66

"It was thus we entered the campaign of 1856. At this date, Michael Smith, street contractor, had straightened the river end of the road into Market street, and under one of the cornfield engineers, of whom we have had such bright examples, had commenced excavating at the bottom of the ravine on Main street-but still there was no street.

"In 1856 a brief season of activity set in which was soon stopped by the frosts of the Kansas troubles, which paralyzed all business and enterprise and stagnated every branch of trade. This state of affairs continued until the close of the season, and when the spring of 1857 opened, there had been but little if any real advances made in the city.

"The bluffs still towered over the landing; no streets were cut through; no cross streets were contemplated. Under all these depressing circumstances, with no foreign capital to assist us, with active competition above, below and behind us, with an empty exchequer and no resources from which to replenish it to any extent, our citizens boldly entered upon a system of improvements of a magnitude never equaled by any city built in the world. It is now twenty-four months since the work begun, eight of which were closed to operations by the frosts of winter and twelve of them under the financial pressure occasioned by the crisis of 1857, and what is the result?

"A city of eight thousand inhabitants; a list of mercantile houses surpassing that of any Missouri River town, with a trade larger than any city of her size in the world; with four streets cut through the buffs, cross streets opened and opening for eight squares from the river; a whole town built up outside of her original limits (McGee's addition), containing the longest continuous block of buildings west of St. Louis; an entire new business locality excavated out of the bluff, and built up with solid and substantial buildings in the center of the city; the crest of our "seven hills" covered with private residences; roads constructed into the interior, and the best levee on the Missour River. All this has been done since the first day of May 1857, without a dollar of outside capital to assist us, and with the money made by the business of the city itself.

"We will have in operation in a short time a bank with a capital of $250,000, and before August a second with a like capital. Insurance offices that do a larger business than any institution of the kind in the upper country; a city treasury able by the present assessment to pay every dollar held against it; private bankers that have their drafts honored in any city of the Union or Europe, and a solid and substantial mercantile credit from Boston to New Orleans."

At the close of the period of which we now write, Kansas City had made considerable further progress in the same general direction. The banks above referred to were put into successful operation; large numbers of people had been added to the population; many new houses had been built; new stores and shops opened, and the trade generally enlarged. The street improvements progressing at the time of the Journal's article above quoted had been much advanced; country roads had been further improved, and the railroad schemes, in which Kansas City was then interested, had made much progress.

In other respects the city had made much advancement in social aspects, which, up to this time, we have not noticed. The formation of societies, and the organization of churches and lodges, are the incident of commercial development, and had attended, so far, the development of Kansas City. At the close of the year 1860 there were in Kansas City three lodges of Masons, two of Odd Fellows, one of Good Templars, a Turnverien, Shamrock Benevolent Society, Orpheus Singing Society, a Chess Club and a Bible Society. There were the Kansas City Female Seminary, a Rectory School, a young gentlemen's seminary and a German school. The churches were: two Methodist, one Baptist, two Presbyterian, one Episcopal, one Catholic and one Christian.

There were also the Board of Trade and Chamber of Commerce, both of

which had grown directly out of the development of trade. There were three banks, one insurance company, one daily and two weekly English newspapers, one German weekly and a bi-monthly medical journal.

At the census in 1860 the population of Missouri Valley cities was as follows: Independence 3, 164; Kansas City 4,418; Leavenworth 7,379; Weston 2,921; Atchison 2,611; St. Joseph 8,932; Council Bluffs 2,011, and Omaha 1,881.

Such was the situation in which the war found Kansas City, but before proceeding to narrate the effects of that struggle, an account will be given of a series of facts contemporaneous with those chronicled in this and the last preceding chapter relative to the development of railway enterprises. This will be presented in the next chapter.

CHAPTER IX.

THE INCEPTION OF OUR RAILROADS.

Kansas City Takes the Lead in Efforts to Secure Railroad Facilities-Her Efforts Start a Fever in Railroad Enterprises in Western Missouri and Kansas-The Inception of Her Own System— The Hostility of Kansas-The First Efforts in Behalf of Trans-Continental RailroadKansas City in the Struggle, with Both the Slave and Anti-Slave Sections for the Road-The Enthusiasm of the Period-Beginning of Railroad Work-The Real Founders of Kansas City-Their Trials and Triumphs.

The agitation of the construction of railroads began in some parts of Missouri in 1849, a convention of that kind having been held in St. Louis in that year. Railroads then began to reach toward St. Louis, and approach the Mississippi from the east at other points. The country had become settled and productive to an extent that some method of transportation better than wagons had become necessary; yet this was the only means, except near the navigable rivers. The Missouri River, by steamboat, was the only method of reaching the central and western parts of the State. The Pacific Railroad, from St. Louis to the western line of the State, was chartered in 1852, and the Hannibal & St. Joseph, through the influence of R. M. Stewart, afterward Governor, some time before that.

