USA > Missouri > St Louis County > St Louis City > History of Saint Louis City and County, from the earliest periods to the present day: including biographical sketches of representative men > Part 49
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Chicago and Altou Railroad, by J. J. Mitchell.
500
James B. Eads 50
James D. Smith 50 100
Andrew Carnegie.
William Taussig.
100 50
Thomas A. Scott ..
James II. Britton. 50
D. Torrance. 50
A. N. Christie 50
Stoek having been subscribed to the extent of fiftcen thousand shares, a meeting of the stockholders was held. Thomas A. Scott was elected chairman, and William P. Shinn secretary.
On motion of Capt. Eads it was resolved that the subscribers proceed to an election of nine direetors of the company by ballot. Messrs. Smith and Britton were appointed tellers. The election having been held, the tellers reported the whole number of votes east fourteen thousand three hundred; necessary to a choice, seven thousand one hundred and seventy-six.
The following gentlemen were declared duly elected for the ensuing year, each receiving fourteen thousand three hundred and fifty votes, to wit: D. Torrance, E. W. Woodward, William R. McKeen, Thomas Allen, J. B. Eads, Thomas A. Scott, J. J. Mitchell, A. Boody, William Taussig. The meeting then ad- journed.
The board of directors then met, and was called to order by Col. T. A. Seott. Dr. William Taussig was then elected president of the board, and Daniel Torrance vice-president ; E. W. Woodward was chosen secretary pro tem. ; Col. James II. Britton was elected treasurer of the board.
On motion of Col. Scott, it was resolved that the president be requested to collect and prepare a report of all the data and information respecting sites and plans for depot purposes, with power to employ proper- persons to assist in obtaining such data.
On motion of Mr. Mitchell, it was resolved that the books of subscription to the stoek of the company be closed until otherwise ordered by the board.
At a meeting of the directors held on the 27th of June, 1871, it was
" Resolved, That a special committee of five be appointed to confer with tho authorities of the city of St. Louis, with the officers of the several lines of railroads west of the river that terminate in St. Louis, and such other parties as said committco may deem needful, in order to ascertain whether the facilities and united action can be obtained, said committee to have
1205
RAILROADS.
power to call the board together whenever they are prepared to submit a report for consideration of the board.
" Resolved, That no location of the depot west of Fourth Strect should be considered."
The resolutions were adopted unanimously, and the following gentlemen were appointed the committee : Col. Thomas A. Scott, D. Torrance, A. Boody, Thomas Allen, J. B. Eads. The president, Dr. Taussig, was added to the committee. The site on Poplar Street was finally chosen, and the building erccted.
On the 9th of May, 1874, the St. Louis Union Depot Company was chartered under an act author- izing the formation of union depots and stations for railroads in the cities of Missouri, approved March 18, 1871. The charter was to run ninety-nine years. The capital stock of the company was $1,000,000, divided into ten thousand shares of one hundred dollars each. The following is the list of incorpo- rators, with the amount of stock subscribed by each :
William D. Griswold.
$10,000
William H. Clement
25,000
Joseph N. Kinney.
25,000
Robert M. Shoemaker.
25,000
Peter W. Strader.
25,000
William Taussig.
5,000
Samuel Gaty ....
2,500
Total.
$117,500
OMNIBUS AND STREET-CAR LINES.
In St. Louis as elsewhere the omnibus preceded the street-car, just as the stage preceded the railway train.
In March, 1838, Mr. Belcher was proprictor of an omnibus line which a local journal stated was " de- serving of the praise and patronage of the public for the handsome and convenient style in which his car- riage is fitted up." This enterprise did not, however, receive the patronage it deserved, and Mr. Belcher's omnibus line soon suspended operations. In the fall of 1844, Erastus Wells, now one of the leading citizens of St. Louis, associated himself with Calvin ,Case, and the firm of Casc & Wells established an omnibus line. Referring to the enterprise a St. Louis newspaper of June 11, 1845, said,-
" It is but a few months sinco our opinion was asked as to the probable profits of an omnibus to be run in a certain part of tho city. At that timo no omnibuses were run in the city. The ex- periment was attempted. The first was started by Messrs. Case & Wells, to run from the National Hotel, on Market Street, to the ferry at tho upper end of the city. We believe it has been as successful as could have been expected from a new under- taking. At first people were a littlo shy of it; some did not think it exactly a genteel way of traveling the streets. These scruples have entirely disappeared, and everybody now rides in them, and is glad of the opportunity. Messrs. Case & Wells manifest a determination to keep up with the encouragement given, and have lately put on their linc a new and beautiful
omnibus manufactured in Troy, N. Y. It is a fine specimen of workmanship, and is a very comfortable carriage. In addition to the line above mentioned, we now have regular lines running from the National Hotel to the arsenal, along Second Street ; a line from the Planters' House to the arsenal, along Fourth Street; a line from the corner of Fourth and Market Strects to the Camp Springs, and a line to the Prairio House. All seem to be doing a flourishing and profitable business, and they prove to be a great convenience to persons residing in distant parts, and to those having business to attend to in remote parts of the city. They havo contributed not a little to give an in- crease of value to real estato lying at a distance from the centre or business part of the city."
