which had grown directly out of the development of trade. There were three banks, one insurance company, one daily and two weekly English newspapers, one German weekly and a bi-monthly medical journal.

At the census in 1860 the population of Missouri Valley cities was as follows: Independence 3, 164; Kansas City 4,418; Leavenworth 7,379; Weston 2,921; Atchison 2,611; St. Joseph 8,932; Council Bluffs 2,011, and Omaha 1,881.

Such was the situation in which the war found Kansas City, but before proceeding to narrate the effects of that struggle, an account will be given of a series of facts contemporaneous with those chronicled in this and the last preceding chapter relative to the development of railway enterprises. This will be presented in the next chapter.

CHAPTER IX.

THE INCEPTION OF OUR RAILROADS.

Kansas City Takes the Lead in Efforts to Secure Railroad Facilities-Her Efforts Start a Fever in Railroad Enterprises in Western Missouri and Kansas-The Inception of Her Own SystemThe Hostility of Kansas-The First Efforts in Behalf of Trans-Continental RailroadKansas City in the Struggle, with Both the Slave and Anti-Slave Sections for the Road-The Enthusiasm of the Period-Beginning of Railroad Work-The Real Founders of Kansas City-Their Trials and Triumphs.

The agitation of the construction of railroads began in some parts of Missouri in 1849, a convention of that kind having been held in St. Louis in that year. Railroads then began to reach toward St. Louis, and approach the Mississippi from the east at other points. The country had become settled and productive to an extent that some method of transportation better than wagons had become necessary; yet this was the only means, except near the navigable rivers. The Missouri River, by steamboat, was the only method of reaching the central and western parts of the State. The Pacific Railroad, from St. Louis to the western line of the State, was chartered in 1852, and the Hannibal & St. Joseph, through the influence of R. M. Stewart, afterward Governor, some time before

that.

KANSAS CITY STARTS THE FEVER IN WESTERN MISSOURI.

Kansas City, by reason of being situated at the great angle of the Missouri River, which made her the nearest river point for the New Mexican plain; and Indian trade, was beginning to attract attention on account of her commerces and her people, appreciating the advantage her situation gave her, but knowing that railroads would make a great commercial center wherever they concentrated on the western border, and take all the plains trade to that point, saw that their future depended upon getting the railroads. One had been chartered already to St. Joseph, and another from St. Louis to the western border. She feared the effect of the one, and the possible location of the other. forts to secure the Pacific, and to tap the Hannibal & St. would enjoy equal advantages with the latter named place. arose an activity in railroad schemes rarely equaled in any community, and the work done was, for a town of less than a thousand people, enormous. The agitation of this class of enterprises at Kansas City, at this time, can be best represented by an account of events in the order in which they occurred.

She began to make ef-
Joseph, so that she
Thus, in 1855, there

On the first of December, 1855, news was received from Jefferson City that the Legislature had passed a bill, giving State aid to certain railroads, among which was the Pacific. This gave great satisfaction here, as it was expected that the road would be immediately pushed through, and Kansas City was sanguine of success in securing its terminus.

In December, 1855, she got a bill passed by the Missouri Legislature, incorporating the Kansas City, Hannibal & St. Joseph Railroad Company, the object of which was to build a road to the nearest point on the Hannibal & St. Joseph. The incorporators were Dr. B. Troost, W. H. Chick, M. J. Payne, A. J. Martin, Thos. Swope, Joel Walker H. J. Richards, J. Riddlesbarger, Alex. Gilham, Gainus Jenkins, W. J. Jarboe, Jos. C. Ranson, J. W. Ammons, S. W. Bouton, Dr. J. Lykins, Dr. T. B. Lester, D. K. Abeel, J. W. Summers, J. A. Fenley, and William A. Strong. Governor Price vetoed the bill, but it was passed over his veto. This was the inception of the road to Cameron.

The discussion of this project started the agitation in Western Missouri, and all the towns began to hold meetings, and project railroads. Among others projected was the Parkville & Grand River, the Canton & Western, and the St. Joseph & Burlington. Meetings were held in almost every town in Western Missouri, and some kind of a project originated. The fever spread to Kansas, and Leavenworth, Lawrence and Atchison soon had their projects.

The first Legislature of Kansas chartered the Kansas Valley Railroad, from Kansas City to Fort Riley, on the south side of the Kaw. This was the beginning of the agitation of a road in that valley, where we now have two.

THE INCEPTION OF OTHER ROADS.

The prominence Kansas City had already attained as the headquarters of the trade of the plains, led to the projection of several roads to her; among which was the Kansas City & St. Joseph Railroad, which was chartered some time prior to 1855. This was the inception of our present Kansas City, St. Joseph & Council Bluffs Railroad.

