USA > Missouri > Jackson County > The History of Jackson county, Missouri, containing a history of the county, its cities, towns, etc., biographical sketches of its citizens, Jackson county in the late warhistory of Missouri, map of Jackson county > Part 67
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69 | Part 70 | Part 71 | Part 72 | Part 73 | Part 74 | Part 75 | Part 76 | Part 77 | Part 78 | Part 79 | Part 80 | Part 81 | Part 82 | Part 83 | Part 84 | Part 85 | Part 86 | Part 87 | Part 88 | Part 89 | Part 90 | Part 91 | Part 92 | Part 93 | Part 94 | Part 95 | Part 96 | Part 97 | Part 98 | Part 99 | Part 100 | Part 101 | Part 102 | Part 103 | Part 104 | Part 105 | Part 106 | Part 107 | Part 108 | Part 109 | Part 110 | Part 111 | Part 112 | Part 113 | Part 114 | Part 115 | Part 116 | Part 117 | Part 118 | Part 119 | Part 120 | Part 121 | Part 122 | Part 123 | Part 124 | Part 125 | Part 126 | Part 127 | Part 128 | Part 129 | Part 130 | Part 131 | Part 132 | Part 133 | Part 134 | Part 135 | Part 136 | Part 137 | Part 138 | Part 139
CITY ADDITIONS.
The growth of Kansas City during the period covered by this chapter was never before equaled on the American continent, and notwithstanding the many "additions " to the city during the prosperous era from 1855 to 1861 many more were required to afford the people room. During these years the following named additions to the city were made, and the plats filed on the dates here given :
January 12, 1865-Resurvey of Reeds' Addition.
June 3, '65-McElroy's Sub-division.
October 4, '65-T. S. Case's Sub-division.
October 5, '65-Pacific Place Addition.
October 17, '65-Sol. S. Smith's Sub-division.
December 15, '65-Cottage Place Addition.
December 18, '65-McGee Place Addition.
February 19, '66-Vineyard's Second Addition.
February 27, '66-Rice's Addition.
April 9, '66-West Kansas Addition, No. 2.
May 2, '66-Bailis Place Addition. May 21, '66-Krey's Sub-division.
May 24, '66-A. J. Lloyd's Sub-division.
May 24, '66-Depot Addition (first plat).
May 27, '66-Depot Addition (second plat).
May 30, '66-T. A. Smart's Second Addition.
August 7, '66-McLane's Sub division. October 1, '66-Smart's Place Addition.
December 11, '66-Long & White's Sub division.
January 9, '67-T. S. Case's Addition.
April 22, '67-Guinotte Bluff Addition.
October, 8, '67-Gillis' Addition.
492
HISTORY OF KANSAS CITY.
November 18, '67-Case & Bailis' Sub-division.
May 11, '68-T. A. Smart's Third Addition.
May 22, '68-E. M. McGee's Sub-division.
June 11, '68-Extension to West Kansas Addition No. I.
July 24, '68-B. F. Evans' Addition.
August 19, '68-Bidwell's Sub-division.
October 2, '68-Wm. Toms' Addition.
October 30, '68-Seegar's Addition.
November 2, '68-Armfield's Addition.
November 5, '68-Broadway Addition.
December 1, '68-Mulkey's Addition.
April 21, '69-Second Resurvey of Reed's Addition.
May 4, '69-Hammerslough's Sub division.
May 21, '68-Hurck's Sub-divison of Guinotte Bluff.
June 29, '69-Matthew & Hill's Sub-division.
July 29, '69-Thomas Green's Sub-division of lot 116, Hurck's Sub-division. September 11, '69-Lykins' Place Addition.
September 12, '69-Branham's Sub-division.
September 18, '69-Gallfy's Addition.
October 5, '69-Bank Street Block Addition.
THE BOARD OF TRADE.
Reference has already been made to the organization of the Board of Trade in February, 1869, and to the fact that this organization was rendered necessary by the cessation of the Chamber of Commerce, organized in 1857.