KANSAS CITY STARTS THE FEVER IN WESTERN MISSOURI.

Kansas City, by reason of being situated at the great angle of the Missouri River, which made her the nearest river point for the New Mexican plain; and Indian trade, was beginning to attract attention on account of her commerces and her people, appreciating the advantage her situation gave her, but knowing that railroads would make a great commercial center wherever they concentrated on the western border, and take all the plains trade to that point, saw that their future depended upon getting the railroads. One had been chartered already to St. Joseph, and another from St. Louis to the western border. She feared the effect of the one, and the possible location of the other. She began to make efforts to secure the Pacific, and to tap the Hannibal & St. Joseph, so that she would enjoy equal advantages with the latter named place. Thus, in 1855, there arose an activity in railroad schemes rarely equaled in any community, and the work done was, for a town of less than a thousand people, enormous. tation of this class of enterprises at Kansas City, at this time, can be best represfented by an account of events in the order in which they occurred.

The agi

On the first of December, 1855, news was received from Jefferson City that the Legislature had passed a bill, giving State aid to certain railroads, among which was the Pacific. This gave great satisfaction here, as it was expected that the road would be immediately pushed through, and Kansas City was sanguine of success in securing its terminus.

In December, 1855, she got a bill passed by the Missouri Legislature, incorporating the Kansas City, Hannibal & St. Joseph Railroad Company, the object of which was to build a road to the nearest point on the Hannibal & St. Joseph. The incorporators were Dr. B. Troost, W. H. Chick, M. J. Payne, A. J. Martin, Thos. Swope, Joel Walker, H. J. Richards, J. Riddlesbarger, Alex. Gilham, Gainus Jenkins, W. J. Jarboe, Jos. C. Ranson, J. W. Ammons, S. W. Bouton, Dr. J. Lykins, Dr. T. B. Lester, D. K. Abeel, J. W. Summers, J. A. Fenley, and William A. Strong. Governor Price vetoed the bill, but it was passed over This was the inception of the road to Cameron.

his veto.

The discussion of this project started the agitation in Western Missouri, and all the towns began to hold meetings, and project railroads. Among others projected was the Parkville & Grand River, the Canton & Western, and the St. Joseph & Burlington. Meetings were held in almost every town in Western Missouri, and some kind of a project originated. The fever spread to Kansas, and Leavenworth, Lawrence and Atchison soon had their projects.

The first Legislature of Kansas chartered the Kansas Valley Railroad, from Kansas City to Fort Riley, on the south side of the Kaw. This was the beginning of the agitation of a road in that valley, where we now have two.

THE INCEPTION OF OTHER ROADS.

The prominence Kansas City had already attained as the headquarters of the trade of the plains, led to the projection of several roads to her; among which was the Kansas City & St. Joseph Railroad, which was chartered some time prior to 1855. This was the inception of our present Kansas City, St. Joseph & Council Bluffs Railroad.

A Railroad to Galveston Bay began to be agitated in 1855. The road now known as the Texas Central, or a road occupying substantially the same route had been chartered and its construction begun.

In the latter part of 1856 a company was organized in Arkansas and started a project called the Napoleon & Kansas City Railroad, which was to run from Napoleon, on the Mississippi River, via Fort Smith to Kansas City. Dr. Lee was president of this enterprise, and Capt. Lloyd Tighlman engineer, and part of the survey was made. It was looked upon with so much favor that some of the Missouri counties were urged to give it aid. Napoleon was then a place of more importance than since the war.

In discussing the Galveston Railroad project it was soon discovered that the country northward of Kansas City took an interest in it, and would like to have it extended through their section. Hence, in February, 1857, a company was organized here, taking the name of the Kansas City, Galveston & Lake Superior Railroad Company, the purpose of which was to procure the building of a road from Lake Superior to Galveston through Kansas City. Dr. Lykins, Jos. C. Ranson, R. T. Van Horn, Robert J. Lawrence, S. W. Bouton, were the first directors. Dr. Lykins was elected president, R. T. Van Horn, secretary, and Kersey Coates, treasurer.

January 12, 1856, books were opened for subscriptions to the stock of the Kansas City, Hannibal & St. Joseph Railroad It was then expected that the road could be located by March and constructed in two years, and that it would prove the most important line for the city, because more practicable for immigrants to Kansas. Four days afterward a meeting of the people appointed J. Riddlesbarger, Jos. C. Ranson and J. C. McCoy to correspond with E. M. Samuels, of Clay county, relative to the survey of the road. Clay county had already proposed to pay half the expense if this city would pay the other. This proposition was promptly accepted.