The first omnibus of St. Louis manufacture was placed upon the Market Strect and Carondelet Avenue line Sept. 17, 1845. It was constructed by T. Salorgne, and was " in every respect cqual to those used on the Case & Wells line."1 The Sunday idca in 1846 entered into the legislation about omnibuses, and the City Council adopted the following ordinance :
" It shall not be lawful for any omnibus or vehicle capable of containing more than four porsons to be driven in the streets of this city on Sunday after the hour of two o'clock in tho after- noon, for the purpose of carrying passengers from point to point within the city, or from a point within tho city to a point with- out tho same, or from a point without the city to a point within the same. For any violation of this section, the owner, driver, or person in charge of any such vehicle shall forfeit and pay for the first offense not less than twenty dollars, for the second offenso not less than fifty dollars, for the third offense not less than ono hundred dollars, and upon a third conviction the license to run such vehicle shall be adjudged to be forfeited." -
" The above," said tho Republican of June 22d, in reference to the ordinance, "is a fair specimen of the legislation of the Native American City Council. Tho distinction drawn between the morning and evening of Sunday, making an act lawful if done before 2 o'clock p.M. and unlawful if done after that hour, the distinction between carriages that will hold four and those that will hold five persons, the allowing the rich and prodigal who can own or hire a carriage an unbounded latitude to ride and drive through the streets at all hours, while the laboring and less prodigal must not enjoy a ride, although it only costs a dime, is worthy of this enlightened age and the liberal spirit of the board that can sanction it."
In 1850, Erastus Wells, with Calvin Casc, Robert O'Blennus, and Lawrence Matthews, formed a com- bination which purchased and operated all the omni- bus lines in St. Louis. In the following ycar there were six lines in existence, as follows : First, from the arsenal to Carondelet ; second, from the corner of Market and Second Streets to the arsenal ; third, from the corner of Main and Market to Camp Springs ; fourth, from the corner of Broadway and Franklin Avenue to Rising Sun Tavern; fifth, from the cor- ner of Market and Third to Bremen; sixth, from Bremen to Bissell's Ferry. The omnibuses from these points started from every four to ten minutes,
1 Republican, Sept. 17, 1845.
77
1206
HISTORY OF SAINT LOUIS.
and the lines comprised in all ninety omnibuscs, four hundred and fifty head of horses, four stables, and about one hundred hands.
Luther Case also had a line running on Seventh Street, from the corner of Morgan Street and Broad- way to the Flora Garden, and comprising seven omni- buses, forty-five head of horses,and about fifteen hands.
William Billings was just entering into the busi- ness, and had three omnibuses on Broadway, which ran from the corner of Second and Market Streets to Bremen.
In 1859 the city's territory had grown to such di- mensions that the introduction of the street-car sys- tem had become a necessity. On the 3d of January of that year a meeting of citizens of the First Ward was held at Jaeger's Garden, " to consider the subject of horse railroads." T. C. Chester called the inceting to order, and David Bayles was elected chairman. Benjamin Bryson, Sebastian Burbeck, and Noah H. Whittemore were chosen vice-chairmen, and William S. Hilyer secretary. On taking the chair, Mr. Bayles made a short address, in the course of which he argued that the establishment of a safe, speedy, and comfortable mode of travel from one end of the city to the other parts would enhance the value of sub- urban property, increase the population of the out- skirts, and build up business in those localities. A committee consisting of Thomas C. Chester, H. C. Lynch, B. Vanewitz, A. Hammer, and Joseph N. Lock, was appointed by the chairman to draft resolu- tions expressive of the sense of the meeting. While the committee were absent, W. S. Hilyer addressed the mecting.
The committee on resolutions reported through Mr. Chester the following :
" Resolved, By tho citizens of the First Ward, in mass-meet- ing assembled,-
"1. That the construction of horse railways upon the public streets, connecting the suburbs more closely with the centre and with each other, and affording increased facilities for rapid and convenient communication with all parts of the city, is a measure commending itself highly to our favor and encourage- ment.