The Chamber of Commerce after its revival after the war, soon revived and secured the various railroads and other enterprises which it had inaugurated prior to the war. In doing this, many of its leading and most active members became connected with the enterprise which it had inaugurted, and were thus individually employed to such an extent that they could not attend to the affairs of the organization. Beside the objects for which it was instituted were now secured and the era of prosperity which it sought to inaugurate was in fullest existence. The occasion for it having therefore ceased in 1866-7, the organiza- tion itself ceased about the same time. Its success, however, in the securing of railroads, and the era of growth and prosperity which it sought, raised a new class of interests and questions which needed the concerted action of the people, and it was for this purpose that the Board of Trade was organized.
This organization came into existence on the 6th day of February, 1869, at which time rules and by-laws were adopted and an election for officers held. At this election T. K. Hanna, Esq., senior member of the jobbing dry goods house of Tootle, Hanna & Co., was elected president; M. Diveley, first vice-president, and S. S. Mathews, second vice-president ; D. M. Keen, was elected secretary and H. M. Holden, treasurer.
The board had a membership of sixty-seven, among whom were many gen. tlemen still prominent among the business men of Kansas City. Among these men were such as H. J. Latshaw, M. Diveley, Adam Long, James M. Nave, B. A. Feineman, Thos. Green, H. M. Holden, T. B. Bullene, Col. A. A. Tomlin- son, D. M. Jarboe, T. K. Hanna, Gen. Frank Askew, Matt Foster, E. H. Allen, L. Hammerslough, J. B. Wornall, E. W. Patterson, Francis Foster, J. W. Reid, C. M. Ferree, T. V. Bryant, Benj. McLean, Joseph Cahn, D. K. Abeel, J. E. Marsh, C. E. Kearney, J. A. McDonald, T. M. James, Dr. F. B. Nofsinger and T. J. Bigger, though these latter three did not become members until 1870.
This organization was very active during 1869, and held weekly meetings, at which were discussed questions of importance to the city at that time, and com- mittees appointed to secure the changes and improvements it decided to be for
493
HISTORY OF KANSAS CITY.
the common welfare. One of the first questions to come before it, was a propo- sition to divide Jackson county, which it vigorously opposed. About the same time it took up the subject of uniform drayage charges, and uniforn freight rates on the roads already constructed to Kansas City. The first of these objects was speedily secured by city ordinance; and the latter, together with all discrimina- tions against the city, was before it all the year, but it finally succeeded with all the roads in securing satisfactory rates and a discontinuance of all discrimina- tions. The movement for paid fire department originated with it and it secured such an establishment. It also secured a license law for drummers selling goods by sample in the city. It endeavored at one time, without success, to have the Kansas Pacific Railroad deliver and receive freight at the Grand avenue depot of the Missouri Pacific Railroad on account of the distance to the State Line depot and the almost impassable condition of Fifth and Bluff streets.
Failing in this, it undertook next an extensive system of street improvements, including the grading and paving of Second, Fifth, Bluff and Twelfth streets and Independence avenue. For this purpose it asked the City Council to submit a proposition to the people of the city to vote sixty thousand dollars for these im- provements. The subject was then referred to a committee consisting of H. M. . Holden, A. A. Bainbridge, J. W. Reid, A. C. Dyas and J. B. Wornall, to secure the desired action by the Council. They were successful, and the proposition was submitted at an election held for that purpose August 8tlı.
About the same time the board took up this matter, it also took up the ques- tion of voting one hundred thousand dollars aid to the Kansas City & Santa Fe Railroad Company to aid in completing its road between Olathe and Ottawa. It procured the requisite action from the City Council, submitting such a proposi- tion at the same election as that for money to improve the streets. The commit- tee through whom this action was secured was composed of M. Diveley, S S. Matthews and D. M. Keen, who acted jointly with a like committee appointed by the secretary of the railroad company.
