as the tributary country requires.

Partly with this in mind, and in order to meet the unforeseen contingencies sure to arise, the working capital should be made ample, and a good surplus provided. The estimate is as follows :

If we assume your city as an initial point, we find that it is but 100 miles further by water from New Orleans than Chicago is from New York, while you are nearer New Orleans than Alton is from New York. I take the following figures from Humphreys & Abbott's report on the Mississippi River :*

There remains, however, in addition against you, the great disadvantage of the effect of tropical climates upon certain cereals in transit, and these may required to be kiln-dried, to fit them for exportation. The southern local consumption, however, can perfectly well be supplied.

I regret that I have no data at hand, later than those for 1853, of the cost of ocean transportation from various ports ; they were then as follows :

Table Of Ocean Charges From

As there is now a barge line in successful operation between St. Louis and New Orleans, I suppose it will be your purpose to connect with that, rather than to attempt for the present to extend as far as New Orleans, the rather as the successful navigation of the Missouri River, will probably require a somewhat different class of boats and barges than that of the Mississippi.

It will be noticed that in the table given by Mr. McAlpine, the cost of transportation on the Mississippi River, is stated to be three mills per ton per mile, and on its tributaries at five to ten mills per ton per mile. This I understand to be the prime cost, and it is undoubtedly high on account of the wasteful methods hitherto practiced on those rivers, and the considerable extra expense entailed by the accommodation of the passenger traffic on the same boats.

Without having investigated the subject as thoroughly as I could wish, and made as many calculations as I would have done had I fuller data at hand, I am inclined to estimate the prime cost of barge transportation on the Missouri River at one quarter (^) of a cent per ton per mile down stream, and about double, or one-half {^) a cent per ton a mile up stream.

It is very likely that even this would require to be enlarged in a short time, to insure the success of the undertaking. If it succeeds, as I believe it can, it will yield handsome returns upon many times the above investment.

Pardon me, gentlemen, for inflicting so long, and I greatly fear, so tiresome a letter upon you. It has been written hurriedly, using such materials as chanced to be most convenient at hand, and has grown to its present great length in consequence of the great interest I take in any proposal to reduce the cost of taking to market the produce of our Kansas farmers, and the conviction that I entertain, that under the circumstances existing at present, they will find it difficult to make their operations profitable. I am, very respectfully,

Capt. Eads soon afterward wrote the promised letter, in which he took strong ground in favor of the feasibility of barge navigation on the Missouri, but urged that some improvement of the river would be necessary to insure its success.

Thus sTjpported by the opinions of eminent engineers, tht Journal continued its agitations of the enterpise, yet singular as it may now appear, met with the opposition of every other Kansas City paper and of the united St. Louis press, by whom the ' ' old river captains " were quoted as ridiculing the idea. Undaunted, however, the Journal continued its agitation, though it was not able to bring about any movement looking to the realization of its idea until the following year.

The City Divided Into Six Wards

On the 20th of February, 1872, the Missouri Legislature so amended the charter of the city as to divide it into six wards. The first ward by this enactment embraced all that part of the city between the river and Ninth street and east of Walnut street ; the second all that part of the city between the river and tenth street and between Walnut street on the east, and Lincoln and Bluff streets and a line from the junction of Bluff and Fifth streets north to the river. The third ward was all between Ninth and Fourteenth streets east of Walnut. The fourth ward was all south of Fourteenth street and east of Walnut. The fifth ward was all south of Tenth street and west of Walnut to Lincoln and Dripp streets. The sixth ward was all west of Dripp, Lincoln and Bluff streets, north to the river.

Other Matters

The principal other matters that interested the city during the year 1872, were as follows : An effort was made early in the year, to induce the railroads centering here, to erect a union passenger depot. The building that was being used for that purpose was a small wooden structure, on the site of the present elegant building, which had been erected by the Hannibal & St. Joseph Railroad on its first entrance into the city. As an encouragement to the railroads, a proposition to exempt such a depot from taxation for fifteen years, was submitted to the people at the spring election, but it was unfortunately defeated.

The city and the Board of Trade during this year were most interested in the adjustment of the difficulties which had arisen between the county authorities and the Memphis Railroad. At one time an effort was made to secure a transfer of the subscription of $450,000 to the Louisiania Railroad, to the Toledo, Wabash & Western, which proposed that if sufficient aid was given it, that it would extend a line direct to this city, by the way of Moberly, Mo. An effort was also made to secure the building of a road between Ottawa, Kansas, and Emporia, and between Ottawa and Burlington. The former of these last two efforts was unsuccessful, but the latter finally succeeded, mainly through the efforts of W. H. Schofield, Esq., who was the president of the company. This road is now known as the Kansas City, Burlington & Santa Fe, and is operated in connection with the Kansas City, Lawrence & Southern Railroad.