USA > Missouri > Encyclopedia of the history of Missouri, a compendium of history and biography for ready reference, Vol. I > Part 112
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lows: Sto,pod five years after date, and a like sum each year thereafter. At the elec- tion this loan was voted for by a large major - ity, only thirteen votes being cast against the ordinance. These bonds were excented September 1, 1865, and delivered to Mr. J. Q. Watkins, a resident banker, as commissioner, to negotiate their sale. The commissioner succeeded in negotiating them in New York. for which he received a vote of thanks from the mayor and council. Under the provisions of this ordinance the money was expended in the opening and grading of Fifth Street, from Charlotte Street 10 Bhif Street ; grading Ottawa-now Twelfth Street -- from the east line of Holmes Street to the west boundary of the city (see "Kansas City, Limits of"): the grading of Third Street, from Charlotte Street to Broadway, and macadamizing Fourth Street, from Main to Wyandotte Streets, All this work was undertaken in 1866, and was finished in that year. except some of the heaviest work, which was not completed until the following year. Bluff
Street was opened and graded this year, from Fourth Street to the West Bottoms. The effect of these improvements, in connection with the railroad projects, was the restora- tion of confidence and the stimulation of pub- lic spirit. Many other street improvements were made the following years. Broadway was regraded in 1866 to an improved grade, from the levee to the south limit, which was Twentieth Street, and macadamized in 1860. each at the expense of the abutting property.
Grand Avenue, from the levee to the south limits of the city, was partially graded in 1866, and regraded to its full width, and to a re-established grade in 1871, and macadam- ized in 1872, the cost in each case being taxed against the abutting property. Walnut Street, from Missouri Avene to Twelfth Street, was graded and macadamized about the same time, and was paid for by special taxation as in other cases. The several im- portam additions to the city, of which Mc- Gee's was the most conspicuous in enterprise and growth, proceeded to open and grade streets by petition and special taxation, the records for each year bearing evidence of the
publie spirit of property-owners, In 1869 70. Fifth Street, west of Broadway, was regraded. and Bluff Street was widened about twenty - five feet to its present width, and paved in 1871 at the expense of the city. An ordinance
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was passed September 12, 1871, providing for the construction of an iron bridge over the Hannibal & St. Joseph railroad tracks at Bluff Street, for which the railroad company agreed to pay one-third the cost of the bridge and one-half the cost of the approaches. The bridge and approaches were built in 1872. The elevation of Fifth Street was sixty-eight feet above the railroad tracks at the base of the bluff. Hence it was necessary to build a massive stone wall along the bluff side, from Fourth Street to the foot of Bluff Street, for the protection of these streets, and the rail- road tracks as well. The railroad company agreed to pay one-third the cost of the wall, and, on December 23, 1872, a contract was made by the city with Michael Whelan for the work, which was very expensive. The city records from June, 1878, to October 13, 1881, show a further expenditure of $38,200 on this retaining wall. With 1875 my history concludes. I have not deemed it necessary to go more into details of street improve- ments, yet I trust I have related all that is needed to show the growth of public im- provements within the city, and to reflect the public spirit and ambition of the people.
