History of the State of Colorado, Volume IV, Part 4

Author: Hall, Frank, 1836-1917. cn; Rocky Mountain Historical Company
Publication date: 1889-95
Publisher: Chicago, Blakely print. Co.
Number of Pages: 791

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The census of 1880, taken at the height of the unprecedented development, gave this city a population of 35,629. During the two years preceding, Denver was trans- formed from a village into one of the brightest and most progressive cities of the Union. Alnost destitute of substantial manufactures at the inception of this new era. and with few business houses of more than ordinary importance, this unusual lodg- ment of people and money brought many large establishments. Then followed a period of depression, extending from 1882 to the fall of 1885. The state census of the latter year made a total population for the city of 54,308, and for the entire state, 199,327. The volume of wholesale and retail trade for 1883 aggregated $58,336,998, and of manufactures, $23,030,433, including the entire bullion product of the smelters. Until about 1884-5, the growth of manufactures was extremely gradual, because there was little or no encouragement for such enterprises, nearly all attempts to institute them being resisted by the pooled railways which, enjoying the profits of the long haul upon about everything consumed here, naturally put forth every possible endeavor to retain it. It is a fact that the influence exerted toward the upbuilding of manufactures by the Chamber of Commerce in 1884-5, and subsequent years was more potential than any other in fostering their development.

Between 1880 and 1886, there was marked improvement in architectural designs. This was especially noticeable in the business center and in a few of the better resi- dence districts. Many splendid buildings for public and private use adorned the principal thoroughfares. The City Hall, County Court House, the U'nion depot, Windsor, St. James, Markham and Albany hotels; several beautiful school houses and churches, the Tabor block and Grand Opera House; the Cheesman, Clayton, and Barclay blocks, the Colorado National Bank, and a number of others attest the more advanced spirit and taste of the time. Meanwhile also, certain districts of the city had been underlain with sewers. It was largely lighted by electric lamps, and many portions supplied with pure artesian water. The suburbs, north, south, and west, naturally separated by the Platte river and Cherry Creek, were connected by a series of permanent iron bridges. The site for our now superb granite capitol had been prepared for the superstructure.

During 1884-5, there was but slight activity in real estate and building improve- ments. In 1883, the tide began to recede, when the shrinkage of values, though not sudden nor great, was distinctly visible in the gradual dismissal of thousands of carpenters, builders, brickmakers and layers, plumbers, indeed of all classes of mechanics and laborers, who were obliged to seek employment elsewhere. While at no time did the course of development entirely cease, thereafter, until the beginning of 1886, it was sluggish. Real estate dealers, agents and owners suffered from loss of business, and in their abundant leisure freely canvassed the causes of the depres- sion, settling down finally upon the conviction that the railways were to blame. But it was not so much the merciless extortions practiced by these agencies, as the combined operation of stagnating conditions universally prevalent. Only one city in the Union made any marked advance. It was one of the periods which invariably

HISTORY OF COLORADO.

succeed epochs of excessive activity in iron manufacture, railway building and spec- ulation.

About the beginning of September, 1885, was ushered in the fourth great era. It came about easily from a natural impulse wholly uninfluenced by any mining boom. The volume of transactions increased steadily to the close of that year, with a slightly accelerated momentum in the first three-quarters of 1886. Many notable transfers of realty were made for the purpose of immediate or early improvement. The Federal post office, and the state capitol were put under construction; the com- pletion of the East Denver high school added another montiment to public enter- prise. The mercantile trade in 1886 amounted to $67.735,256, and manufactures to $24,045,006; the sales of real estate to $1 1,021,208.91.

The year 1887 was signalized by the most rapid advance that had occurred in our local history. Speculative dealing ran wild, especially in the suburbs. Millions of money came in from castern and western centers for investment in buildings and landed property. The primary causes of this stimulus were numerous. Several new railways were approaching: the Missouri Pacific from southeastern Kansas, the Chicago & Rock Island, the Chicago & Northwestern, and the Atchison, Topeka & Santa Fé. The Denver, Texas & Fort Worth, with connections at Galveston and New Orleans, begun April 14th, 1887, and completed in March, 1888, became the most significant factor in the problem. It restored the equilibrium of our hitherto lop-sided commerce which had been running upon pooled paralleled lines from the Missouri river. The new outlet insured the future of Denver as a great inland com- mercial emporium capable of indefinite expansion. Again, the Denver & Rio Grande, essentially a Colorado road, with a Colorado president and general man- ager, was speeding several important extensions to isolated mining districts. The Colorado Midland was pushing its broad gange through the mountains to Aspen. A fine military post, Fort Logan, had been located near the city. A tremendous hegira of population began moving from the east westward upon the 38th and 4Ist parallels. It was clearly defined and as strong in character as any previous immigra- tion had been. Heavy accessions poured into our castern and southern borders and occupied the vacant lands, whereon many new towns arose in due course.