These two propositions being thus submitted to the people, Messrs. T. K. Hanna, J. W. Reid and D. M. Keen were appointed by the board a committee to prepare a memorial addressed to the people showing why it should be adopted. Messrs. A. L. Harris, Col. Frank Foster and Peter Soden, from the first ward; E. M. McGee, L. Hammerslough and Henry Tobener, from the second ward ; Gen. J. W. Reid, A. A. Bainbridge and J. P. Green, from the third ward ; and J. R. Bailis, G. W. Branham and James E. Marsh, from the fourth ward, were appointed a committee to work for the propositions in their respective wards on the day of election, and were authorized to employ bands of music and carriages to convey voters to and from the polls. Both propositions were carried by their efforts, and thus the street improvements were secured and also the construction of this railroad, which was immediately proceeded with, and by means of which the Leavenworth, Lawrence & Galveston Railroad was secured to Kansas City.
Later in the year, the Board sent a delegate to Springfield, Mo., in the in- terest of the Kansas City & Memphis Railroad, and agitated the question of water works for the city, but it undertook no further enterprises of any magni- tude during that year.
494
HISTORY OF KANSAS CITY.
CHAPTER XII.
THE PROGRESS FROM 1870 TO 1872.
Improvement and Enlargement of the Railroad Facilities-Inception of the Barge Line-Water and Gas Works Built-The Law Library-The Barge Line-The Exposition-The Board of Trade, and other Improvements.
The rapid progress and development of the city at the close of 1869, con- tinued several years afterward, and until causes of a national character depressed immigration to Kansas, stopped railroad building and produced the condition of financial stringency caluminating in the great panic of 1873 and the subsequent general depression.
The years of 1871 and 1872 were years of great prosperity and growth, though before the close of the latter, shadows of the coming depression began to be felt. The year 1872 was less active in buildings and improvements, and in the year 1873 occurred the great panic; after which, for three years, Kanas City, in common with the whole country, made little progress in visible forms, but in the development of and extension of trade, her progress was uninterrupted, and at the close of 1876, she was alike the market and a source of supply of the New West, embracing Western Missouri, Kansas, Colorado, New Mexico and Northern Texas, with Southwestern Iowa and Southern Nebraska, gradually com- ing in.
THREE RAILROADS FINISHED.
The subjects of chief discussion in 1870, and the ends to which the city was lending its efforts and energies, were the Kansas City & Memphis Railroad, and the construction of the water works. The Missouri River, Fort Scott & Gulf, the Kansas City & Santa Fe, and the Leavenworth, Lawrence and Galveston Railroads were all secured, and in course of rapid construction, hence were not objects of solicitude to the city. The Missouri River, Fort Scott & Gulf was completed to Baxter Springs and opened for business in May. The Kansas City & Santa Fe was finished between Olathe and Ottawa, and opened for business Angust 22d, and from the first was operated as part of the Leavenworth, L'aw- rence and Galveston Railroad. The Leavenworth, Lawrence & Galveston Rail- road reached Thayer, Kansas, by the close of the year, and was completed and opened to Coffeyville, on the southern line of the State, September 4, 1871. The Kansas Pacific, which was in a very forward state at the beginning of 1870, was completed to Denver on the 15th of August, and thus affected a connection with the Union Pacific, the Denver Pacific, from Denver to Cheyenne, having been already completed.
RIGHT OF WAY THROUGH THE INDIAN TERRITORY.
About the same time that Congress granted a charter for the Kansas & Neosho Valley Railroad, at the time of which we now write, known as the Mis- souri River, Fort Scott & Gulf, it granted a charter also for the Southern Branch of the Union Pacific Railroad, which was to run from Fort Riley, Kansas, south- wardly to Fort Smith, Arkansas, which would take it through the Indian territory. This was secured at the instance of southern representatives and senators. At the same time, the Leavenworth, Lawrence & Fort Gibson Railroad, at the time of which we write known as the Leavenworth, Lawrence & Galveston Railroad, was in progress from Lawrence southward. This road, as already noticed, was pro- jected by Senator James H. Lane, of Kansas, and by him and others interested
495
HISTORY OF KANSAS CITY.