"2. That the successful completion and operation of such railways will contribute in an especial manner to the growth and prosperity of our own ward, hy inducing settlement and improvement within its limits, and filling up our now large vacant territory with an industrious and thrifty population.
"3. That the aldermen and delegates of the First Ward in the City Council be, and they are herehy instructed to en- courage and promote hy all lawful means within the sphere of their official duties the granting of the right of way for one track on Carondelet Avenue, and one on Seventh Street, and such other necessary facilities to city railway companies as will contribute to the speedy completion of the roads, limiting them, however, to passenger traffic alone, and surrounding them with
such proper and wholesome restrictions as will insure the safety and convenience of the publio."
Mr. Chester, on reporting the resolutions, made a few appropriate remarks. Dr. Hammer also spoke, " criticising the action of the late meeting of citizens of the Sceond and Third Wards, and ascribing the disaffection manifested there to the influenec of a few politicians who had axes to grind."
T. E. Courtenay followed in a brief speech, setting forth the advantages of strcet railroads, and answer- ing the arguments of their opponents.
The resolutions were then submitted to the action of those present, and were adopted by a large votc.
The first street car corporation in St. Louis was the Missouri Railroad Company, and the first car was run on the 4th of July, 1859, the driver being the president of the company, Hon. Erastus Wells. A contemporaneous account thus describes the event :
"In accordance with previous arrangements and expecta- tions, this the first horse railroad in St. Louis was brought into practical use yesterday at ten o'clock by running over its track the first car, which arrived via the Ohio and Mississippi Rail- road yesterday morning, and was immediately placed upon the track at the Fourth Street termination of the road, in the pres- ence of a large number of spectators congregated there to wit- ness the somewhat 'novel sight of a horse-car. It is a beautiful vehicle, light, elegant, and commodious, huilt with fifteen others of the same style for the Missouri Railroad Company by Kim- ball & Gorton, Philadelphia, at a cost of nine hundred dollars, including freights, etc.
" At ten o'clock a few invited guests with the directors of tho road took their scats within the car, and the horses were at- tached to the pole, which can readily he shipped to either end of the car. Mr. E. Wells, president of the road, then took the reins, and after a jerk or two the first car moved slowly hut steadily up the track, amidst loud shouts and cheers from the crowd. Troops of urchins followed in its wake, endcavoring to hang on, and we fear unless this is prevented in future serious accidents may occur. The centre of the track, or footpath, being macadamized and not sufficiently settled, small pieces of rock were constantly being detached hy the horses' feet, and falling upon the track materially retarded the progress of the car, in several cases throwing it from the track. The switches or turn-outs, too, require some alteration, as they do not answer entirely the purpose intended. Several times the car failed to run upon the track intended, and a general backing out was found necessary before the car could procecd. But after various delays of this nature the car arrived at Tenth Strect, the track having heen cleared of stone only that distance. The horses were then attached to the other end, and the return trip progressed, and after but few delays, the track being much improved by the first trip, the pioncer car arrived at Fourth Street, where it was again greeted hy a large crowd of persons, each waiting an opportunity for a free ride. During the pro- gress of the car through the streets its presence was grected hy hundreds of fair faces heaming from every window and door, while shouts of joy from scores of urchins heralded its ap- proach. The first trip has proved the enterprise a complete success, and at each subsequent trip which was made with the car crowded to repletion fresh laurels were won, as the horses pulled the enormous load without apparent effort."
1207
RAILROADS.
During the same year the St. Louis, Citizens', and People's Lines were started in elose suecession in the months of August, September, and October. With each suceecding year new companies have been or- ganized and new lines constructed, until now the eity is amply supplied with transportation facilities. The first two-story ear, or "double-deeker," was used on the Northwestern St. Louis Railway, Oet. 25, 1874. The running of a steam motor was attempted in the sub- urbs, but the accidents occurring from the frightening of horses eaused the experiment to be abandoned. In April, 1881, a general strike was inaugurated on the part of the conductors and drivers on all the lines, and resulted in a general suspension of business. On April 24th, 25th, 26th, and 27th no ears were run in the city. On the 28th of April the Missouri Railroad Company and the Lindell Company effected a com- promise with their employés and resumed business on their respective lines. On the 29th and 30th the other roads followed their example. The various roads with their connections form one complete network, and afford the traveling public every facility for going to any portion of the city on short notice. A uniform fare of five cents is charged, the tickets on any road being good on all others.
According to the assessment of 1882, the valuation of the different strcet railway companies of St. Louis is as follows :
Benton and Bellefontaine, 6} miles of track, $10,330; real estate, $32,760. Total, $43,090.