As early as January 23, 1856, the munici- pality took measures to require safe fire flues, and on October 6th of that year the city mar- shal was directed by the council to inspect the houses and enforce the ordinance. On July 23, 1860, the city engineer was empow- ered to contract for sixteen ladders to equip two volunteer companies. Any ten citizens could form a hook and ladder company by filing their articles of association with the city register. Their reward was exemption from poll taxes. Further precautions were taken October 16, 1860, against fire by re- quiring stoves and furnaces to be set on fire- proof platforms. A fire department was created February 5, 1866, to consist of volun- teer companies, each company to be at no greater expense to the city than fifteen dol- lars per year. The mayor appointed Francis Foster superintendent, and bystanders could be impressed into service under a penalty of from one to twenty dollars. On May 16, 1867, $10,000 was appropriated to pay for a steam fire engine-which was named "John Campbell," in honor of a very worthy citizen -for hose, cart and the building of an en- ginehouse. On February 13, 1868, the super- intendent was empowered to nominate one
foreman, one engineer, one fireman and two extra men, who were appointed, and whose duties were fixed by the council. On Sep- tember 8, 1870, public cisterns were built at Fourth Street and Delaware Street, Sixth and Main Streets, Ninth and Delaware Streets, Grand Avenue and Twelfth Street, and Grand Avenue and Fifteenth Street. Five horses, with suitable harness, were bought, and an- other enginehouse was built in the Second Ward. On December 9, 1870, by ordinance, five hook and ladder companies were to be organized by the superintendent, the men employed to be paid for actual services. In January, 1871, the superintendent was in- structed to inspect buildings, and on Novem- ber 22, 1871, all firemen were required to take an oath to discharge their duties faith- fully. On the IIth of July, 1872, the ordi- nances relating to the fire department were revised, and one engineer and one fireman, with eight men, were assigned to each engine. September 30, 1873, 2,000 feet of hose was bought, at $1.28 per foot, and on November II, 1873, an enginehouse was ordered built in the West Bottoms. August 28, 1875, the firemen were required to wear a uniform with the number of the company on it. On Feb- ruary 8, 1876, the name of superintendent was changed to chief engineer of the fire de- partment, to hold office until removed for cause. The superintendents were Francis Foster, 1867 to 1870; James McMenamin, 1871 ; James MI. Silvers, 1872-3; M. E. Bur- nett, 1874-5. Francis Foster was chief from 1876 to 1882, when George C. Hale, the pres- ent incumbent, became chief. (See article on "Fire Department of Kansas City.") The policing of the city was under the control of a marshal until the creation of a metro- politan police on the 27th of March, 1874. Up to this time a marshal had been elected annually, and the council had appointed dep- uties to assist him. During 1868 and 1869 the council created the office of chief of police, Simeon B. Kerr, in 1868, and Robert Adams, in 1869, being the incumbents of that office. In 1870 Thomas M. Speers was elected marshal, continuing two years. In 1874 he became chief of police, and continued at the head of the department until 1894. When the department was organized it con- sisted of twenty-five officers and men, and has been increased with the growth of the city. The department was organized on civil
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CITY OF KANSAS, EARLY MUNICIPAL GOVERNMENT OF
service principles. A board was created by law, to consist of two commissioners, ap- pointed by the Governor of the State, with the mayor as ex-officio president. This board was sworn not to appoint a policeman for any other reason than his proven eligi- bility and efficiency. They were to be Ameri- can citizens, not less than five feet ten inches in height, nor weighing less than 180 pounds. While they are appointed for three years, they practically hold their positions during good health and good behavior.
The city was first lighted with gas in 1867 by the Kansas City Gas Light & Coke Com- pany, a corporation with a legislative iran- chise, approved February, 1865. This com- pany had the exclusive right for thirty years to make and sell gas within the city limits. The number of gas lights provided for by contract the first year was seventy-one, though the number was increased from year to year, as gas mains were placed in the streets, to the number of 276, in November, 1873, when a new contract was made for one year. The price paid by the city for each lamp was $46 in treasury warrants, or $39.10 cash, which was the discount value of the warrants at that time. The gas posts and lamps were furnished and lighted and extin- guished by the gas company on the moon- light schedule. In July, 1875, the number of street gas lamps was 322, the price being $39 a year for each lamp.
In 1870 the subject of a water supply for the city was agitated, and an ordinance for raising $300,000 for this purpose was sub- mitted to a vote of the people and approved. But, on account of some informality in the election, this project fell through. In 1871 the council chartered a company to build waterworks. It was organized with Kersey Coates as president, and H. M. Holden as secretary and treasurer. A contract was let, but the contractors delayed work until the charter was forfeited. On March 24, 1873. the Legislature passed an act authorizing the city to build waterworks, or to contract for their construction. Under this law a contract was made with the National Waterworks Company of New York, on October 27, 1873. and the works were completed in 1876. This contract contained conditions which were re- garded as a burden, and caused such agita- tion and hostility to the waterworks company that an amendment to the contract was mit-
tually agreed to February 20, 1877, by which the obnoxious features of the contract were stricken ont, in accordance with an ordinance approved February 13. 1877.