A Railroad to Galveston Bay began to be agitated in 1855. The road now known as the Texas Central, or a road occupying substantially the same route had been chartered and its construction begun.

In the latter part of 1856 a company was organized in Arkansas and started a project called the Napoleon & Kansas City Railroad, which was to run from Napoleon, on the Mississippi River, via Fort Smith to Kansas City. Dr. Lee was president of this enterprise, and Capt. Lloyd Tighlman engineer, and part of the survey was made. It was looked upon with so much favor that some of the Missouri counties were urged to give it aid. Napoleon was then a place of more importance than since the war.

In discussing the Galveston Railroad project it was soon discovered that the country northward of Kansas City took an interest in it, and would like to have it extended through their section. Hence, in February, 1857, a company was organized here, taking the name of the Kansas City, Galveston & Lake Superior Railroad Company, the purpose of which was to procure the building of a road from Lake Superior to Galveston through Kansas City. Dr. Lykins, Jos. C. Ranson, R. T. Van Horn, Robert J. Lawrence, S. W. Bouton, were the first directors. Dr. Lykins was elected president, R. T. Van Horn, secretary, and Kersey Coates, treasurer.

January 12, 1856, books were opened for subscriptions to the stock of the Kansas City, Hannibal & St. Joseph Railroad. It was then expected that the road could be located by March and constructed in two years, and that it would prove the most important line for the city, because more practicable for immigrants to Kansas. Four days afterward a meeting of the people appointed J. Riddlesbarger, Jos. C. Ranson and J. C. McCoy to correspond with E. M. Samuels, of Clay county, relative to the survey of the road. Clay county had already proposed to pay half the expense if this city would pay the other. This proposition was promptly accepted.

January 27th the Kansas Valley Railroad Company was organized with E. F. Perry, W. H. R. Lykins, J. C. Ranson, William A. Hopkins, J. M. Ashburn, Kersey Coates, Dr. J. Lykins, David Hood and Thos. H. Swope as directors. Dr. Lykins was elected president and Kersey Coates secretary and treasurer. The purpose of the company was to build a road on the south side of Kaw River to Fort Riley. Three hundred shares of the stock were subscribed at the meeting at which the organization was effected.

On the 5th of July, 1856, the directors of the Kansas City, Hannibal & St. Joseph Railroad engaged Robert J. Lawrence to survey and locate the line. The work was begun the next week, and an agent accompanied Mr. Lawrence to solicit subscriptions to the stock.

The day previous to this appointment, July 4, Col. E. M. Samuels, of Clay county, addressed the people of Liberty in behalf of extending the line to Keokuk, and on the 9th he addressed the people of Kansas City on the same subject.

On the 19th of July, 1856, was the first mention in Kansas City of the Napoleon & Kansas City Railroad, in a letter from Dr. F. A. Rice, of Keysburg, Ky. On the 19th of July the survey of route of the Kansas City, Hannibal & St. Joseph Railroad was finished by Mr. Lawrence to Fishing Creek, and on the 26th, Joseph C. Ranson made the first call upon subscribers to the expense of the survey.

On the 4th of October, 1858, the directors of this road resolved to organize under the general incorporation law of the State, as the Keokuk & Kansas City Railroad, and asked the people to assemble and memorialize the city council to order an election to vote $150,000 stock in it.

The election occurred on the 14th, and the proposition was carried almost unanimously. At that time Keokuk had voted $45,000, and it was estimated that $900,000 more could be procured along the line, besides $50,000 of individual subscription in Kansas City and an equal amount in Clay county. A convention in the interest of this road was called to meet at Linneus, November 20, 1856; accordingly a public meeting was held in Kansas City on the 10th, and the incorporators of the Kansas City, Hannibal & St. Joseph Railroad were requested to attend. The report of the survey, made by Robert J. Lawrence, was made November 15th, and the line was regarded as exceptionally favorable. This survey extended only to the line of the Hannibal & St. Joseph Railroad. At the railroad convention at Linneus, November 20th, there were delegates from Keokuk, Kansas City and from Scotland, Lewis, Adair, Linn, Livingston and Clay counties. Dr. W. A. Hopkins, Kersey Coates, Jos. C. Ranson, T. M. James, S. W. Bouton, Robt. J. Lawrence, M. B Hedges and R. T. Van Horn attended from Kansas City, and Col. Van Horn was elected secretary. This convention resolved that the road was necessary and must be built, and raised a committee to obtain a charter from the Missouri Legislature. That committee was Col. E. M. Samuels of Clay county, and Kersey Coates and R. T. Van Horn of Kansas City. W. Y. Slack, of Chillicothe, was appointed agent, and an assessment of three thousand dollars was made to pay for a preliminary survey, to be made by the Kansas City, Hannibal & St. Joseph Railroad Company. This convention was followed with many enthusiastic meetings along the proposed line, and subscriptions of stock by most of the counties.