Cass Avenue and Fair Grounds, 8.62 miles of track, $26,550 ; real estate, $32,850. Total, $59,400.
Lindell Railroad, 9} miles of traek, $33,250 ; real estate, $54,- 020. Total, $87,270.
Missouri Railroad (Olive and Market Streets), Sz miles of traek, $29,750; real estate, $57,240. Total, $86,990.
Mound City, 6} miles of traek, $15,000.
People's Railway, 8 miles of traek, $28,000.
St. Louis (Fifth Street), 142 miles, $44,000; real estate, $39,- 100. Total, $83,100.
South St. Louis, 12 miles of track, $24,400.
Tower Grove, 1 mile, $2000.
Tower Grove and Lafayette, 3g miles, $8000 ; real estate, $6790. Total, $14,790.
Union Line (Fourth and Locust), 8 miles, $28,000 ; real estate, $15,030. Total, $63,030.
Union Depot, 10 miles, $25,000; real estate, $14,390. Total, $39,390.
The total length of the roads is 119.6 miles ; total number of cars, 496; total number of horses, 2280; total number of men employed, 1010; total number of passengers carried, 19,600,000.
These companies return horses and mules as follows : Benton and Bellefontaine, 132; Cass Avenue, 193; Lindell, 356; Olive and Market, 295; Mound City, 93; People's, 250; Fifth Street, 437; South St. Louis, 75; Tower Grove and Lafayette, 93; Union, 210; Union Depot, 366.
THE MISSOURI RAILROAD COMPANY was organ- ized May 10, 1859, with a capital stoek of three
hundred thousand dollars, as authorized by an act of the Legislature of Missouri dated Dee. 13, 1855, and by an ordinanee of the City Council May 6, 1859. The incorporators were William Vanzandt, Marcus M. Hodgman, Charles Hathaway, Erastus Wells, George Trask, Marshall Brotherton, and Wil- liam M. MePherson. Erastus Wells was chosen president of the company upon its organization, and was successively re-elected and held the position until Nov. 5, 1881. The construction of the road was commeneed in the early part of 1859, and was com- pleted from Fourth and Olive Streets as far west as Twelfth Street in July of that year. On July 4, 1859, as previously stated, the first car was run over the track. The Fourth and Olive Streets line has since been extended, running west as far as Grand Avenue. In 1859 the Market Street line extended from Fourth to High Street, but has sinee bcen ex- tended west to Grand Avenue, and to Tower Grove Station. This road was controlled and managed by the original incorporators until Nov. 5, 1881, when the stoek was transferred to the present corpora- tion and an election held, resulting as follows: P. Chouteau Maffitt, president ; John R. Lionberger, vice-president ; William D. Henry, secretary and treasurer, and Charles M. Allen, superintendent ; P. C. Maffitt, John R. Lionberger, Charles Parsons, Danicl Catlin, and James Clarke, directors. Under the new management the capital stoek of the road was inereased from three hundred thousand dollars to six hundred thousand dollars. The route at present is from Fourth and Market Streets to Bellevue House, Manchester road, and Olive Street to Grand Avenue. The offices and Market Street stables are located at No. 1827 Market Street, and the Olive Street line stables on Olive, between Leonard and Channing Avenues.
THE ST. LOUIS RAILROAD COMPANY was organ- ized Feb. 1, 1859, and incorporated March 24, 1859,, the incorporators being Hudson E. Bridge, D. A. Jan- uary, John How, Alexander Peterson, Robert A. Barnes, James H. Lucas, William M. McPherson, D. H. Armstrong, Frederick Meyer, and George R. Taylor. The original eapital stoek was three hundred thousand dollars, but it has sinee been increased to nine hundred thousand dollars. D. H. Armstrong was elected president of the company in 1859, and his successors in order have been D. A. January, Hudson E. Bridge, W. T. Sherman (afterwards the distinguished general), D. H. Armstrong, Hudson E. Bridge, J. O. F. Farrar, James H. Blood, Benjamin Far- rar, John F. Madison, Robert A. Barnes, and Chris- tian Peper. The road was built and the running of
1208
HISTORY OF SAINT LOUIS.
ears commenced in 1859, the line of route being from the old city limits on the north to Keokuk Street on the south (Wild Hunter), via Bellefontaine road, Broad- way, Fifth and Seventh Streets, and Carondelet Avc- nue. The total length of the company's traeks is seven and one-half miles. The officers of the com- pany are Christian Peper, president ; Robert A. Barnes, vice-president ; Robert B. Jennings, score- tary and treasurer; Smitlı P. Gault, attorney ; and Charles Iseher, superintendent. Dircetors, Christian Peper, Robert A. Barnes, Henry Blakcsley, F. E. Schmieding, John N. Straat, B. Brockmann, and Gerhard Dröge.
