USA > Iowa > Des Moines County > The history of Des Moines county, Iowa, containing a history of the country, its cities, towns, &c., a biographical directory of citizens, war record of its volunteers > Part 64
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216
No. gallons. 3-inch stream
2,808
66
No. gallons water per day ..
3,000,000 to 5,000,000,
Since the foregoing description was prepared, which was an accurate account of the works at the date of opening, additions have been made to pipes and hydrants. The total number of feet of pipes now amounts to 81,590, or fifteen miles and 2,390 feet. There have been thirteen hydrants added since June 1, 1878, making the total number 170 now in use in the city.
Mr. Ira Holly was chosen Superintendent of the prospective works January, 1878, and is still discharging the duties of that responsible position to the sat- isfaction of all.
BURLINGTON GAS COMPANY.
June 18, 1855, Messrs. Henry W. Starr, Fitz Henry Warren, J. F. Tal- lant, A. W. Carpenter, W. H. Postlewait, William Thompson, J. P. Sun- derland and H. B. Spelman incorporated the Burlington Gas-Light Company, and elected the following Board of Directors : Fitz Henry Warren, W. H. Postlewait, A. W. Carpenter. J. G. Lauman, H. B. Spelman. Officers: W. H. Postlewait, President ; D. J. Crocker, Secretary and Treasurer ; A. B. Spelman, Superintendent. W. E. Adams was Assistant Secretary and book- keeper from 1855 to 1861. In 1857, H. B. Spelman was elected President and D. J. Crocker Secretary and Treasurer. In 1857, Charles Hendrie suc- ceeded Mr. Postlewait as Director. In 1859, R. Spencer succeeded H. B. Spelman as Superintendent, and in the following year W. H. Postlewait suc- ceeded F. H. Warren as Director. George C. Lauman and J. H. Gear were elected Directors in 1862 in place of J. G. Lauman and Charles Hen- drie. The Board of 1864 consisted of George C. Lauman, A. W. Carpen- ter. John H. Gear, George Barney and R. Spencer. George Barney was elected President and R. Spencer Secretary and Treasurer. No other changes were made until 1869, when Lyman Cook, P. H. Smyth, George C. Lau- man, J. H. Gear, and R. Spencer were elected Directors, and J. H. Gear, President ; R. Spencer, Secretary ; Henry T. Cook, Treasurer. These gen- tleman still constitute the management of the Company. The first ten years the Gas Company bad to struggle for existence, but with the growth of the town its business has steadily increased. Large and expensive additions have been made to the grounds, machinery, etc., doubling and, in some respects, quadrupling the capacity of the works, and mains have been ex- tended on most of the principal streets, and still further extension of mains is expected to be made from time to time as the wants of the growing city may require. These extensions and improvements have mostly been made since 1869, under the present management.
CITY STREET RAILWAYS.
In 1871, a company was organized to build a street railway, but sufficient interest in the project not having been awakened, it fell through, and the organ- ization collapsed.
The Burlington Street Railway is the pioneer railway of the city. The enterprise was talked of as early as 1871, and the organization accomplished
518
HISTORY OF DES MOINES COUNTY.
on the 29th day of May, 1873, the seal and by-laws being adopted July 17, 1873. The present Board of Directors are Hon. Charles Mason, C. E. Per- kins, Thomas Hedge, Jr., T. L. Parsons and J. C. Peasley ; and officers : Hon. Charles Mason, President ; Thomas Hedge, Sr., Vice President ; H. C. Ohrt, Secretary ; T. W. Barhydt, Treasurer. The annual meetings are held on the first Monday in June each year.
The contract for building the road was let to Mr. N. S. Young, who com- menced work September 10, 1873, and completed the road by the first day of January, 1874. The road was leased to John Patterson, January 1, 1874, for three years. The track commences on Fourth street at the intersection of Jefferson, and runs on Fourth to Division, thence on Division to Eighth, on Eighth to Maple, on Maple to West Boundary, on West Boundary to the city limits.
The track is two and one-quarter miles long. The rails used are the T rails. The rails in the track to the corner of Eighth and Maple weigh twenty pounds to the yard, and those used from thence to the end of the track weigh sixteen pounds to the yard. The roadbed completed cost the company at the rate of $7,500 per mile. The cost of the whole enterprise. including roadbed, cars, barn, harness for horses, and all other buildings and improvements, about $35,000. The company own four cars, manufact- ured at Cleveland, Ohio, by McNairy & Claflen. They cost, delivered on the track, $900 apiece. Their capacity for comfortable carriage is sixteen persons.