In the city proper, the activity in real estate was mainly confined to what were then the borders; in other words, to the numerous additions that since have been almost completely covered by new settlements, and to 17th street, the only rival of 16th. The district between Broadway on the southeast, Colfax avenue on the south. and Larimer on the north, was embellished with magnificent improvements, while intervening parallels were converted into splendid commercial marts.

At the close of 1887, the real estate sales for the year footed up $29.176,752.79. The directory estimate of our population was 96,000. The report of the building inspector placed the estimated cost of building operations at $4,007,050. The Mis- souri Pacific began running trains into Denver over the Rio Grande tracks, in December; the Rock Island was rapidly approaching Colorado Springs. Both operated to augment the demand for property and the rage for building. Between 1887 and 1893, Wyman's and adjoining additions were covered with magnificent residences, where before had been only brickyards and cow pastures. Everybody with money to spare, or credit to mortgage, plunged into the busy pool. Some. nearly all, suffered for it later on, but, meanwhile, before the crash came in 1893, Den- ver boasted the largest army of landed millionaires to be found west of the Missouri river. At this writing it has been reduced to a mere corporal's guard.

Apart from the large accessions of capital, and the settlement here of hundreds of brisk, brainy, pushing business men, of the influences brought into the work of development to aid them, none were more potential than the building of the Denver City Cable railway and the rapidly expanding lines of the Denver Tramway con- pany, to which we will now give hasty attention.

HISTORY OF COLORADO.

Four distinct changes have been made in the title of the last named corporation, as follows:

1st. The Denver Electric & Cable Railway company, incorporated February 5th, 1885. 2nd. The Denver Railway association, January 21st, 1886. 3rd. The Denver Tramway company, May 4th, 1886. 4th. The Denver Consolidated Tram- way company (embracing the franchises of the Metropolitan), September 6th, 1893. The corporators of the first company were J. J. Reithman, M. J. McNamara, J. F. Brown, Wm. N. Byers, F. A. Keener, Dr. W. F. MeClelland, John Evans, B. P. Brasher, Cyrus W. Fisher, Rodney Curtis, Scott J. Anthony, R. W. Woodbury and W. B. Rundle. A majority of those names still remain as stockholders. Right of way was granted by the city council on 15th street and other thoroughfares. In the spring of 1885, the original company began experimenting with electricity as a motive power for street railway cars. The inventions under which it operated were those of Professor Sidney H. Short, of the Denver University. Later inventions were made by Professor Short and John W. Nesmith. Some twenty patents were obtained. On the last day of July, 1886, the first passenger car was successfully con- ducted over 3,000 feet of track on 15th street. One or two cars passed over this track dlaily for three months following. Power houses and other improvements were built. At the beginning of 1887, three and a half miles of track had been constructed and four or five cars were running. But the system did not prove satisfactory, therefore, in the spring of 1888, the company prepared plans for a series of cable lines. The governing inducement was a proposition submitted by property owners along Broad- way, south of Colfax avenue, to the effect that if the company would substitute a cable for the imperfect electric line and extend its tracks to Alameda avenue, then the southern boundary of the city, they woukl subscribe a liberal subsidy in further- ance of the enterprise. About this time also, Messrs. Hayden & Dickinson: Philip Feldhauser: Porter, Raymond & Co .; Donald Fletcher, H. B. Chamberlin & Co., with other large owners of property along Colfax avenue east of Broadway, a large part of which east of Logan and Pennsylvania avenues was but sparsely and much wholly unoccupied, realizing the advantage of rapid transit, subscribed and in due course paid a subsidy of $80,000 for a cable line on Colfax from 15th street to the present "loop," near City Park. Omitting details, the proposals were accepted. the lines built, and the first cable cars started; one series on Broadway and another on Colfax avenue December 22nd, 1888. The method adopted was not the San Fran- cisco patent, but certain devices invented by Mr. H. M. Lane, of Cincinnati, Ohio. A double track was laid the entire length of 15th street, and on Broadway and Col- fax as stated above. In 1889. the company decided to build electric trolley lines, but when first proposed it met with furious opposition from some of the local papers; nevertheless the project was rapidly consummated. The first trolley car was run on Broadway Christmas day, 1889. Then followed in regular order the Lawrence street, June 3rd, 1890. The cable was not wholly abandoned on Broadway, however, until May, 1803; the Colfax being dropped and electricity substituted in July of that year. Meanwhile, a cable had been laid on 18th avenue, and started November 27th, 1801. An agreement was shortly after entered into with the Denver City Cable Railway company, whereby the Tramway company took up its tracks on 18th ave- nue and relaid them for electrical operation on 19th avenue. This line was started November 28th, 1801: the 22nd street, October 11th, 1800: the Agate avenue, June 18tl. 1800; the Ashland avenue, July 7th, 1800. January Ist. 1801, the University Park line was opened, and simultaneously the company acquired possession of the Berkley and Rocky Mountain Lake lines (then operating steam motors) and at once electrified them. It will be seen by the dates of these several enterprises that rapid work was performed: that the remarkable speed attending the construction of so many railways covering much of the inhabited portions of the city and going out to distant sub-divisions on the south, cast, west and north, manifested a wonderful

