USA > Missouri > Jackson County > Kansas City > Kansas City, Missouri : its history and its people 1808-1908 > Part 20
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The history of the public utilities is an important part of the annals of Kansas City. The establishment of the first gas works, the first water works system, the first electric light plant and the first street car system were historical events in Kansas City.
The city obtained a charter for gas works from the Missouri legisla- ture in 1866, but a plant was not constructed until 1867. In April of that year Thomas Pratt of St. Louis bought the franchise of the company and constructed a plant that was placed in operation in October, 1867.
The Kansas City Electric Light Company, organized in 1882, was the first concern to furnish commercial electricity in Kansas City. The original plant was situated at the corner of Eighth and Santa Fe streets. The Thom- son-Houston system of arc lighting was used. The station was equipped with Corliss engines and Babcock & Wilcox boilers. It is said that the Kan- sas City Electric Light Company's old powerhouse was the first central elec- tric light station in the world to be equipped with the Thomson-Houston system. One of the original bi-polar dynamos, invented by Thomas .A. Edison, was used at the old electric light plant.
There were forty arc lights on the first circuit of the Kansas City Elec- tric Light Company. Most of the lights were in stores in the down-town district, where they were a great attraction to the crowds on the streets. No electric lights were used on the streets until an explosion at the gas com- pany plant in 1885. Twenty-five lights were installed for the city. The Thomson-Houston incandescent system was placed in use in 1885-86. The second electric light concern in Kansas City was the Sperry Company, or- ganized in 1886, using the invention of Elmer A. Sperry of Chicago, and the illuminating system of incandescent lighting under patents by West- inghouse, Schallenberger, and Telsa. The Edison Electric Light Company came next in 1887. Its original station was situated at Seventh and Wall
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streets. The Consolidated Electric Light and Power Company of Kansas City, Kansas, was the next to enter the field. It established a plant in 1888.
The need of a water works system in Kansas City. became apparent early in 1870, and the residents began to discuss plans for obtaining a plant. The city council passed an ordinance recommending a bond issue of $300,000 to build a water works system. The proposition was submitted to the people and ratified in an election, June 2, 1870. Afterwards it was ascertained that the election was irregular because persons had been permitted to vote who had not registered according to law. The informality of the election would have made the bonds of doubtful validity, and the proposition to build a water-works plant was abandoned, but not until after much discus- sion.
The residents continued to urge the construction of a water plant, and the city council, in April, 1871, passed an ordinance authorizing the building of a system. A local company was organized with Kersey Coates as president and H. M. Holden as secretary and treasurer. A contract to build the plant was awarded to Locke & Walruff, with the stipulation that the work was to begin within six months. The time expired without the work of construction having been begun and the contract was forfeited.
The Missouri legislature passed an act March 24, 1873, granting the city the authority to contract with a company to construct a water-works system. Under the authority of this law, two propositions were submitted to the city in the spring of 1873, and both were rejected. The city made a contract with the water-works company of New York city in October 27, 1873, that was approved by the citizens. The system was completed in Jan- uary, 1875. It consisted of a pumping station with a capacity of five mil- lion gallons a day, about sixteen miles of street main and two hundred and fifty hydrants.
The city, according to the contract, guaranteed to the water company net earnings to the amount of $56,000 annually until that amount should be received from the earnings. The company reported in the winter of 1875 that the system was complete and demanded that the rents for water for fire purposes and the guaranty should begin. At this point a dispute arose between the city and the water company that was made an issue in the local election in the spring of 1876, and was not adjusted for several years.
The source of supply was the Kansas river. The pumping station was situated one and a half miles south of the Union depot at the juncture of the Kaw river and Turkey Creek. Under the building was a deep well, the bottom of which was seven feet below low water in the river. From the well a twenty-four inch syphon extended to the river, a distance of 1,350 feet.
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From the well the water was pumped to the settling basins south of the station. The capacity of the basins was such that the water remained five days before it reached the outlet where it was pumped into the mains by the high-pressure machinery. The water used in the lower part of town was pumped to a reservoir on a hill near Twenty-first and Holly streets. The elevation of the water in the reservoir was 232 feet above the low water mark in the Kaw river.