January 27th the Kansas Valley Railroad Company was organized with E. F. Perry, W. H. R. Lykins, J. C. Ranson, William A. Hopkins, J. M. Ashburn, Kersey Coates, Dr. J. Lykins, David Hood and Thos. H. Swope as directors. Dr. Lykins was elected president and Kersey Coates secretary and treasurer. The purpose of the company was to build a road on the south side of Kaw River to Fort Riley. Three hundred shares of the stock were subscribed at the meeting at which the organization was effected.

On the 5th of July, 1856, the directors of the Kansas City, Hannibal & St. Joseph Railroad engaged Robert J. Lawrence to survey and locate the line. The work was begun the next week, and an agent accompanied Mr. Lawrence to solicit subscriptions to the stock.

The day previous to this appointment, July 4, Col. E. M. Samuels, of Clay county, addressed the people of Liberty in behalf of extending the line to Keokuk, and on the 9th he addressed the people of Kansas City on the same subject.

On the 19th of July, 1856, was the first mention in Kansas City of the Napoleon & Kansas City Railroad, in a letter from Dr. F. A. Rice, of Keysburg, Ky. On the 19th of July the survey of route of the Kansas City, Hannibal & St. Joseph Railroad was finished by Mr. Lawrence to Fishing Creek, and on the 26th, Joseph C. Ranson made the first call upon subscribers to the expense of the survey.

On the 4th of October, 1858, the directors of this road resolved to organize under the general incorporation law of the State, as the Keokuk & Kansas City Railroad, and asked the people to assemble and memorialize the city council to order an election to vote $150,000 stock in it.

The election occurred on the 14th, and the proposition was carried almost unanimously. At that time Keokuk had voted $45,000, and it was estimated that $900,000 more could be procured along the line, besides $50,000 of individual subscription in Kansas City and an equal amount in Clay county. A convention in the interest of this road was called to meet at Linneus, November 20, 1856; accordingly a public meeting was held in Kansas City on the 10th, and the incorporators of the Kansas City, Hannibal & St. Joseph Railroad were requested to attend. The report of the survey, made by Robert J. Lawrence, was made November 15th, and the line was regarded as exceptionally favorable. This survey extended only to the line of the Hannibal & St. Joseph Railroad. At the railroad convention at Linneus, November 20th, there were delegates from Keokuk, Kansas City and from Scotland, Lewis, Adair, Linn, Livingston and Clay counties. Dr. W. A. Hopkins, Kersey Coates, Jos. C. Ranson, T. M. James, S. W. Bouton, Robt. J. Lawrence, M. B Hedges and R. T. Van Horn attended from Kansas City, and Col. Van Horn was elected secretary. This convention resolved that the road was necessary and must be built, and raised a committee to obtain a charter from the Missouri Legislature. That committee was Col. E. M. Samuels of Clay county, and Kersey Coates and R. T. Van Horn of Kansas City. W. Y. Slack, of Chillicothe, was appointed agent, and an assessment of three thousand dollars was made to pay for a preliminary survey, to be made by the Kansas City, Hannibal & St. Joseph Railroad Company. This convention was followed with many enthusiastic meetings along the proposed line, and subscriptions of stock by most of the counties.

On the 2d of January, 1857, Gen. J. W. Reid, of this city, introduced into the Missouri Legislature a bill to incorporate this company, and it passed on the 6th, though not without some opposition, as several members were afraid that if the road were built it would become a conveyance for runaway slaves, because it terminated in a free State. As soon as this charter received the signature of the Governor, the company opened books in Kansas City, and two hundred and fifty shares of stock were immediately subscribed by the people.

In January, 1857, the Missouri Legislature also chartered the Kansas City & Galveston road. This road was to extend northward to Lake Superior, and John J. Shoemaker commenced the survey from Kansas City, north through Platte and Clinton counties, and enthusiastic meetings were held at Plattsburg, Smithville and Barry.

In December preceding (1856) Gen. Duff and party bought up the entire stock of the Kansas City & St. Joseph Railroad, and March 3d a bill was introduced by Gen. Reid into the Missouri Legislature which was passed and signed, appropriating $75,000 for it, under the name of the Platte County Road, by which it was afterward known. One-half the sum was to be expended between Kansas City and St. Joseph, and the other half in extending the line to Iowa.

In March, 1857, the Louisiana Legislature passed the bill to incorporate the