JESSE HAWES M D

HISTORY OF COLORADO.

spirit, supported by abundant capital, with remarkable sagacity in anticipating the growth of settlement in all directions.

Meantime, a rival corporation, called the Denver & Suburban railway company had entered the field with valuable franchises upon certain streets, intending the con- struction of a separate system of roads, but before any lines were built, the Metropol- itan company, which was largely composed of stockholders in the Tramway com- pany, purchased its rights and effected a consolidation. The HIth avenue line was opened December 19th, 1891 ; the 8th avenue-Broadway to Arlington Park-on the same date : the South Tremont and Stout street, January Ist, 1892; the Harman extension of the 8th avenue, March 17th, 1892: the Platte street, November 24th, 1892; the Riverside, December 12th, 1892, and the 25th avenue, April 15th, 1893. The Park Hill line was purchased and electrified April 29th, 1893, and the Pearl street line was built June Ist, 1893.

Therefore, the company has now in operation 99 5-10 miles of track, 265 cars. three large power houses, employs 450 men, and assumes a pay-roll of $28,000 a month. The system is so admirably arranged, its details are so completely modeled as to form perfect connections all over the city. A car, or any number of cars may be started at any given point, and conducted over every mile of track the company controls.

This is one of the really great institutions of Denver. It is safe to state that no metropolis in the land enjoys better transportation facilities; perhaps not one whose lines are so well adapted to all purposes of convenient and rapid distribution as this. At the southwesterly corner of Arapahoe street, the uniting point of the present loop, half a square of ground in the heart of the city has been purchased, and in due time a grand central depot will be erected.

The influence of these lines upon the development of many of our more popu- lous suburbs, as the Colfax, South Broadway, and the north side extensions has been almost incalculable. They have converted waste places into beautiful residence districts, by causing the building of countless houses. The rapid settlement of those additions is mainly ascribable to the easy and quick transportation afforded by the multiplicity of roadways thus supplied.

The company is officered as follows: President, Rodney Curtis; vice-president. John J. Reithman; secretary, Wm. G. Evans; treasurer, F. A. Keener; superintend- ent, C. K. Durbin.

The Denver City Cable Railway company. - The greater part of the history of this corporation, beginning with its original charter, the building of horse car lines, and their progress to recent years, is set forth in preceding volumes. The original plant with all rights, franchises, etc., was sold to Providence, Rhode Island, capital- ists in 1883, and Col. George E. Randolph appointed general manager, who recon- structed the tracks, relaid them where necessary with steel rails, opened new routes and extended others, and built a large stable and car house at the foot of 17th street. where all the roads were concentrated. In that year the company had 153 miles of track ; 205 horses; 45 cars, and employed 100 men.

In December, 1888, Col. Randolph let contracts for twelve miles of double track cable railway, which was begun in February, 1889. November Ist, the Larimer street, 16th, Welton and North Denver lines were completed, and two very expensive viaducts across Platte river and the intricate network of railways, con- structed. The 17th street line began running December Ist, 1801 : the Curtis street and West Denver, June 6th, 1892.

The Larimer street line runs from 40th avenue on the east, across Platte river on West Colfax avenue to Maple street, thence west by an electric trolley known as the West End Electric, north via Manhattan Beach and Elitch's Gardens to Prospect avenue, and thence cast to a connection with the 16th street cable at Fairview avenue.

The 16th street cable runs south from Humphrey's street on North 16th street. 3-iv

HISTORY OF COLORADO.

to 16th street, through the center of business to Court place, thence to 17th avenue, and thence east along 17th avenue to York street. The 17th street line runs from the Union depot southeast to Broadway. The Welton street from 16th along Welton to Downing avenue, at 28th avenue to Columbine, with a branch on Gay- lord, running north to 38th avenue. The West Denver line on Curtis, from 17th street, westerly to HIth street, thence along HIth street on Colfax avenue to South Lith, and thence south on South uth to West 4th avenue.