was designed to run through the Indian Territory, to connect with the Texas Central for Galveston. Hence the charter for the Fort Scott road introduced by Col. R. T. Van Horn, of this city, and passed in July, was so amended upon its passage, at the instance of the southern senators and representatives, and Senator Lane, as to provide that if either of these latter roads reached the boundary of the Indian Territory before the Fort Scott road reached there, they would have the right to the right of way through the Indian Territory, secured by treaty, and by this charter granted to the Fort Scott road. The Fort Scott road reached the line about a month in advance of the Neosho Valley Railroad, which was con- structed on the charter of the Southern Branch of the Pacific, and which afterward became known as the Missouri, Kansas & Texas Railroad. Noth withstanding this fact the latter road raised a question of right with the Fort Scott road to the right of way through the Indian Territory. The ground upon which it contested the right of the Fort Scott road was that the charter provided that the State line should be crossed in the valley of the Neosho River, and it held that the terminus of the Fort Scott road at Baxter Springs was not in that valley. The map of the route had been approved by the Secretary of the Interior, and thus its location had been approved. Yet the case came up before that officer and the then incumbent decided it in favor of the Missouri, Kansas & Texas Railroad, and thus shut out the Missouri River, Fort Scott & Gulf.
THE MEMPHIS RAILROAD IN 1870.
In February, 1870, Mr. Edward P. Tucke was engaged by the Kansas City, Springfield & Memphis Railroad Company to survey the line, and he began the work immediately. During the spring months, while this work was in progress, the counties along the line voted aid to it, and it was progressing finely. Early in the summer, however, there appeared in the field another enterprise, the Clin- ton, Kansas City & Memphis Branch of the Tebo & Neosho Railroad Company, proposing to build a line of road from Kansas City to Memphis, by the way of Clinton, in Henry county, Mo., instead of by the way of Springfield. The Tebo & Neosho Railroad charter was an old one granted by the Legislature of the State of Missouri, and upon which the Kansas Land and Trust Company had already built a road from Sedalia, by the way of Fort Scott, to Parsons, Kan., where it united with the Neosho Valley Railroad from Junction City, Kan. This latter road, as already stated, was built on a charter granted by Congress for a South- ern Branch of the Union Pacific Railroad from Fort Riley to Fort Smith, and by the same parties who built the road from Sedalia to Parsons. When these two roads were united under one management, the consolidated road took the name of Missouri, Kansas & Texas. The Clinton, Kansas City & Memphis Branch of the Tebo & Neosho Railroad was a company organized as a branch of this road under a general law of the State of Missouri, authorizing railroads to construct branches. From the time of its appearance in the field, both companies were canvassing along the line for county aid, and some counties voted aid to one, and some to the other, and the feeling in the country from Kansas City southward was much divided between them. Thus they stood at the end of the year.
WATER-WORKS.
The necessity of water-works was much discussed during the early part of the year, and finally took shape in a determination on the part of the city to build them. For this purpose the council adopted an ordinance providing for raising $300,000, and it was submitted to the people and adopted by them on the 2d of June. It was soon ascertained, however, that there was some informality in the election-people being allowed to vote who had not registered, as re- quired by law-which made the bonds of doubtful validity, and the scheme was
496
HISTORY OF KANSAS CITY.
abandoned, but not until after much discussion and too late in the year to inau- gurate another enterprise.
OTHER ENTERPRISES OF 1870.
The Texas cattle movement through this city to the eastern markets, which began in 1868, had assumed such proportions as to render better accommodations necessary, and accordingly in the spring of 1870, the railroads running eastwardly from here built stock yards for the receiving and transfer of stock.
In May, the Platte County Railroad from Kansas City to the Iowa line, and the Council Bluffs & St. Joseph Railroad from the Iowa line to Council Bluffs, were consolidated, having passed into the hands of the Boston interest, with which Mr. Joy was connected, and it then took the name of the Kansas City, St. Joseph & Council Bluffs, by which it is now known.
In June a company was organized to build a road from Kansas City to the northward, through Plattsburg, but nothing was ever done with it. James Birch, of Plattsburg, was president of the company, and Col. E. M. McGee, of Kansas City, vice-president.