The present officers of the company are: Directors, Charles Mason, C. E. Perkins, John Patterson, T. W. Parsons and S. W. Greenbaum ; Charles Ma- son. President ; H. B. Scott, Secretary. John Patterson is still the lessee of the ro.d. The capital of the company is $100,000.
West Hill and West Avenue Railway .- Before giving any statistics of the West Hill and West Avenue Railway, we will venture that the success of the Burlington Street Railway, under the management of the present lessee, some- what stimulated the undertaking of this enterprise, and although considerable time was occupied in finally completing the preliminaries, yet when once on its pegs the road was soon afterward completed.
The organization of the West Hill and West Avenue Railway was com- pleted on the 6th day of February, 1875, and Articles of Incorporation signed and Board of Directors elected. The contract for building the track was let to A. W. Manning May 13, and the road delivered to the Company September 1. The track commences at the foot of Jefferson street and continues on Jeffer- son to Boundary ; thence to Valley street, up Valley to Marshall, on Marshall to Smith ; thence to Pond street, on Pond to Amelia, from Amelia to North Leebrick ; thence on North Leebrick and Foster streets to the terminus, where the company built a barn 44x100 feet-sufficient capacity for storing their cars and stabling the horses. A hall is also provided for the purpose of giving entertainments. The hall is in. the second story. The length of the track, including turn-outs, is 10,178 feet-or very nearly two miles-and was built at a total cost of $12,673.70. The barn cost. in addition to the road, the sumn of $2.200. The company owns four cars, having a carrying capacity of fifty persons (so reported by the Secretary). They cost, delivered on track, $3,128, and were built by F. E. Canda & Co., of Chicago, Ill. The Z tram-rail is used, and weighs twenty-one pounds to the yard ; manufactured at Cleveland, Ohio.
The whole road was leased to Messrs. Eads & Messenger, for a term of five years, at an annual rental of $600, payable semi-annually.
519
HISTORY OF DES MOINES COUNTY.
January 15, 1879, this road was sold by the Sheriff under a foreclosure of mortgage to George Robertson. at a cost of $8,203. The present lessee of this road is C. Messenger.
North Hill Street Railway Company .- The preliminary steps of this organi- zation were taken about the 1st of May, 1875. The first meeting was held at Sunnyside Schoolhouse on the 18th day of that month. The meeting was called in the interests of the Burlington Street Railway Company, some of whose officers were present at the opening of the meeting, and when it was proposed to our German friends outside the city limits to " come down with the stamps, and we will build you a road," the German blood began to boil, and when, after much discussion pro and con, a portion of the meeting with- hdrew, it was decided to organize. The meeting appointed the following committee to make preliminary arrangements for the organization of a street railway company, namely: S. Halstein, S. H. Jones, R. M. Green, George Kriechbaum, John Neiweiner, P. F. Unterkircher, J. W. Barnes and HI. Lemberger. The Articles of Incorporation were adopted May 31, 1875, and the contract for building the road was let August 24, to A. W. Manning, Esq .. and work commenced immediately thereafter. The present Board of Directors are John Neiweiner, W. H. Starr, H. Lemberger, George Kriechbaum, L. Baumberger, P. F. Unterkircher and Isaac Herrill. The officers were: W. H. Starr, President; George Kriechbaum, Vice President; S. Halstein, Sec- retary ; J. C. Peasley, Treasurer.
The track commences at the foot of Washington street and runs up Washington to Fourth, up Fourth to High; thence on High to Sixth, on Sixth to Franklin, Franklin to Eighth, Eighth to North Oak, North Oak to Osborn, Osborn to city limits; thence runs to the residence of L. Baum- berger.
The barn contains twenty-one stables for horses, two tracks sufficient for storing six cars. It is 50x70 feet with a hall in the second story 35x50.