In 1855. Kaw Township embraced the ter- ritory lying between the State line, the Mis- souri River and the Big Blue River, and contained Westport and the city of Kansas. At the present time Kansas City extends even beyond these limits. The legal business of this important section caused the Legisla- ture, on November 20, 1855, to pass an act creating a court of common pleas for Kaw Township. This court held its first term in the council chamber of the city of Kansas, January 1, 1856, with William A. Strong as judge, Joseph A. Finlay as clerk, and Joseph P. Howe as marshal. The act creating the court required the city of Kansas to furnish a court room and offices and pay half the expenses, and empowered the city to levy a tax of 1-2 of 1 per cent on the assessed value of the property of Kaw Township. The rented council hall was burned in 1856, and the records were lost, except the book con- taining the minutes and ordinances. By an ordinance passed October 20, 1856, a City Hall, to cost $3.500, was ordered to be built. It was a two-story brick building, with tin roof, and contained a commodious council chamber and offices, which sufficed for court purposes and public meetings. The lower story was intended for a market, but was never so used, and subsequently converted into offices. On July 21, 1857, an ordinance was passed taxing Kaw Township to pay her part of the expenses of the court. Thus this court was measurably a part of the municipal machinery. In 1860 a markethouse of brick was erected on Market Square, east of the City Hall.
In 1856 the municipality began to recog- nize the advisability of railroad connections with the roads then being constructed west of St. Louis. The Missouri Pacific Railroad had been built to about twenty-five miles west of Jefferson City, and was slowly ex- tending its line westward. It was deemed by the city government and inhabitants as one which should be extended to the city of Kan- sas. A committee was appointed to visit the railroad officials in St. Louis and urge the advantages of Kansas City for its west- ern terminus. It had been ascertained by re- ferring to the act incorporating the Missouri
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Pacific Railroad Company in 1849, that no specific western termins of this road had been determined by its charter, except that it should be on the western border of Mis- souri, in the County of Van Buren, now Cass County. The visit of the committee did not result successfully, the railroad officials tak- ing the position that steamboats would carry all the river business by reason of their ability to make lower rates for freight and passen- gers than railroads could afford, and that it was judicious, therefore, for the railroad to construct its line through interior and avoid river connections and steamboat competi- tion. Neither knowledge nor the field of ob- servation of the visiting committee in such affairs enabled it to combat the position taken by the railroad men, and consequently its conference came to naught for the time being. Then an effort was made to secure the west branch of the North Missouri Rail- road, but it, too, failed. These failures did not abate the railroad fever which had now taken possession of the community, but it stimulated the municipal authorities and the public to more active efforts and a stronger determination to have, not a railroad, but railroads leading from the city of Kansas to the lakes in the North, to the Gulf in the South, and to the Pacific Coast, assuming that such a system, if exploited with energy, would make this city a desirable point for connection by even the St. Louis railroads. In conjunction with the Chamber of Com- merce, which was organized in 1856, a broad system of railroads was planned, litho- graphed and published in 1857. It showed thirteen systems of railroads, radiating from the city of Kansas into the territory now gridironed with railroads. The thirteen rail- roads then platted and published as the local system are now in operation, and have been for many years. About this time the Mis- sonri Pacific Railroad people were looking more favorably on the city of Kansas as the western terminus of their road. Mr. Robert Campbell, of St. Louis, a prominent mer- chant, and a most influential citizen, at all times a friend of the city, and a large prop- erty-owner in it, advised the mayor by letter that the directors of the. Missouri Pacific Railroad Company were then disposed to consider terms with a delegation of citizens from the city of Kansas looking to the loca- tion of their road to that town, and suggested
that a delegation be sent to St. Louis for that purpose. This was done, and the conference held resulted in an agreement that if Jackson County would subscribe $300,000 to the capi- tal stock of the railroad company, which amount was the estimated additional cost of grading and bridging the roadway if changed from the Cass County line, it would continue its line through this county, from Pleasant Hill, by way of Independence, to the city of Kansas. This proposition was laid before the county court,. was submitted to a vote of the people, and approved by a large majority of the voters. It is needless to say that the vote, at what is now Kansas City, was almost unanimous for the proposition. Subsequent to this these terms were changed, and $200,- ooo in county bonds were voted as a bonus to the railroad company in lien of the stock. The Civil War too quickly followed for early results. The railroad had been built to near Sedalia at the breaking out of hostilities, and its construction to Sedalia in 1863, and thence to Warrensburg somewhat later, progressed under difficulties. At the conclusion of the war the railroad company determined on a more vigorous prosecution of the work. A locomotive and iron rails were shipped on a steamboat at Jefferson City for the city of Kansas, and arrived at the east city limits on