USA > Iowa > Polk County > Des Moines > Des Moines, the pioneer of municipal progress and reform of the middle West, together with the history of Polk County, Iowa, the largest, most populous and most prosperous county in the state of Iowa; Volume I > Part 82
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Four miles south of the post and about eight miles south of the city, just over the line in Warren county, is the rifle range, for target practice. This tract contains 525 acres, since purchased by the government at a cost of about $40,000. This, with the 400 acres occupied by the Post, constitutes one of the largest holdings of land in the region roundabout Des Moines.
The dedication of Fort Des Moines, with the floating of the nation's flag in the breeze from the midst of it, was one of the conspicuous events in the recent history of Des Moines.
In the forenoon of Thursday, November 12, 1903, the distinguished visitors were met at the trains by a reception committee escorted by the Iowa State Military Band. At 2 p. m. occurred a band parade in the city, and at 3, a run of the city fire department.
On Friday, the day of days, the generals of the army and other distinguished guests were received and taken about the city in automobiles. At noon a lunch was given at the Savery in honor of the city's guests. From 10 to 4 a barbecue was served at the post, supplying a substantial lunch to about twenty-thousand citizens and soldiers. At I p. m. Major-General Bates and his staff and other guests of the city, accompanied by a military escort and band, were driven to the post. At 2:30 occurred the dedication exercises, and the raising of the flag. At 8 p. m. was held the reception, followed by addresses and speeches, at the Des Moines auditorium.
At the dedication, Major-General Bates expressed himself so gratified and pleased, that he concluded to send two squadrons of cavalry to fill its quarters. The two companies of negroes to be sent first, to guard the government's prop- erty, would soon be replaced by at least one full squadron of cavalry.
The barbecue drew thousands from all parts of Polk county, and from sur- rounding counties. The exercises were witnessed by thousands more.
General Bates, a magnificent soldier physically, mentally and socially, was the center of attraction at the hotel, in the parade and on the parade grounds. Captain Wright, assistant adjutant-general of the army, Captain Miles of the general's staff, and other military men of both the State and the nation, were present in full uniform. These all made it a point to participate in the barbecue. The flag-raising ceremony was simple. Governor Cummins spoke briefly and eloquently, and then introduced General Bates, who also made a brief address.
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The raising of the flag by Governor Cummins was the signal for prolonged cheering. Congressman Hull made a few happy remarks at the raising.
In the evening, Governor Cummins presented Lafayette Young as chairman of the meeting. Speeches were made by the Governor, Secretary of State Martin, State Auditor Carroll, and D. B. Lyons, president of the Commercial Exchange, Mayor Brenton, President Storms of the State College, at Ames; General Bates, Congressman Hull, W. B. Keffer and Lafayette Young.
A third day was given over to general celebration, including outdoor sports.
Altogether, the event was one in which the public evinced the deepest interest and the attendance on the exercises was surprisingly large.
CHAPTER IV.
PRESENT STATUS OF THE PUBLIC UTILITIES CORPORATIONS AND THE CITY OF DES MOINES.
Frequent references have been made in preceding pages to the legal compli- cations in which the city and its public utilities corporations early became in- · volved, and to the more serious attempts made from time to time, by the city council, by citizens' committees and by the corporations themselves, to relieve the situation and to fix the status of the city and the corporations beyond the . possibility of future differences. There must still remain more or less confusion in the public mind as to the present status of the parties in dispute. Following is an outline of the local situation on the first day of November, 191I.
The Street Railway franchise was granted in 1866-to be exclusive for a term of thirty years from and after the completion of the first mile of track and the operation of cars thereon. Just what this original franchise means has been a subject of much dispute and endless litigation, the company claiming the fran- chise to be perpetual, the first thirty years thereof being exclusive. The city, on the other hand, makes the assertion that it was simply an exclusive franchise for the period of thirty years, and did, therefore, expire January 1, 1898. The question was tried out in the federal court and Judge McPherson decided that the company had a perpetual franchise. The city appealed the case to the U. S. Supreme Court, denying the claims of the company and protesting against the jurisdiction of the federal courts. That court denied federal jurisdiction and remanded the case to the state courts for trial. The Street Railway Com- pany took a change of venue from the Polk County courts to the court at Adel, Iowa, presided over by Judge Applegate. The company set up the claim to a perpetual franchise. The city asserted, first, that the franchise expired in 1898, or, second, that if it did not expire in 1898, it would expire in 1916, this being the end of the period of fifty years for which the company was incorpor- ated at the time of the granting of the franchise. The present company and property is the result of the merging of several former companies and proper- ties, together with their franchises.