The Atchison, Topeka & Santa Fe Railroad, the construction of which was began in 1868, at Atchison, was this year put into operation to Emporia. The railroad up the west side of the river to Troy, and the M., K. & T. Railroad between Sedalia and Parsons were finished.
Coates' Opera House was finished in September, and on the 6th of October dedicated; Mr. Charles Pope, of St. Louis, being the first manager.
THE " JOURNAL " AGAIN.
On the 9th of March Col. John Wilder, the editor of The Journal of Com- merce, which was then being published by John Wilder & Co., was shot and instantly killed by James Hutchinson, at the city court house, about a personal matter. Col. Wilder was a very popular man and editor, and his loss was greatly deplored by the people. Hutchinson afterward died before his trial. On the 21st of May following, Col. Van Horn, who had now completed his third successive term in Congress, purchased the interest of Col. Wilder in The Journal. Three days afterward his old ante-war partner, D. K. Abeel, purchased the interest held by Smith Baker, Esq., and the firm of R. T. Van Horn & Co. came into existence.
OTHER NEWSPAPERS.
The Advertiser, a Democratic daily was established by a gentleman named Simpson in 1865, but failed in 1869. The Bulletin, a Republican daily, was established by George W. Householder, in March, 1868, and failed in 1873. And the Kansas City Times, the present leading Democratic daily, was established by a company in the spring of 1868. The News, an evening independent paper, was established by a co-operative company of printers in 1870 and failed in 1874. And the Mail, an evening Democratic paper, was established by Col. John C. Moore in the spring of 1875, and is still published.
STREET RAILROADS.
The Kansas City and Westport Horse Railroad Company which had been organized in 1869, with W. K. Bernard, Edward Price, Geo. W. Briant, Nehe- miah Holmes, Col. E. M. McGee, J. Q. Watkins and William Dunlap as incor- porators, was built in 1870 from the corner of Fourth and Main streets by Fourth, Walnut, Twelfth and Grand avenue to Sixteenth street.
In 1870 the Jackson County Horse Railroad Company was organized with J. Q. Watkins, F. R. Long, A. C. Dyas, D. O. Smart, C. E. Waldron as incorpo- rators. It was to build a line from Twelfth street and Forest avenue to Indepen- dence avenue, thence to Grand avenue, thence to Fifth street, thence to Walnut
497
HISTORY OF KANSAS CITY.
street, thence to Fourth street and thence to Main street, with another line extending along Fourth to Wyandotte, thence to Fifth and thence by way of Fifth and Bluff streets and Union avenue to Mulbery street, thence to Ninth street, and thence to the State line in the direction of Wyandotte. No work was done on this line that year.
CENSUS AND BUSINESS.
The United States census, taken in 1870, gave the population of Missouri Valley cities as follows :
Kansas City
32,286
Leavenworth .
17,873
Atchison
7,054
Lawrence
8,315
St. Joseph .
19,565
Council Bluffs
10, 020
Omaha .
16,083
Topeka
5,790
The increase for Kansas City from 4,418 in 1860, was the largest per cent. of increase ever made by any American city, but its real magnitude can only be appreciated when it is remembered that these ten years included five of war, during which Kansas City's population decreased to about three thousand five hundred, so that instead of the increase being from 4,418 to 32,286 in ten years, it was actually from about 3, 500 to 32, 286 in five years.
At the end of the year Kansas City had eight railroads and seven banks; had built, during the year, 927 houses, at an aggregate cost of $3,454,500, had made 60,000, 000 brick, and had a jobbing trade as follows :
Dry Goods. .
$2,511,840
Groceries
2,614,425
Liquors .
618, 108
Other jobbing lines
3,004 320
Total . . $8,748,693
The whole business of the city, including all lines, was estimated to have been $34, 794,880.
THE BOARD OF TRADE IN 1870.