On the 2d of January, 1857, Gen. J. W. Reid, of this city, introduced into the Missouri Legislature a bill to incorporate this company, and it passed on the 6th, though not without some opposition, as several members were afraid that if the road were built it would become a conveyance for runaway slaves, because it terminated in a free State. As soon as this charter received the signature of the Governor, the company opened books in Kansas City, and two hundred and fifty shares of stock were immediately subscribed by the people.

In January, 1857, the Missouri Legislature also chartered the Kansas City & Galveston road. This road was to extend northward to Lake Superior, and John J. Shoemaker commenced the survey from Kansas City, north through Platte and Clinton counties, and enthusiastic meetings were held at Plattsburg, Smithville and Barry.

In December preceding (1856) Gen. Duff and party bought up the entire stock of the Kansas City & St. Joseph Railroad, and March 3d a bill was introduced by Gen. Reid into the Missouri Legislature which was passed and signed, appropriating $75,000 for it, under the name of the Platte County Road, by which it was afterward known. One-half the sum was to be expended between Kansas City and St. Joseph, and the other half in extending the line to Iowa.

In March, 1857, the Louisiana Legislature passed the bill to incorporate the

New Orleans, Shreveport & Kansas City Railroad, the line to touch the points named and run along the line between Arkansas and the Indian Territory, and Kansas and Missouri. Among the incorporators named in the bill were Kersey Coates and Dr. Lykins, of this city, and E. M. Samuels, of Clay county.

On the second of June, 1857, Mr. McPherson, president of the Pacific Railroad, visited Jackson county, and promised to complete the road to Kansas City in eighteen months, if Kansas City would give it $150,000 and Independence $50,000, and it was promptly voted.

The Kansas City and Keokuk Railroad company completed its organization July 6th, by electing Kersey Coates, president, Joseph C. Ranson vice-president, S. W. Bouton secretary and Robert J. Lawrence engineer.

The survey of the Kansas City, Galveston and Lake Superior road was completed to the line of the Hannibal and St. Joseph road by Mr. Shoemaker, July 11, and the cost of construction was estimated at $22 000 per mile.

These, with a contemplated but unorganized road to the Pacific Ocean, and one to Santa Fe, was, in brief, the railroad system mapped out at that early day. It was grand in its conception, grand in the audacity with which it was presented by a frontier town with less than a thousand population and no railroad within two hundred miles of her. The struggle for its realization was a grand struggle, and resulted in the grandest of all-its substantially complete fulfillment.

Before anything further could be done in way of the roads, which then seemed to be progressing so finely, the financial crash of 1857 came, sweeping away not only credit but the currency as well, and all enterprise, not only in Kansas City, but elsewhere stopped. Kansas City did not suffer much otherwise, as she maintained her fine trade on the plains and with Kansas and Kansas immigrants. But there was no further efforts made in the building of railroads until the following spring, though her favorite enterprises were held in warm remembrance, and much discussed by the people.

THE SPIRIT OF THE TIMES.

The spirit and enthusiasm and hopes of that period cannot be better shown than in the following speech by Col. Van Horn at a merchants' supper, Christmas, 1857, in response to the toast-" Railroads and the Press-Twin Brothers in American Progress and Development." He said: "The meeting had imposed upon him a task, a response to which might necessarily involve somewhat of egotism, for as regarded the press, he felt that it was speaking somewhat of self, when he touched upon the habit of his life; but in regard to railroads no such delicacy existed.

"It might seem strange to some gentlemen who had not yet waked up from the effects of the sedatives their mothers administered to their infant necessities, that any one should attempt to speak of Kansas City railroads, when not a mile has yet been built leading from its boundaries. It is true as yet we have only charters, but there never was a railroad built without a charter-so we have at least taken the first step. But we have taken a second step. We have made very thorough surveys of two routes, and have made large subscriptions of stock. The intellect of the city has mapped out a railroad chart for Kansas, covered it with charters, and secured them advantages beyond the power of any interest to cut off. We have not a charter of the seven roads entering here that is not secured forever by the vested rights of their stockholders-there is no city or town in American history that has done so much within the short space of two years.

"Railroads involve a philosophy in the progress of the world that is fruitful in study. We, living in this rushing age, lashed to the car of progress and borne ahead by the whirl of events, are too apt to forget what the world once was, in