The Des Moines Waterworks Company is an incorporation, with headquar- ters at Portland, Me. The company had a franchise which expired May I, IgII. The city held an election on June 19, 1911, in which it was decided by the decisive vote of 3,330 to 1,242 that the city should either buy or build a water- works plant. The city council has petitioned the Supreme Court for a board of appraisal, with the expectation of condemning the company's property. This board of appraisal, according to the Iowa law, consists of three District judges from districts outside of Polk County. They will hear the testimony as to the value of the plant and fix the price. The city will then vote on the purchase of the property at the price fixed and the issuance of bonds to pay for the property.
The Iowa Telephone Company has a franchise under date of July 6, 1891, for a period of five years. That franchise expired some fifteen years ago. The telephone company, however, asserts a right to operate in the cities under a provision of State law which grants companies the privilege of entering cities, asserting that they need no further franchise. This claim, however, is contested and is now under litigation in the District court, the title of the case being
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Chamberlain vs. Iowa Telephone Company. The Mutual Telephone Company and the Iowa Telephone Company were merged during the year 1910 under the name of the Iowa Telephone Company.
The Des Moines Gas Company is operating under franchises owned by pre- ceding companies, its immediate predecessor being the Capital City Gas Light Company. The question of the duration of its franchise is somewhat in doubt and all negotiations between the city and the company contain a clause providing that the particular negotiations "shall not be construed to in any manner either confirm, recognize or deny any franchise, or other rights now claimed by the company." The city and the company are just concluding litigation in the Fed- eral court under Judge Sloan as Master in Chancery, in which the company is contesting the city's right to reduce the price of 22 candle-power gas from $1.00 to goc per thousand cubic feet.
The Edison Electric Light Company's franchise was passed November II, 1889, for a term of thirty years-expiration, November 11, 1919. This fran- chise was granted to what was known as the Des Moines Water Power Com- pany, but some two years ago the Mckinley Syndicate, which deals extensively in electric lighting and street railway properties, purchased this plant and has · since made extensive additions and many improvements in the service.
yours respectfully, Frank It. Palmer.
CHAPTER V.
EVOLUTION OF DES MOINES' RAILROAD SYSTEM.
There are many yet unwritten chapters in the history of railroad building in Iowa. With most Iowa roads Des Moines has been directly or indirectly connected. The evolution and consolidation of Iowa roads in which the Capital city has been directly interested will best be seen by glancing down the following list of titles which include the name Des Moines : 1
Albia, Knoxville & Des Moines (Chicago, Burlington & Quincy). Chariton, Des Moines & Southern (Chicago, Burlington & Quincy).
Chicago, Fort Madison & Des Moines.
Des Moines, Adel & Western (Des Moines, Northern & Western).
Des Moines & Fort Dodge (Chicago, Rock Island & Pacific).
Des Moines, Indianola & Missouri (Chicago, Rock Island & Pacific). Des Moines & Kansas City.
Des Moines & Knoxville (Chicago, Burlington & Quincy).
Des Moines & Minneapolis (Chicago & Northwestern).
Des Moines & Northwestern (Des Moines Northern & Western).
Des Moines Northwestern (Des Moines Northern & Western).
Des Moines Northern & Western (Chicago, Milwaukee & St. Paul). Des Moines Osceola & Southern (Des Moines & Kansas City).
Des Moines & St. Louis (Wabash).
Des Moines Union.
Des Moines. Valley (Chicago, Rock Island & Pacific).
Des Moines Western (Des Moines Northern. & Western).
1
Des Moines, Winterset & Southwestern (Chicago, Rock Island & Pacific). Keokuk & Des Moines (Chicago, Rock Island & Pacific).
Keokuk, Fort Des Moines & Minnesota (Chicago, Rock Island & Pacific). St. Louis, Des Moines & Northern (Des Moines, Northern and Western).
In addition to these are the great trunk lines of railroad that, though they do not pay word-tribute to Des Moines, are tributary to the city in fact :
The Chicago and Northwestern.
The Chicago, Burlington and Quincy.
The Chicago Great Western.
The Chicago, Milwaukee and St. Paul.
The Chicago, Rock Island and Pacific.
The Minneapolis & St. Louis.
The Wabash.
The Old "Des Moines Valley."