The original plant consisted of a Holly quadruplex pumping engine, compound condensing, with a capacity of about four million gallons a day, and a single engine that operated an auxiliary quadruplex pump. The machinery was designed by G. W. Pearsons, chief engineer of the water works company, and B. Holly, superintendent of the Holly Manufacturing company. Soon afterwards a large quadruplex condensing engine, an ad- ditional low service pump and a Gaskill compound condensing engine were added to the plant.
Benjamin F. Jones was superintendent of the National Water Works Company. The president of the company was Giles E. Taintor, of New York city, a member of a well known family of Taintors who were closely identified with the commercial and financial history of New York city. The Taintors came to America from Wales in 1630, and settled in Colchester, Connecticut, ten years after the landing of the Pilgrims.
The city developed so rapidly that it taxed the capacity of the water company to furnish the supply. The Kaw river as a source of supply was found to be inadequate and the company began looking for a site for a pumping station on the Missouri river. A location was selected at Quin- daro on the west bank of the river, five miles up-stream from Kansas City, where a reservoir was built with a capacity of 60,000,000 gallons. At Kaw point, another pumping station with a capacity of nine million gallons daily was built from which water was supplied to the low grounds of Kansas City and all of Kansas City, Kansas.
The city water works system was enlarged and improved at various times to keep pace with the growth of the city. About one million dollars was expended for improvements in 1887.
The first street railway was built in 1870, from the corner of Fourth and Main streets, by way of Fourth, Walnut and Twelfth streets and Grand avenue to Sixteenth street. The line was constructed by the Kansas City and Westport Horse Railroad Company, promoted in 1869 by Nehemiah Holmes. The incorporators, besides Mr. Holmes, were: W. R. Bernard, Ed- ward Price, George W. Briant, E. M. McGee, J. Q. Watkins and William Dunlap. The venture was not a financial success. Nehemiah Holmes died in 1874 and the company was sold under a deed of trust to a reorganized
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company, known as the Westport and Kansas City Railroad Company, char- tered February 5, 1874. Walton H. Holmes, son of the original promoter, became manager of the street railway in 1880 and an era of prosperity be- gan. The line was sold to the Grand Avenue Cable Company in 1886, and converted into a cable railway.
The Jackson County Horse Railroad Company was organized in 1870 by J. Q. Watkins, F. R. Long, A. C. Dyas, D. O. Smart and C. E. Walrond. The company built a street car line in 1873, from the corner of Fourth and Main streets west to the State line. The Union Depot Street Railway Com- pany built a street car line, 1874, from the corner of Fifth and Delaware streets to the stock yards. The Union Depot line and the Jackson County line were consolidated under one management. These roads and several others became known as the Corrigan system, under the management of Thomas Corrigan. The lines were sold to the Metropolitan Street Railway Company in 1886 for $1,250,000.
The Inter-State Rapid Transit Company was organized in December, 1883, to build a street railway between Kansas City and Wyandotte, Kan- sas. The original capital was $600,000. The promoter of the line was D. M. Edgerton. Work was begun in May, 1886, and cars were placed in opera- tion in October of the same year. The Inter-State Rapid Transit Company was merged into other lines and a new organization was known as the In- ter-State Consolidated Rapid Transit Railway Company. The elevated rail- way through the West bottoms and the Eighth street tunnel were parts of the system. Work on the tunnel division of the line, from the Union depot to Eighth and Delaware streets, was begun in May, 1887, and the first cars were, operated on the tracks in April, 1888. The digging of the tunnel through the bluff was a gigantic undertaking. It extended 800 feet through slate and solid limestone rock.
Robert Gillham, a successful civil engineer, was the originator of the idea of a cable system in Kansas City. He came to Kansas City poor in everything except mental resources, and won distinction in his profession. Cable railways had their origin in San Francisco in 1873. The Clay Street Hill road in that city, one mile in length, was the first in the world. Kan- sas City was the third city in the world to operate cable railways, Chicago being the second.