The track is 15,600 feet long, or very nearly three miles from the foot of Washington street to the street-car barn. The roadbed cost the sum of $16,- 460. The Dean & Coleman improved tram-rail is used in the city limits. The rail was made at Louisville, Ky., and weighs about twenty pounds to the yard. From the city limits to the end of the track the Trail is used; it weighs sixteeen pounds to the yard. This part of the road is planked between the rails with two-inch elm plank and makes one of the best and smoothest tracks in use. There are four turn-outs and three turn-tables. The Company at first contemplated using the bob-tail cars, but afterward changed to the double platform. Hence the building of the turn-tables. The Company owns four cars. They were manufactured by the Indiana Car Company, at Cam- bridge City, Ind. They cost, delivered on track, $700 apiece. They weigh about twenty-six hundred pounds. They have a carrying capacity of about twenty-five persons. The road was leased to Messrs. Baumberger & Neiweiner for a term of three years, at an annual rental of $1,025 per year. The lease took effect December 7, but the cars made their first trip December 5. The road was completed December 1 and delivered to the Company the same day. The indebtedness of the Company is $5,000. Mr. L. Baumberger donated to the Company a lot 120x127 feet at the end of the track. There is also a wait- ing-room at the city limits, corner of Corse and Osborn streets, and a stable for two or three spans of horses.
September 19, 1877, the road was leased to C. Messenger for five years. The present officers are : W. W. Nassau, President ; D. Rorer, Vice President,
520
HISTORY OF DES MOINES COUNTY.
and Henry Lemberger. Secretary and Treasurer. Directors, S. H. Jones, George Robertson, Henry Woellhaf, John Kuenzler, Louis Baumberger.
Main Street and Prospect Hill Street Railway Company .- This Company was organized September 15, 1875, with the following Board of Directors: George Robertson, George Sweny, James I. Gilbert, Dr. G. R. Henry and J. A. Slocumb. Officers: George Robertson, President; George Sweny, Vice President and Secretary ; G. R. Henry, Treasurer. The contract for building the road was let to Mr. N. S. Young, October 20, 1875.
The cost of laying the track was $8,920.50. The total cost of the road, including rolling-stock, is $13.350. The road began operations in May, 1876, when it was leased to C. Messenger, who still runs it. The officers of this road have not changed, with the exception that James I. Gilbert was succeeded by G. C. Henry, and J. A. Slocum by T. L. Parsons, as Directors.
ยท BURLINGTON RAILROADS.
The Chicago, Burlington & Quincy .- The oldest and most powerful of its railways, has acquired a world-wide fame. It is known far and near, at home and abroad, as the great Burlington Route, and ranks high among the wealthy corporations of the country. It was the first road built to Burlington, and was originally known as the " Peoria & Oquawka," and the latter place was to be its western terminus; but the fates willed it otherwise. Burlington enterprise took hold of the project, raised the money and diverted the line from Oquawka to Burlington. It is unnecessary to add that this timely stroke of policy determined the future of Burlington ; for, if the road had gone to Oquawka, the latter place, instead of Burlington, would have been the eastern terminus of the road across Southern Iowa. There, also, would have been built the great bridge across which the other roads now centering here would probably have crossed the river. The Peoria & Oquawka road passed into the hands of the Chicago, Burlington & Quincy Company.
For many years the road from Chicago, via Galesburg to Quincy, was the main line ; the roads from Galesburg to Peoria, and Galesburg to Burlington being more properly feeders or branches. In time, however, the completion of the Burlington & Missouri River road across the State to a connection with the Union Pacific, the B. & M. R., in Nebraska, and the Kansas system of roads, worked an entire change in the channels of trade and travel. Quincy and Hannibal were no longer the gateways; the shorter and better route via Burlington became the favorite with the public, and under the sys- tematic and most thorough advertising given it, and the literal fulfillment of all advertised for it, by the most careful management, "The Burlington Route " sprung into a remarkable popularity. The company now own, lease and oper- ate over two thousand miles of railroad in the Western States, besides holding intimate relations with at least one thousand additional miles of road, which it is for the interest of the road to sustain for close business connections. It is sufficient to state, in conclusion, that over nine hundred miles of the company's roads are directly tributary to Burlington.
The Toledo, Peoria &. Warsaw is another important artery in the net-work of railways, which have made Burlington what it is. Being an east and west. road, pursuing almost an air-line from Burlington to the Indiana State line, by its important connection with the Pittsburgh, Cincinnati & St. Louis road, it. gives Southern Iowa and Central Illinois a short route and quick time to all eastern points, and during the past year has developed its traffic, both freight and passenger, to an extent which places it among the leading roads of the
521
HISTORY OF DES MOINES COUNTY.
West. By way of Gilman and the Illinois Central, it furnishes a valuable. com- peting line to Chicago ; and by its quick time, superior rolling-stock and cheap rates, has been of great benefit to this city.
The Burlington, Carthage &. Quincy is an important St. Louis connection ; and by extensions and running arrangements with connecting lines, is rapidly becoming a popular link in the great tide of travel between St. Louis and St. Paul. It was constructed in 1870 and 1871, and has grown to be a firmly- established means of communication between the railway systems of Burlington and St. Louis.