The Keokuk, Fort Des Moines & Minnesota Railroad company was incor- porated in Keokuk in 1853. Eleven years later, the name was changed to the Des Moines Valley Railroad company. In 1873 the road with all its rights and
1 Based on data found in the Railroad Commissioners' Report for 1896, pp. 180-83; the roads then in operation are printed in italics; the roads into which they were afterwards merged are in parenthesis on the right.
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franchises was sold under foreclosure of mortgage and was purchased by a com- mittee of bondholders, by whom it was transferred to a new company incor- porated under the name, the Keokuk & Des Moines Railway Company. It was operated by this company from November II, 1873, to October I, 1878, when the road and its equipment passed into the hands of the Rock Island as lessee for a term of forty-five years. The road beginning at Keokuk was completed to Bentonsport in 1857 ; was extended to Ottumwa in 1859, and reached Des Moines -the first railroad to enter the capital city-in August, 1866.
The Rock Island-The Mississippi.& Missouri.
The Mississippi & Missouri railroad company, afterwards acquired by the Rock Island, was incorporated under the laws of Iowa February 1, 1853. Con- struction was begun in 1855. In 1866 the line was sold under a decree of fore- closure to the Chicago, Rock Island & Pacific company of Iowa. At this time the road was completed from Davenport to Kellogg. The first survey of the Mississippi & Missouri Railroad company was made by Grenville M. Dodge. The field-work was under the direction of Peter A. Dey. After the consolida- tion of several corporations into the Rock Island system, in 1866, steps were taken to extend the main line to Council Bluffs. It was completed and operated into Des Moines in 1867. The validity of the consolidation having been ques- tioned in several suits brought, the Twelfth General Assembly passed an act approved February 11, 1868, providing for and requiring the early construction of the road from Davenport to Council Bluffs, the act recognizing the validity of the consolidation, re-granting the lands originally granted by the state in 1856, and providing for the forfeiture of lands and corporate rights should the con- pany neglect to comply with the conditions of the act. The main line was extended from river to river in June, 1869.
The extension of the Rock Island railroad from Des Moines to Council Bluffs occupied the attention of the General Assembly in 1868. The executive committee headed by John F. Tracy had put upon the New York market nearly four million dollars' worth of stock and realized the cash on it before certain other parties were aware of what had been done.2 With this money the Tracy party claimed they intended to build the road from Des Moines to Council Bluffs. (The road at this time being completed only to Des Moines.) The immediate result of this stock operation was a bitter quarrel between the Tracy and the anti-Tracy parties of the stockholders. The Tracy party were said to be in the minority but they had the money and the executive committee.
The Des Moines, Indianola & Missouri.
The Des Moines, Indianola & Missouri Railroad company incorporated April 30, 1869, the purpose being the construction of a road from Des Moines to In- dianola, was originally planned by the Iowa & Minnesota Railroad Company. Its first officers were F. R. West, president; George E. Griffith, vice president ; L. P. Sherman, secretary, all of Des Moines. In 1871 this company began the construction of its road from Des Moines to Indianola. It issued bonds for that purpose amounting to $300,000. The Rock Island became the owner of the bonds and began the operation of the road. The net earnings were not sufficient to pay in full the interest accruing, and proceedings for foreclosure of the mort- gage were pending in 1880. During the pendency of these proceedings the com- pany sold and consigned its railroad-(subject to the mortgage and to the lease to the Rock Island) -- to the Iowa Southern & Missouri Northern Railroad Company.
The Des Moines Winterset & Southern.
In 1872, the Des Moines, Winterset & Southern Railroad company con-
2 Brindley-Taxation in Iowa, v. 2, pp. 394-5.
ROCK ISLAND DEPOT
UNION DEPOT
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structed a railroad from Summerset station on the line of the Des Moines Indian- ola and Missouri railroad to Winterset, issuing bonds to the amount of $500,000. It leased its line to the Rock Island, in perpetuity, the lessee undertaking to apply thirty per cent of the gross earnings to the payment of the interest that would accrue upon the bonded debt. Default having been made in payment of interest, foreclosure proceedings were instituted and a decree was entered ordering a fore- closure at the October term in 1876.
The D. M., I. F. & N.
The Rock Island's latest acquisition is the Des Moines, Iowa Falls and North- ern railway constructed by Ellsworth and acquired early in 191I.
The Minneapolis & St. Louis.