Previous to 1885, all of the street cars in Kansas City were operated with horses or mules. The Kansas City Cable Railway Company was organ- ized in 1885. The promters were: Robert Gillham, William J. Smith and George J. Keating. The original cable road extended from the Union depot east on Ninth street to Grand avenue, thence north to Eighth street and then east to Woodland avenue where a power house was situated. It was
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the beginning of a new era of development in Kansas City when the cable company operated the first car over its road, June 24, 1885. The residents had a celebration when the line was completed and the promoters were con- gratulated.
The Ninth street ineline, a part of the cable railway system, was one of the landmarks of the city. This approach to the Union depot was very steep and was greatly dreaded by timid persons. The ineline, however, was singularly free from fatal accidents. No one was injured until August 23, 1902, when a down-going car got beyond the control of the gripman and crashed into another cable car that had just stopped at the waiting room. W. D. Taylor, the gripman on the runaway ear, was instantly killed in the wreck and fifteen passengers were injured. After the accident two grip ears were used on each train that passed over the viaduet. The Ninth street ineline was abandoned in March, 1904.
Mr. Smith sold his interest in the Kansas City Cable Railway Company for $852,000 in 1894, and it was consolidated with the Grand Avenue Cable Railway, that had superseded the old mule cars. This was the beginning of several combinations that ultimately resulted in one corporation, the Metropolitan Street Railway Company, controlling all the street ear lines in Kansas City.
The old Metropolitan Street Railway Company was incorporated July 24, 1886. The officers were: C. F. Morse, president; W. J. Ferry, secretary ; A. W. Armour, treasurer. The company was capitalized at $1,250,000, for which amount it purchased the Thomas Corrigan system of horse railways. The Fifth street, Twelfth street and Eighteenth street horse car lines were changed into cable lines at once. The Holmes street line was rebuilt as a cable in 1887-88.
Remarkable progress was made in the construction of cable roads. At the beginning of 1887 there were thirteen miles of cable road in service, but at the close of 1887 there were twenty-seven miles practically finished, with twenty-two miles in operation. The total additions to the street car system in 1887 amounted to thirty-four miles, making in all fifty-three miles of street railroad in Kansas City and its suburbs.
An official statement issued in July, 1890, reported 62.84 miles of street railway, of which thirty-six were cable lines, twelve and one-half steam dummy lines, eight horse ear lines, and six and one-half electric lines.
The Kansas City, Independence and Park Railway completed a line between Kansas City and Independence, September 15, 1887, over which it operated cars with steam "dummies." The railway originally extended from Fifteenth street and Askew avenue to Independence. The incorpora- tors of the company were: W. E. Winner, president: H. E. Marshall, sec-
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retary; J. S. Chick, treasurer; John W. Byers, James M. Love, A. M. Win- ner and J. P. Harper. The original capital stock was $120,000.
The Fifth street cable line was the first to be transferred into an elec- tric line. The change was made in November, 1898. The Brooklyn avenue, or Tenth street line, was the second to be changed to electricity, in Deeem- ber, 1899; the Westport eable line, changed to electricity in May, 1900, was the third. The change from eable to electrie lines was rapid after 1900.
While the Metropolitan Street Railway Company was converting the eable lines into electrie lines it, at the same time, was forced to provide for the increase of business due to the rapid development of the city. In addition to reconstructing the roadbed, it was necessary to buy new rolling stock and make an enormous increase in the electrical machinery needed for generat- ing the necessary power. The changes in the system and the increase in business required an expenditure of approximately ten million dollars in four years.
CHAPTER XIV.
THE CIVIC ASSOCIATIONS.
Kansas City's reputation as a commercial center is due, to a very great extent, to several aggressive civie associations that have made it their chief business to tell the world of the city's unsurpassed advantages and to uphold its business integrity. Several commercial associations, having worthy pur- poses, were organized in the early years of the city's existence, but they ex- pired during the Civil war or afterward.