THE CITIZENS' RAILWAY COMPANY was organized in 1859, and commeneed running during that year. The present organization was chartercd in July, 1874, with a capital stock of three hundred thousand dol- lars. Among the incorporators and officers were B. Gratz Brown, president ; Edward Walsh, Henry T. Blow, James B. Eads, B. Gratz Brown, G. S. Case, John Doyle, and Cary Gratz, directors. The traek was laid on Franklin Avenue and Morgan Strcet, from Fourth to Garrison Avenuc. In 1864 the company extended the line from Garrison Avenue to Prarie Avenue, along Easton Avenue, also from Easton Ave- nue, along Grand Avenue, to the fair-grounds. In 1865 the capital stoek was increased from threc hun- dred thousand to five hundred thousand dollars. An- other extension was made in 1881 from Prairie Avc- nue, along St. Charles Roek road, to Renkelville, and along Papen Avenue to the National Bridge road and King's Highway. The total length of the company's lines withi extensions is fourteen miles of single traek. The stables and depot are located on Prairic Avenue and St. Charles Rock road. The first and successive presidents have been B. Gratz Brown, James B. Eads, A. R. Easton, and Julius S. Walsh, who still retains the position. The other officers of the company are J. P. Helfestein, vice-president ; George Kaufhold, secretary and treasurer; and Thomas Gartland, superintendent. Dircetors, Julius S. Walsh, J. P. Helfestein, A. R. Easton, G. S. Case, John A. Walsh, J. N. Straat, and G. H. Plant.
THE PEOPLE'S RAILWAY COMPANY was organized in 1859, and chartered June 22d of that year by spe- eial aet of the State Legislature, with a capital stoek of three hundred thousand dollars. The incorporators were R. M. Renick, B. Able, J. H. Lightner, P. L. Foy, H. Crittenden, J. B. Siekles, and John S. Cav- ender. The first president of the road, eleeted in 1859, was R. M. Renick, who was succeeded in turn by G. W. Dreger, J. H. Lightner, James H. Britton, J. R. Lionberger, D. E. Walsh, and Julius S. Walsh.
In the fall of 1859 the road was completed from Morgan Street, running along Fourth Street and Choutcau Avenue, to St. Ange Avenue. In 1864 the track was extended from St. Ange Avenue to Lafayette Park. In 1882 another extension was made from Lafayette Park, running along Lafayette Avenue, to Grand Avenue. The total length of the road at the present time is cight miles of single traek, which is fully equipped and supplied with all the latest and most improved rolling stoek, ete. The stables and depot, located on Park Avenue, between Mississippi and Second Carondelet Avenue, are sub- stantial brick buildings, being especially constructed for the purpose for which they are being used. The officers of the company arc Julius S. Walslı, president; Wm. B. Ryder, secretary, and Patriek Shea, superintendent. Direetors, Julius S. Walsh, John R. Lionberger, J. T. Sands, Chas. Green, J. H. Lightner, James F. How, and John Jackson.
Julius S. Walsh, the present able and popular president of the Citizens', People's, Tower Grove, and Union Lines, has been conspicuously identified with the growth and development of St. Louis for twenty-five years, and his name has been associated with many important enterprises. Mr. Walsh was born in St. Louis, Dec. 1, 1842, and was a son of the late Edward Walsh and Isabelle de Mun. His father was a native of Ireland, who emigrated to America as early as in 1815, first settling at Louisville, Ky. In 1824 he removed to St. Louis, and during that ycar established the well-known firm of J. & E. Walsh.
After receiving the usual primary instruction in the preparatory schools, Julius entered the St. Louis Uni- versity, where he prosecuted his studies until 1859, when he entered St. Joseph's College, Bardstown, Ky., from which institution he graduated in 1861. In 1863 the St. Louis University conferred upon him the degree of Master of Arts. In 1864, Columbia College, New York, conferred upon him the degree of LL.B., and he was also admitted to the bar in the State of New York.
In 1864 he returned to St. Louis and entered the office of the firm of J. & E. Walsh. In 1866, Ed- ward Walsh, the senior member of the firm, died, leaving the management of the business to Julius, and from 1866 until 1870 he was occupied in settling up the affairs of his father's estate. The assets werc of a varied character, consisting of steamboats, railroad stocks, real estate and other securities. During these years he was elected director in several corpora- tions.
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