The Board of Trade was not a very active organization in 1870. The evils it was brought into existence to remedy, and the interests it sought to secure, having been remedied and secured in 1869, its members yielded to the same im- pulses which had caused the decease of the Chamber of Commerce, and devoted themselves to their own affairs. At the annual election, Jan. 25th, T. K. Hanna was elected President, Gen. Frank Askew, First Vice-President, M. Diveley, Second Vice-President and H. M. Holden Treasurer.
The principal objects it interested itself in during the year were the Memphis Railroad, an effort to prevent the removal of the city post-office to the Junction of Main, Delaware and Ninth Streets, the collection of business statistics at the request of Col. Van Horn, to aid him in securing from Congress, of which he was still a member, the establishment of a custom house, an attempt to prevent the Missouri Pacific Railroad from discriminating against this city and in favor of Leavenworth, to which place its line was now extended by use of the Missouri River Railroad between Kansas City and Leavenworth, and a few other matters of less importance.
EVENTS OF 1871.
In Jannary, 1871, another commercial organization, called the Merchant's Exchange, was organized, the object of which was to maintain a daily exchange 32
-
WHOLESALE DRY GOODS,
CARPETS & CURTAINS,
FANCY GOODS & NOTIONS
BULLENE; MOORES & EMERY.
RAMSEY MILLETT- HUDSON KAN CY MO
BULLENE, MOORES & EMERY'S WHOLESALE BUILDING, KANSAS CITY, MO.
499
HISTORY OF KANSAS CITY.
for the sale and purchase of articles of produce, which by this time began to seek a market in Kansas City. Of the doings of this organization no record is now known to be extant, but from the records of the Board of Trade it is learned that an effort was made in January to consolidate the two. Mr. Hanna, President of the Board of Trade, and James E. Marsh of the same organization formed the consolidation, which Mr. Nave and others held that the objects sought by the two were not necessarily identical, and might be better secured by separate organ- izations. This view finally prevailed, and they were not consolidated. The Mer- chants Exchange found itself in advance of the times, and after a few months became quiet. The Board of Trade held but a few meetings in 1871 and under- took no enterprise of importance. The officers this year were : T. K. Hanna, President; Gen. Frank Askew, First Vice-President; James M. Nave, Second Vice-President ; E. L. Martin, Secretary and B. A. Feineman, Treasurer.
OTHER MOVEMENTS IN 1871.
In January, 1871, an effort was made to establish a furniture factory, and a stock company was organized for that purpose. A building was erected on the southern part of Walnut street, and the manufacture of furniture begun. It con- tinued but a year or two, however, and failed.
THE MEMPHIS RAILROAD.
The conflict between the rival Memphis Railroad Companies continued through the early half of the year, In March the County Court of Jackson county transferred the county subscription from the Springfield to the Clinton road, and there was much agitation and some litigation about the matter. In June, however, the conflicting interests were united and harmonized, and the road, as projected by them, was to be one line to Harrisonville, and thence two; one by the way of Springfield, and one by way of Clinton. Work was begun on the Kansas City end July 15th, and continued until sometime in the winter, when the company called upon Jackson county for money, and got into a dispute with the authorities about the amount of work done.
Litigation, growing ont of this dispute, stopped all further work until 1873, when the matter was adjusted, the company got the Jackson county bonds, and expended the proceeds thereof in grading on the road. When this was done, the road bed was finished for nearly one hundred miles south from the city; but owing to the depression of the money markets, resulting from the great panic that year, was not afterward able to negotiate its bonds, to purchase the iron and rolling stock. The company was finally forced into bankruptcy, and the road sold December 1, 1876, for $1, 100.
WATER-WORKS AGAIN.
The city continued to agitate the construction of water-works, as it still felt the need of a better supply of water. In April the City Council adopted an ordi- nance authorizing their construction by a company, and soon afterward a company of citizens was organized for that purpose. Colonel Coates was President of this company, and H. M. Holden, Esq., Secretary and Treasurer. A contract was let to Messrs. Locke & Walruff, to build the works, and it was expected that work would soon begin. Indeed, the terms of the ordinance under which the company was organized required that it should begin within six months. Nothing was done by the contractors, however, until the time had expired, and the charter was forfeited.
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.