As the city grew and as greater possibilities for trade developed, the neces- sity for a comprehensive organization that would unite the business interests of the city and strive for the general advancement of public prosperity, became apparent. To meet this need the Commercial elub was organized, July 18, 1887, with fifty-seven members, and incorporated in December of the same year under the laws of Missouri. In its articles of incorporation the club gave these as its purposes :
" The objects of the association shall be to promote the progress, extension, and increase of the trade and industries of Kansas City, acquire and dissem- inate valuable commercial and economical information, promote just and equitable principles of trade, and foster the highest commercial integrity among those engaged in the various lines of business represented; to increase acquaintanceship among its members, and facilitate the speedy adjustment,
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by arbitration, of business disputes; to interchange views, and secure con- certed aetion upon matters of public interest, freely diseuss and correct abuses, using such means as may be best calculated to promote the interests and rights of its members as business men and citizens, looking chiefly toward the commercial development of the eity."
These avowed purposes have been accomplished to a great extent. The organization became known as the "Club that Does." This complimentary notice is from the New York Times :
" The greatest thing in Kansas City-chief maker of Kansas City, its prophet apostle and erowner is the Club That Does. 'The Commercial Club' is the incorporate title of it. It is not among the new, hustling elements of Kansas City. It has lived long enough to have inspired, started, strengthened, developed and rounded out good things multitudinous for the town. From the very start it accomplished things, and age inflicts neither languor nor lame- ness. Fifteen years ago it started upon its campaign of Kansas City upbuild- ing. It had public approval from its beginning; now it commands public enthusiasm. More than 800 Kansas City business men are on its rolls, and not one laggard on its list."
The first board of directors of the Commercial elub was composed of the following: W. B. Grimes, L. E. Irwin, E. L. Martin, W. J. Anderson, Ryerson Ritchie, T. B. Bullene, E. M. Brannick, K. L. Barton, Joseph Cahn, G. W. Fuller, S. W. Gregory, A. R. Meyer, J. M. Nave, J. G. Stowe, A. G. Trumbull and T. F. Willis. From those were named the following officers: W. B. Grimes, president : L. E. Irwin, first vice-president; E. L. Martin, sec- ond vice-president ; W. J. Anderson, treasurer; Ryerson Ritchie, secretary.
The Commercial club always has been willing to foster any enterprise that would benefit Kansas City. Its chief endeavor has been to promote the commercial interests of the city. The Commercial club began to urge a re- duction in freight rates in 1889. After a contest lasting more than one year, the club won a notable vietory. The question of transportation rates became so important that the Commercial club founded the Transportation bureau, presided over by a freight expert; whose business it is to guard the interests of Kansas City shippers and especially to correct discrimination in freight rates. The Transportation bureau was organized in 1889, in the administra- tion of Frank A. Faxon. The first commissioner of transportation was A. J. Vanlandingham, appointed November 21, 1889.
The Commercial club was interested in the movement to re-establish steamboat navigation on the Missouri river The organization used its influ- ence to induee Congress to make an appropriation for improving the Missouri river, and to have a United States engineer located in Kansas City to have charge of river improvements.
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The objects and purposes of the Commercial club were clearly set forth in an address by A. R. Meyer at his inauguration as president of the club in August, 1895:
" It may be truly said that since the foundation of this association there has been no movement seeking the advantage of our city and its business, social and moral interests, which, if not indeed originally organized by you, at least received received through your endorsement and support that en- couragement and character to which success was largely due. The name you bear-Commercial Club-does you injustice. It no longer fairly expresses the character and objeet of this association. Starting out with the object of promoting social intercourse and mutual helpfulness among men of busi- ness, its members, it has become a training school of citizenship. the recognized authority and judge of all matters concerning the welfare of our city, the genial host of visitors, the accredited representative of the city and its spokes- man in all relations with the world about us.
" To correctly estimate the power of this association for good and for the advancement of this eity, and in order to show to you, my friends and fellow members, the true sphere of activity and the true object and purpose of this association, let me ask you to picture to yourselves, if, indeed, your imagination can undertake such perilous flight, let me ask you to consider what this city might be if all her sons gave to her eause the same generous loy- alty and unselfish care, and to their duties as eitizens the same attention that is given by this association.
" I ask you again, to make the usefulness and possibilities of this association yet more clear, that you contrast with this picture that of a city without public spirit and public enterprise ; a city populated by people too selfish and narrow to realize that individual and the common success and advantage are indissolubly connected ; that a healthy soul is impossible without a healthy body; that happiness and enjoyment of life are prerequisites to business suc- cess and to every other success."