The system thus outlined, including the West End electric, embraces about 50 miles of track in operation. The consummation of these enterprises also vastly stim- ulated the population and improvement of the sections penetrated. They were accomplished at great cost and without subsidies.

The Denver, Lakewood & Golden, another important electric artery for the accommodation of residents in the western sub-divisions, runs from its central sta- tion on Arapahoe street near 14th, westerly into Barnum's addition, and thence to the town of Golden.

At the close of 1888, Denver was indisputably one of the liveliest of the younger American cities. All trades flourished; buildings arose in every sub-division in great numbers, and in many sections, particularly in Wyman's, Rohlfing's and other parts south and north of Colfax, splendid architectural triumphs were achieved. Suburbs vacant the year before were nearly covered with fine residences. The mercantile trade that year aggregated nearly $128,000,000, and the produce of manufactures over $30,000,000. The Rock Island railroad was completed to Colorado Springs and began running trains into Denver over the Rio Grande tracks. During that year also, enormous sums of eastern capital were invested. This was in some respects the most eventful year of the epoch under consideration, though the tide ran high thence onward to about the end of 1800, when it began to recede. In 1889, the mercantile trade amounted to $181,136,320; the products of manufacture to $34,- 490,223; real estate sales to $60,392,008. By reason of the enormous activity mani- fested in all directions at that time, Denver seemed to be the most inviting field in the West for young, vigorous business men, and they accordingly came in great num - bers. In the five years from 1885 to 1800, our population increased from 54,308 to 106.713, exclusive of the incorporated suburbs. Every channel of human oppor- tunity bristled with energetic forces. From the abundance of money, interest rates fell from 12 to 6, and even 5 per cent on large, long-time loans. The chief product of our mines, silver, which had reached a low stage, was largely benefited by the enactment of what is commonly known as the Sherman act of July 14th, 1890, pro- viding for the purchase by the United States treasury of 4,500,000 ounces each month, which covered the major part of the produce of American silver mines. Between the approval of this law and September Ist, following, the price rose stead- ily to $1.20 per fine ounce, but as rapidly receded after that date. At length the adverse legislation at home and abroad caused very disastrous results to the entire industry of silver mining, and almost universal collapse in the world at large. While it lasted, the stimulus lent by the Sherman law served to accelerate the prevailing spirit of progress here. Of course no one then dreamed of the sudden and disas- trots termination of the magnificent movement. But I have neither time nor space for proper consideration of the momentons questions relating to finance which the statesmen and financiers of all nations are endeavoring to solve.

During 1889-00, manufacturing industries received many signal acquisitions through diffuse advertising of our advantages. A cotton mill, paper mill, woolen mill, boot and shoe factory, and several other concerns with an aggregate capital of nearly a million dollars were established. Agriculture and mining were unusually prosperous. Buildings of an estimated cost of $16,541,625 were begun : realty sales amounted to $65.500,000; bank clearing to $213,500.001; sales of merchandise to $213.346.745: the value of manufactures to $42,034.677.

HISTORY OF COLORADO.

The Citizens' Water company, a new corporation, constructed a separate water system with a great main thirty miles in length, from Platte Cañon; laid 70 miles of iron mains within the city limits, and connected a large number of blocks and dwell- ings therewith. The Denver Water company also greatly enlarged its plant, extended its pipes and built a large reservoir on Capitol Hill.

The Denver Clearing House. - The primary movement which resulted in the organization of this highly important local institution, may be credited to the efforts of Gen. R. W. Woodbury, then president of the Chamber of Commerce. His first attempt failed to convince the bankers of its necessity, but he persisted and at length, in October, 1885, sent a letter to the president and cashier of each bank in the city inviting them to meet in the director's room of the Chamber on the 25th of that month for the purpose of considering a plan. The response was general. David H. Moffat and S. N. Wood of the First, George Tritch of the German, J. A. Thatcher and A. A. Denman of the Denver, Win. B. Berger of the Colorado, John R. Hanna of the City, E. P. Wright of the State and Wm. D. Todd of the Union were present. When convened, Mr. Woodbury delivered a short address, epitomizing the object of the call and then retired, leaving these eminent financiers to their deliberations. Mr. Thatcher was made chairman, and Mr. Denman, secretary. After due consid- eration of the minor details, Messrs. Wood. Berger and Todd were appointed to draft rules and regulations. Their plan was reported at a subsequent meeting and adopted. To save the expense of a distinct clearing house, as in larger cities, eacli bank in the association took it for a period of three months. The first clearings were reported to the Chamber and posted in its Exchange Hall, November 16th, 1885. This, in brief, was the origin of this now extremely valuable association. Its clearings have been reported daily to the Chamber from that date to the present, and the data it supplies are among the more valuable features of our statistical literature.