The Burlington & Missouri River is one of the most profitable roads that pays tribute to Burlington. A large portion of the trade of Burlington, is with the country west of the city, through to the Missouri River. The con- struction of the road was begun in 1856, by a Burlington company. The road has 294 miles of main line in Iowa, besides the following branches : Chariton to Leon, 37 miles ; Chariton to Indianola, 35 miles ; Creston to Hopkins, 44 miles ; Creston to Greenfield, 23 miles ; Red Oak to East Nebraska City, 50 miles ; Villisca to Clarinda, 15 miles ; Albia to Knoxville, 33 miles, making a total of 531 miles of main line and branches. The road has three western termini-Omaha, Plattsmouth and Nebraska City. And in Nebraska the same interest owns the Burlington & Missouri River in Nebraska, running from Plattsmouth via Lincoln to Fort Kearney, on the Union Pacific, with a branch from Hastings to Sidney. This road, with its branches and various connec- tions, opens an immense scope of country to the enterprise of Burlington cap- ital, and, to the credit of the merchants be it said, they improve their oppor- tunity to the utmost limit.
Burlington, Cedar Rapids & Northern .- Next in importance to the Burlington & Missouri River is the Burlington, Cedar Rapids & Northern, a great north and south line from St. Paul to Burlington, running through some of the finest country in Iowa, and all of it, except a few junction-points, more directly tributary to Burlington than to any other place. It is a Burlington road, constructed largely by Burlington capital, and merchants and manu- facturers consider it one of the most important of all their roads. It has four branches, the Traer, the Postville, the Iowa City and the Muscatine Divisions, and is rapidly extending its conquests and bringing new territory within easy access to the city.
The Burlington &. Keokuk is a river road forty-two miles in length. Being the only rail communication between two flourishing cities like Burlington and Keokuk, and being the sole rail communication for such important shipping points as Fort Madison, Montrose and Nauvoo, together with a number of smaller stations, it naturally does a large business. and is noted for the speed, comfort and safety which it insures the passenger.
Burlington &. Southwestern .- This road, after struggling for long years with adverse circumstances, has finally emerged from the cloud of financial de- pression which surrounded it, and, by persevering effort, has secured a connec- tion with the Hannibal and St. Joe Railroad at Laclede, Mo. This connection at once makes it a great trunk line to the Southwest, affording rapid communi- cation with St. Joseph and Kansas City, and through them with all of Kansas, the Indian Territory and Texas. It gives Burlington access to a valuable portion of South western Iowa, and commercial men are already following up the advantages afforded by the recent extension, and goods of Burlington shipment may be seen all along the new route to the Missouri River. It is a valuable road to the trade of Burlington, and is rapidly becoming one of her most important lines.
522
HISTORY OF DES MOINES COUNTY.
The Burlington &. Northwestern is the first narrow-gauge road ever attempted in Southern Iowa, and was pushed forward from the day of its first inception with a vim characteristic of the people of the metropolis. The com- pany was first organized in the spring of 1875, and the first section, from Burlington to Winfield, a distance of thirty-four miles, is now completed and in active operation. Movements are now in progress for its extension, and it is evident that it will fork at Winfield or some point in that vicinity, and run two lines up the country, one at least to Washington, and the other west, through Richland and Brighton, giving us still better communication with the interior of the State.
Rockford, Rock Island &. St. Louis .- With the purchase of this road by the Chicago, Burlington & Quincy, Burlington obtains commercial control of another line in Illinois, the river branch of Rockford, Rock Island & St. Louis, from Sagetown to Keithsburg, there connecting with the American Central to Galva, running through a section of country which has heretofore been difficult to reach from this city, on account of an expensive transfer of freight.
NEW RAILROAD PROJECTS.
Of course Burlington has the usual amount of projects for new roads. The principal ones among these are the Burlington, Denmark and Keosauqua Rail- way. and the Burlington, Illinois & Eastern. These are narrow-gauge enter- prises. The former will, without doubt, be built soon. The route has been surveyed, and in many townships a tax for the construction of the road has been voted by the people. It will be a southwestern line from this city direct, passing through a rich and fertile country that has no outlet by rail.
In this connection, we desire to mention that the following railroads have built extensive machine-shops, which give employment to hundreds of mechanics in Burlington : The Chicago, Burlington & Quincy established their shops in 1869; Burlington & Missouri, 1855; Burlington & Southwestern, 1871; Burlington, Cedar Rapids & Northern, 1869.