The Minneapolis & St. Louis railroad company was chartered in 1853 as the Minnesota Western Railroad company, to build a line of railway from some point on the St. Croix river to St. Paul and St. Anthony, thence across the Miss- issippi river and to the western boundary of the state. Its capital stock was $2,000,000. The road was to be completed in six years. In '69 the legislature repealed the six years' clause and required the company to commence building within three years. In '70 the charter was amended giving the company the right to build to the north line of the state of Iowa. In '70 the corporation name was changed to the Minneapolis & St. Louis Railway company. In '71 the company completed the line from Minneapolis to Merriam Junction 27 miles. In '77 the line was extended from Merriam Junction to Albert Lea, there connecting with the Burlington, Cedar Rapids & Northern-now a division of the Rock Island system. In 1879 the company began a southwesterly line from Albert Lea toward Fort Dodge. This line from the north boundary of Iowa was built by arrange- ment with the Minnesota & Iowa Southern Railroad company, incorporated at Forest City, Iowa, whereby that company built and equipped the road and took a permanent lease of it. A like arrangement was made with the Fort Dodge & Fort Ridgeby railroad company: This company never had any land grant and had but little local aid, except $250,000 in bonds of the city of Minneapolis. The Minnesota & Iowa Southern railroad company was incorporated in 1878, for the purpose of constructing; operating and maintaining a railroad from some point on the Minnesota line, across Winnebago county, "to the intersection of some line or lines of railroad running in a southerly direction." Its capital stock was $3,000,000. W. H. Truesdale was appointed receiver of the M. & St. L. June 28, 1888. The road was sold under foreclosure proceedings at Minneapolis, October II, 1894, and reorganized November I, '94, under the name of "Minneapolis & St. Louis railroad company."
The Northwestern.
Starting with the Cedar Rapids & Missouri River railroad company, organized in 1859, L. B. Crocker president, W. W. Walker, secretary, in 1880, a permanent lease, which was afterwards converted into a purchase, was effected with the Des Moines & Minneapolis narrow gauge road running from Des Moines to Callanan, Hamilton county. The gauge between Des Moines and Ames, 37 miles, was widened, and ever since 1880, the trains of the Northwestern have daily run into the state capital.
The Burlington.
The Chicago, Burlington and Quincy railroad is a composite, made up of a number of now defunct corporations. The Albia, Knoxville & Des Moines rail- road company was incorporated December 10, 1867. Construction did not begin until May, 1875. The road extended from Albia to Knoxville, 32.92 miles. The Chariton, Des Moines & Southern Railway company, was incorporated January 3, 1876. Construction began in September, 1878.
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The Des Moines & Knoxville railway company was incorporated July 18, 1878. Construction began in August, 1879. The road was completed from Des Moines to Knoxville, 35.02 miles, January 10, 1880. The original officers were : Samuel Merrill, president; J. S. Clarkson, vice president; J. S. Runnells, sec- retary; William Christy, treasurer. The Burlington, on acquiring this branch, made J. W. Blythe, of Burlington, president, and H. E. Jarvis, of Burlington, secretary and treasurer, who speedily pushed the road on from Knoxville to Albia, thus giving the Burlington direct connection with Des Moines.
The Milwaukee.
The Chicago, Milwaukee & St. Paul Railroad Company in Iowa was originally the Ft. Madison & Northwestern and operated forty miles of road. The Iowa Eastern Railroad Company, which in its time developed high hopes in Des Moines, was incorporated February 9, 1872, with the ambitious purpose of constructing a railroad from McGregor, Clayton county, to Des Moines. It acquired the prop- erty of the Milwaukee, Chicago, Cassville & Montana Railroad company and completed the road to Stults, fourteen miles, in 1872. It was sold under fore- closure and purchased by William Larrabee, February 24, 1880, and conveyed by him to the Milwaukee March 30, 1882. The Milwaukee extended the road to Elkader, five miles, in 1886. The Sabula, Ackley & Dakota Railway Com- pany incorporated February 10, 1870, to build from Sabula, to Marion, and thence westerly.
The Des Moines Northern & Western.
The Des Moines Western Railway Company was organized in the court house in Adel, Dallas county, on the 5th day of August, 1871. Delegates from Waukee, Adel, Redfield and Panora convened and adopted articles of incorporation. The purpose of the company was to build a railroad from Des Moines westward, via Waukee, Adel, Redfield and Panora, thence to the Missouri river. The road be- tween Waukee and Panora was located in 1871, and during the next two years considerable grading was done between the two points. But, on or about the first day of January, 1875, the road bed was sold on execution and was bought in by T. R. North.
The Des Moines Adel & Western.