The Denver Chamber of Commerce. - It may be stated with entire truthfulness that this institution comprises in its large membership, the vast wealth thereby rep- resented and, in its power for the advancement of the public welfare, much greater influence for good than any other commercial organization ever incorporated in Colorado.

The first institution of its class was organized late in 1860, taking the name, " Denver Chamber of Commerce," with General F. J. Marshall as president. It was maintained but a short time however. Nothing further in that direction was attempted until November 13th, 1867, when the first Board of Trade was formed to aid the building of the Denver Pacific railway, as more fully set down in our first volume.

The Merchant's Board of Trade was organized November 12th, 1880, Joseph T. Cornforth, president; N. B. MeCrary, vice-president; Lewis Mathews, secretary; A. W. Jones, treasurer. Its headquarters were in the old "Tribune" building, at the corner of Market and 16th streets. Notwithstanding repeated failures to main- tain open boards for trading purposes, it exerted much beneficial influence. For a time it received and posted market reports from Kansas City; in 1881, raised by subscription a fund to influence the adoption of Denver for the state capital, and performed other effective service, but with all its efforts, it was not cordially sup ported by the public. The entire community was dull, spiritless, inert. Meanwhile Governor Evans had projected and partly matured the great enterprise of his life, an independent railway from Denver to the Gulf. Recalling the potency of a well- organized force, as exemplified by the original Board of Trade, he resolved to create a new combination of like elements to further his latest design. Therefore he called a meeting of citizens at the district court room on the evening of January 20th, 1881. While plans were discussed and committees appointed to carry them into effect, nothing material came of this effort.

The next step was taken January 8th, 1884, when begins the history of the exist-

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ing Chamber of Commerce, which will be hastily epitomized If details are required they may be found in the records of the institution and in its reports, which are very complete. The first meeting for organization was held in the police court room at the City Hall, January 15th, 1884, at which fime a constitution was adopted. March 27th the old Board of Trade was formally dissolved, it having been consolidated with the Chamber of Commerce. On the same date an election for directors was held, who in turn chose the following officers: President, R. W. Woodbury: first vice-president, M. J. MeNamara; second vice-president, Joseph T. Cornforth; tem- porary secretary, John L. Dailey; treasurer, Win. D. Todd. New standing commit- tees were appointed; meetings were held each week in the police court room. Real- izing the value of real property as a basis for membership certificates, the board was no sooner organized than it began to move toward the erection of a suitable building. The site at the corner of 14th and Lawrence streets, belonging to the city was leased, and the contract for the present structure awarded to Peter Gumry, October Ist, 1884. It was completed and occupied September ist. 1885. the fourth story being reserved for a public library and historical museum. The building was dedicated with impos- ing ceremonies, September 22nd, 1885. Meanwhile President Woodbury had organ- ized a series of seven commercial exchanges, representing real estate, produce, Jum- ber, live stock, mining, stocks and manufactures. The latter is the only one that has endured the test of time, and it has been of inestimable benefit to the great indus- tries under its patronage. It has wrought perseveringly and always effectually for the upbuilding of local industries, and has reason to take infinite pride in the remarkable development achieved. The city and state are indebted to the first board of directors of the Chamber for the location here of a Commissary of Subsistence, which at once opened a new market for military supplies, and very largely for the project which eventualed in the building of Fort Logan. They performed all the preliminary work of advancing the bill for it through Congress, and prepared the way for a committee of citizens to complete it by purchasing a site and donating the same to the federal government. Indeed, the amount of work done by this board and its immediate successors was prodigious, muchof it of farreachingeffect upon the future of our now splendid metropolis. They founded, maintained, and systematically developed what is now the City Library, which, under the able direction of Mr. Charles R. Dudley, has become the leading institution of its class in the state.

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History of the State of Colorado, Volume IV, Part 4

Author: Hall, Frank, 1836-1917. cn; Rocky Mountain Historical Company Publication date: 1889-95 Publisher: Chicago, Blakely print. Co. Number of Pages: 791

Author: Hall, Frank, 1836-1917. cn; Rocky Mountain Historical Company
Publication date: 1889-95
Publisher: Chicago, Blakely print. Co.
Number of Pages: 791