THE BRIDGE.
A magnificent iron, draw railroad-bridge spans the Mississippi at Burling- ton. It was built by the Chicago, Burlington & Quincy Railroad Company, and completed in the month of August, 1868, is 2,185 feet long, and consists of nine spans. The first span is 175 feet, the second, 200 feet. the draw span 310 feet, and the remaining six spans 250 feet each. On the 13th day of August, 1868, this bridge being completed, it was submitted for a test of strength and safety by a committee of engineers, in the presence of the officers of the road and a large number of prominent railroad men from all sections of the States and Canada, as well as many other invited guests. Max Hjorts- berg was Chief Engineer, and E. M. Hudson, Engineer, during the construc- tion of the bridge. The east span was tested by letting two locomotives flanked on either side with two cars loaded with railroad iron weighing 190 tons, remain standing thereon for some time. Afterward this burden was run back and forward several times to within one span of the draw at the rate of eight miles an hour. At last the draw was tested in the same manner, besides being swung to and fro several times. The test being pronounced entirely satisfac- tory, at 2 o'clock in the afternoon a locomotive with the Pullman car "City of Burlington," with the officials and others. ran across to the Iowa shore. This was consequently the first train that ever passed the substantial structure.
523
HISTORY OF DES MOINES COUNTY.
BURLINGTON'S RIVER MARINE.
The Mississippi River, at one time, was the only practicable method of reaching Burlington, especially with goods and heavy freights. Passengers and freight from the East generally came down the Ohio River and up the Missis- sippi. There was a time when the levee was a scene worthy a sea-port. All was busy, bustling activity ; steamboats came and went; quantities of freights from all parts of the world were landed at the port of Burlington.
Though the Mississippi River is not now the important factor in the com- mercial transactions that it was in the earlier history of the city, it nevertheless plays an important part in bringing to its warehouses and lumber-yards the vast amounts of merchandise which are annually distributed from this place. The Mississippi River always has been and always will be an important artery in cheap transportation, though the decline of river traffic has been very marked the past fifteen years, and at no period has it been duller than the last four or five years. Besides the transient steamboats that carry passengers and freight during the season, Burlington has two regular steamboat lines, the Keo- kuk Northern Line and the Diamond Jo Line. These do a good business and make money. Nowhere on the river is there better wharfage than at Burling- ton. The levee is one-half mile in length and well-paved to low-water mark. The river landing is easy of access and well-adapted to the requirements of river commerce. Substantial warehouses stand on the levee, and the arrange- ments for transfer from river to rail or vice versa are ample.
The ferry-boat John Taylor, makes regular trips to the Illinois landing every hour, during the season. The river this season closed the night of December 14.
For transporting grain and farm products generally, and coal, iron, ores of all kinds, cotton and heavy merchandise, the river will always be an important factor in the development of the Mississippi Valley. There are already indi- cations of a revival of business on the river, and although there are yet many discouraging obstacles, and a great deal to be accomplished before river com- merce again attains the importance which is its due, the tendency is slowly but steadily in that direction. The jetties at the mouth of the Mississippi, the improvement of the upper and lower rapids, the removal of obstructions and deepening of the channel at various points, are all important steps in the grad- ual revolution now going forward and leading to the long-desired consummation. The Mississippi will once again come to the front, and the Burlington of the near future will look upon it as one of its most valuable commercial auxiliaries, and foster the river interests with the same zeal and friendliness with which she has that of her numerous lines of railway.
The travel with teams crosses the river at this point by ferriage, and previ- ous to the construction of the great bridge, all railway traffic was also re-shipped in the same manner, the railway company maintaining a boat here for that special purpose. After the completion of the bridge the railway boat was withdrawn and only the public ferry was left. This was in striking contrast with the growth of the city in other respects, for as far back as 1840, there were two ferry-boats here, and they did a large business. In 1873, the public boat, the "Flint Hills," was pronounced too old, unseaworthy, and a new boat became necessary. " The Burlington and Henderson County Ferry Company " was or- ganized in May, 1873, and the following officers were elected: A. G. Adams, President ; J. C. Peasley, Treasurer ; C. F. Hodges, Secretary ; Directors, A. G. Adams, J. C. Peasley, John Blaul, Joseph Norton and W. D. Gilbert. A new boat was built at Madison, Ind., at a cost of about $9,000, and commenced
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