June 21, 1864, in charge of Mr. Daniel R. Garrison, vice president of the road, who placed Colonel Henry Hale in charge of the construction in this county eastward. The landing of a locomotive, with iron rails and wooden ties, on Kansas City soil, the break- ing of ground and laying of the track, was an event that challenged the enthusiasm of the city, and a notable celebration ensued, for which a liberal sum of money had been ap- propriated by the council. On September 15, 1865, the road which connected the city with St. Louis was completed. The final spike was driven at the Little Blue River by Colonel George R. Taylor, the president of the road. with appropriate ceremonies, in the presence of a large concourse of people. A contro- versy now arose between the railroad officials and the city over the right of way through the city to the State line. The railroad company wanted the right of way along the river front, while the city was jealous of its splendid wharf, and was much disinclined to comply with the wishes of the railroad com- pany, and offered instead the right of way
CITY OF KANSAS, EARLY MUNICIPAL GOVERNMENT OF
through Commercial Street, since occupied by the Chicago & Alton track. This was not satisfactory to the railroad company, and ne- gotiations came to a standstill for perhaps a year, the depot being in the meantime at the eastern limits of the city, much to the dis- comfort of the public. Finally the question was settled by the railroad company paying to the city the sum of $25,000 for the right of way along the levee. The negotiations of 1858-9, which secured the Missouri Pacific Railroad being disposed of, the attention of the city authorities was now directed to a northern connection by rail. To this end a committee was appointed to visit Clay and Clinton Counties, to influence their co-opera- tion. Active and influential coworkers were readily found in Clay County, many plans and routes were discussed, and the town of Cam- eron, on the Hannibal & St. Joseph Railroad, was selected as the point to which to build the road. This would open another route to St. Louis, and afford direct lines to Chi- cago and Eastern cities.
An act to incorporate the Kansas City, Galveston & Lake Superior Railroad Com- pany had been obtained from the State Legislature February 9, 1857, to be con- structed north and south from Kansas City, and this was used as the act under which to proceed. After much negotiation, an ar- rangement was made in 1860, for work on the Cameron section. It was agreed that the city of Kansas should subscribe $200,000 to the capital stock, Clay County $200,000 and that an effort should be made to procure private subscriptions of $100,000. At elec- tions, respectively held in the city of Kansas and in Clay County, the proposition to sub- scribe the respective amounts of stock and issue bonds therefor, was carried in each by a large majority vote. The subscriptions were made and a contract entered into with Nathaniel Thayer and Sidney Bartlett, of Boston, and James F. Joy, of Detroit, repre- senting the Hannibal & St. Joseph Railroad Company, in which it was agreed that upon the construction of the road-bed and neces- sary culverts, with ties on a practical road- bed from the city of Kansas to Cameron. they would iron, equip and operate the road as one of their branches. The work of con- struction was begun and prosecuted with energy, but was suspended on account of the war, after the city of Kansas had paid out
$52,000 of its $200,000 in bonds. During the war much was done by the washing away ot portions of the constructed roadbed and the loss of ties already delivered. In 1805. Charles E. Kearney was recommended by the city for president of the road. He was unanimously elected and entered upon the duties of his office with the ability and resolu- tion for which he was noted. The confusion and chaos incident to war and the uncer- tainty regarding the status of the contract, required the best executive talent. Colonel Kearney called to his council, from time to time, such men as General John W. Reid, Colonel Kersey Coates, E. M. Samuel-all four gone from among us Colonel R. T. Van Horn. Colonel Theo. S. Case and the writer of this article. The future policy was outlined and easily agreed to. The financial situation was not such as to give much en- couragement to the enterprise. The avail- able stock and bonds were inadequate to meet the obligations formerly contracted. This situation was brought to the attention of the city officials, who readily agreed to sub- mit a proposition to a vote of the people for an additional subscription of bonds, when- ever needed to carry the work to a finish. The spirit was: "Get the railroad, at what- ever cost." Finally a new agreement was made with Mr. Joy representing the execu- tive committee of the Hannibal & St. Joseph Railroad, under which the building of the roadway was again undertakenand completed in 1867 and turned over to the Burlington Sys- tem. Colonel Kearney. John W. Reid, and the writer of this article negotiated this contract. Under this contract it was agreed that the incorporators. R. T. Van Horn, Milton J. Payne and David E. James, who held a legislative franchise for a railroad bridge and wagonway over the Missouri river at Kansas City, would transfer this franchise to the railroad company on the condition that it should be the first one constructed to Kansas City from the north. On the completion of the road the franchise was so transferred. This bridge was completed and the event celebrated on the 4th of July, 1869. with im- posing ceremonies. Of the $200,000 in bonds which had been previously voted for the pur- pose of building this railroad, $52,000 had been issued in 1861, and $148,000 in 1866, but these bonds and other resources were not sufficient to meet the company's pressing
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CITY OF KANSAS, EARLY MUNICIPAL GOVERNMENT OF.