The Commercial club has branched out far beyond its original purposes of having freight rates reduced, making trade trips and securing other busi- ness reforms; not less conspicuous in its records are the campaigns for clean streets, publie sanitation, and for better park and boulevard system. The Com- mercial club advocated the issuance of bonds by the school district to build the public library and the Manual Training High school.
The greatest monument to the Commercial club is Convention hall. The club took the initial step toward having the hall built by calling a special committee and authorizing the presiding officer to appoint an executive com- mittee to solicit subscriptions for the building fund. The meeting was held in June, 1897, after the close of a very sucessful "Home product " show
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managed by the Commercial club. Convention hall was dedicated in Febru- ary, 1899. When the hall was destroyed by fire, April 4, 1900, it was the Commercial club co-operating with the directors of Convention hall that im- mediately began to make plans to construct the second building.
The celebrated slogan of the Commercial club, " Make Kansas City a Good Place to Live In." originated with Frank A. Faxon, president of the club in 1889-90.
One of the effective methods employed by the Commercial club to bring trade to Kansas City and strengthen business relations with the tributary territory is the yearly trade excursion. The trade trips have made friends for Kansas City and extended commerce. The first trade excursion of the Commercial club was taken in November, 1888, to Holton, Kans. The longest trade extension trip was taken in 1903, May 12 to 23, when the journey ex- tended to New Mexico. The Commercial club, it is said, was the first organi- zation of the kind in the United States to give trade extension trips.
The Commercial club on many occasions has acted as host for Kansas city and entertained distinguished visitors. The club gave a reception to Admiral Schley, November 20, 1902. These are the names of some of the other noted men entertained by the Commercial club:
Grover Cleveland, Benjamin Harrison, Theodore Roosevelt, Jay Gould, Cornelius Vanderbilt, Chauncey Depew, General McArthur, General Funston, Lieutenant Hobson, Right Hon. Lord Munson and William M. Chinney of London, John Home, Jr., president of the New York Board of Trade; George W. Childs, John Wanamaker, Don Francisco Caseo of Old Mexico, and Chinese Minister, Wu-Ting-Fang.
The first annual banquet of the Commercial club was given, November 19, 1894, to commemorate the one hundredth anniversary of the commercial independence of the United States, or the signing of the treaty between this country and Great Britain, negotiated by John Jay. The first annual dinner was held at the Coates House and these were among the speakers: Ex-gov- ernor Alexander M. Dockery, Senator William Warner, General MeD. Cook, Morrison Munford, E. H. Allen and Judge John F. Philips.
The Commercial club is a legislative body, and no subject of any impor- tance is ever determined except by the club in regular or special session. Either the standing or special committees must make a report to the club, and upon the action of the club depends whether or not the report of any committee shall be adopted or rejected. The standing committees of the Commercial club are as follows; Arbitration, auditing, executive, entertain- ment, house, insurance, municipal legislation, state and national legislation, transportation, manufacturers, trade extension, membership and inter-city committee.
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A board of directors of fifteen members is elected annually, and from their number the officers for the ensuing year are chosen. The secretary is elected by the board of directors. There have been only two secretaries of the club since its organization: Ryerson Ritchie, who served from 1887 to 1892, and E. M. Clendenning, elected in September, 1892 and serving in 1908. It is an unwritten law in the club that no man shall serve more than one year as president. The term begins in September. These are the names of the presidents:
William B. Grimes, 1887-88; L. E. Irwin, 1888-89; Frank A. Faxon, 1889-90; J. M. Patterson, 1890-91; G. F. Putman, 1891-92; Charles Campbell, 1892-93; J. C. James, 1893-94; George W. Fuller, 1894-95; A. R. Meyer, 1895-96; M. V. Watson, 1896-97; William Barton, 1897-98; H. W. Evans, 1898-99; U. S. Epperson, 1899-00; C. J. Schmelzer, 1900-01: W. B. Thayer, 1901-02; J. F. Richards, 1902-03; A. D. Parker, 1903-04; L. M. Miller, 1904-05; J. D. Robertson, 1905-06; O. V. Dodge, 1906-07; H. B. Topping, 1907-08
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