On the third day of April, 1875, a new corporation was organized in Adel, styled the Des Moines, Adel and Western. Mr. North sold his interest in the road-bed of the Des Moines Western to A. J. Lyon, T. R. Foster and J. B. Bren- ton, and on April 14, 1875, the Des Moines, Adel & Western purchased of these three "the road-bed, franchises, subsidies," etc. of the old company. In 1878, the new company completed the construction of a narrow-gauge railroad from Waukee to the east bank of the Raccoon at Adel, about seven miles, and began operating the road with one engine and a small equipment. Late in 1879 the narrow-gauge was extended from Adel to Panora, 22 miles. The company was now officered by T. J. Caldwell, of Adel, president, J. S. Runnells, secretary and F. M. Hubbell, treasurer, both of Des Moines. On the 27th of December, 1880, the name of the company was changed to the Des Moines Northwestern Railway Company.
Des Moines Northwestern Railway.
On the 8th of December, 1880, a contract was made with the Wabash, St. Louis & Pacific Railway company and the Narrow Gauge Construction Company for the extension of the road to Spirit Lake, Iowa. The next move on the board, February 28, 1881, was a lease of the road to the Wa- bash, St. Louis & Pacific. In '81 the road was extended from Panora to Lohrville, 431/2 miles. The next, was the purchase from the St. Louis, Des Moines & Northern, of that part of the road between Waukee and Clive,
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and a half-interest in the road from Clive to west 28th street, Des Moines, thus effecting an entrance into the Capital city. In '82, the road was extended from Lohrville to Fonda, 26 2-3 miles. At this time the Des Moines Northwestern owned a half-interest in the road from 28th street, Des Moines, to Clive and the road from Clive to Fonda. In 1884, the Wabash, becoming embarrassed, went into the hands of a receiver, and proceedings were commenced to foreclose the mortgage on the Des Moines-Northwestern. The foreclosure culminated in 1887, and at this point the treasurer, F. M. Hubbell, and his old-time associate in business, Jefferson S. Polk, stepped in and purchased the property. Another reorganization ensued out of which came F. M. Hubbell, president; Grenville M. Dodge, vice president ; J. S. Polk, secretary and treasurer. The company name was changed to the Des Moines & Northwestern. On the 10th of January, 1888,
Messrs. Polk and Hubbell transferred the property to the new company. In January, 1890, the road between Des Moines and Clive was changed to a three- rail track to accommodate both a narrow-gauge and a standard gauge road, Late in '91 the road from Clive to Fonda was widened to standard gauge, and on De- cember 14, of that year, this road was consolidated with the Des Moines & Northern, which at this time owned an undivided half of the road from Des Moines to Clive and the entire road from Clive to Boone.
Des Moines Northern and Western.
Again the name was changed,-this time to the Des Moines Northern & Western Railway Company. Its first officers were: F. M. Hubbell, president ; F. C. Hubbell, first vice president; E. P. Pratt, second vice president; R. L. Chase, secretary ; H. D. Thompson, treasurer. In December, 1894, the mortgage on the Des Moines, Northern & Western railway was foreclosed and the road sold to F. M. Hubbell, F. C. Hubbell and G. M. Dodge as a purchasing com- mittee, who afterwards conveyed the property to the Des Moines Northern & Western, which on the Ist of January, 1895, was again reorganized with F. M. Hubbell, president; F. C. Hubbell, first vice president; H. D. Thompson, second vice president ; A. N. Denman, secretary, H. D. Thompson, treasurer, F. C. Hubbell, superintendent; J .. N. Tittemore, general passenger and freight agent; W. J. Souder, auditor ; and A. B. Cummins, general counsel. By this time, the officers of the company were all centered in Des Moines. New bonds were issued dated January 1, 1898, to provide funds for permanent improvements. The D. M., N. & W. was acquired by the C. M. & St. P. January 1, 1899, by the purchase of stock and bonds. Its separate operation was continued until June 30, 1899, since which time the lines have been operated as "the Des Moines Division of the C. M. & St. P. Ry. Co."
The Great Western.
The Chicago Great Western Railway Company in Iowa is an evolution of a dozen or more Iowa-incorporated railroads, of which two were distinctively Des Moines roads. One was incorporated December 1, 1881, and in 1883 was built from Des Moines to Waterloo, a distance of 103.84 miles. The other, now the Kansas City division of the Great Western, was incorporated May 26, 1886, and in '87 was built to Athelstan a distance of 97.79 miles. It long ago became one of the several through lines to Chicago and is the one direct line between Des Moines and Kansas City.
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