obligations, consequently the $25,000 ob- tained from the Missouri Pacific Railroad Company was appropriated to aid in this purpose. More funds were yet needed, and accordingly an election was ordered to be held on the 19th of June, 1866, to vote on a proposition to subscribe $180,000 additional stock to the Kansas City, Galveston & Lake Superior Railroad, to be issued as needed. The proposition was approved by a large majority of the voters. Sixty thousand dol- lars of these bonds were issued on July 28, 1866, and another sixty thousand dollars on May 30, 1867, $15,000 of which was used to riprap the Missouri River to prevent the cur- rent from encroaching on the bridge. This was the final issue of bonds by the city for the Cameron Railroad, the total cost to the city being $345.000, which was the best in- vestment ever made by the city. Following the final arrangement for the building of the railroad to Cameron, the city turned its at- tention to the Kansas & Neosho Valley Rail- road, which had been incorporated to start from the mouth of the Kansas-Kaw- River, pass through Fort Scott and ter- minate at Galveston. It was recognized that this road, too, was of such vast importance and so necessary to the city's prosperity, that on August 9, 1865, an ordinance was sub- mitted to the electors of the city, authorizing the subscription of $200,000 to the capital stock of this railroad, payable in 7 per cent thirty-year bonds. The subscription was ap- proved at the election, and on August 14, 1865, an ordinance was passed directing the mayor to make the subscription. Liberal subscriptions were also made by each of the eastern tier of counties in Kansas, south of the Kaw River. The survey of the road was made in 1865 to the south boundary line of Kansas. Here the southern Indian Territory was an obstacle to further progress until the right of way could be obtained from the several Indian nations owning that territory. These nations had gone into the rebellion against the United States and had forfeited the treaty obligations hitherto existing with the Federal government. In consequence, to restore their rights on such conditions as the government thought best to impose, a con- ference was held at Fort Smith early in Sep- tember, 1865, at which representatives of the several offending tribes were in council with commissioners of the government, General
Ilarney presiding, when a new treaty was made re-establishing the former relations. This assemblage offered the best opportunity to seek from the Indian nations the right of way for a railroad through their country. Accordingly on the 14th of August, 1865, the city passed an ordinance, approved by the mayor on the same date, appropriating $2,000 to "pay the expenses of delegates to visit Fort Smith at the coming Indian council for the purpose of securing a grant of land to aid in the construction of a railroad from the Gulf of Mexico to the mouth of the Kansas -Kaw-River." The mayor 'appointed Col- onel R. T. Van Horn, Colonel E. M. McGee and Milton J Payne, with Silas Armstrong and Matthew Mudeater, Wyandotte Indians of intelligence and capabilities, as delegates to the council, who besides acted as interpre- ters. Their trip was made on horseback, with a baggage wagon and a camping outfit as a necessary equipment. Their conference with the council was quite satisfactory, re- sulting in conferring on Congress the right to grant to a railroad company, from the mouth of Kaw River, the right of way through their territory and to dispose of the 800,000 acres of territorial land belonging to the Cherokee Nation at $2 per acre, it being understood that the railroad from the mouth of the Kaw River should have the preference in its purchase, which was soon thereafter made by Mr. James F. Joy, for the now Kansas City, Fort Scott & Memphis Rail- road Company. These lands were a source of large revenue, which went into the building of the road. The city authorized John W. Reid on August 7, 1868, to transfer its stock in this road to James F. Joy, in trust for the Kansas City, Fort Scott & Memphis Rail- road. March 1, 1869, an ordinance was passed submitting a proposition to the people at the general election, in April, to issue $100,000 in bonds to the Kansas City & Santa Fe Railroad-now the Atchison, Topeka & Santa Fe Railroad. The proposi- tion was carried and the bonds were issued July 31, 1869, the bonds running twenty years and bearing 7 per cent interest. On March 6, 1872, the city subscribed $75,000 toward building the Kansas City, Inde- pendence & Lexington Railroad. This was the conclusion of aid given to railroads prior to 1875. The city's total investment in rail- roads, omitting its participation in the $200,-
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