Alton Railroad Bridge (1894 - 1990)
Newspaper Articles on the Alton Railroad Bridge
Early History of the First Bridges
Across the Mississippi River
The first bridge constructed across the Mississippi River was
erected by a group of speculators led by Franklin Steele. Completed
in 1854, it was located at Minneapolis, Minnesota, at what is now
called First Bridge Park. The original bridge was operated as a
private toll bridge, until it was purchased in 1869 by Hennepin
County, Minnesota. It was later replaced by a succession of three
other bridges.
The first railroad bridge across the Mississippi River was located
at Rock Island, Illinois. It was constructed by the Chicago and Rock
Island Railroad, and was completed in April 1856 under the direction
of Henry Farnam and his partner, Joseph Sheffield. Two weeks after
the bridge opened, the steamboat Effie Afton crashed into the
bridge, causing one span of the bridge and the boat to burn. A
series of court cases followed, with Abraham Lincoln defending the
railroad. The trial concluded with a hung jury. The bridge was
repaired. In 1866, a second bridge was constructed on the same piers
as the first. It was made of wood trusses like the first bridge. In
1868, a tornado severely damaged the second bridge. A third bridge
was erected in 1872, with the railroad and government cooperating in
the project. Because of this, the bridge took on the name of the
Government Bridge.
The Eads Bridge at St. Louis was constructed in 1874, and was known
as the first bridge across the Mississippi at St. Louis. It was
designed and built by James Buchanan Eads, an engineer famous for
his ironclad gunboats built for the Union during the Civil War.
The Alton Railroad Bridge
Plans for a railroad bridge in Alton began as early as 1884. The
Central Missouri Railroad wanted a bridge to cross from the St.
Charles area through Alton, in order to transport freight to the
West. In 1886, Henry Guest McPike, one of the directors of the
Central Missouri Railroad, presented to the Alton citizens that the
first mortgage bonds in the amount of $11,000,000 were obtained,
with $1,000,000 set aside for the bridge. A possible extension of
the railroad bridge to include a wagon bridge was discussed, but in
the end the wagon bridge was not approved. The St. Louis & Kansas
City Air Line and the Central Missouri Railroad consolidated, and
planned to build the railroad bridge at Alton, and continue the
railroad to Kansas City. The plans for the Alton bridge included a
draw span, which would allow steamboats to pass through.
Work commenced on the railroad bridges (one at Alton across the
Mississippi River, and the other at Bellefontaine, across the
Missouri River) in February 1889. The contractor was Mr. J. E.
Willard. The railroad bridge in Alton would be constructed just west
of the foot of Langdon Street. At times, high water delayed
construction, but when possible, it was "full steam ahead." In March
1892, a fleet of barges arrived in Alton with derricks, material,
houses for blacksmith shops, etc. A large number of workmen arrived,
and teams of horses were put to work grading the land. Stone arrived
by railcars from Bedford, Indiana, with each stone cut at the quarry
and marked to indicate its position in the pier. The stone work on
pier No. 10 on Bayliss Island was completed on September 20, 1892. A
large number of horses and mules arrived, along with plows,
scrapers, and other graders. They were taken across the river to the
Missouri shore, where the men put up tents, log cabins. and stables
for animals. In January 1893, men working on the Bellefontaine
railroad bridge at the Missouri River discovered a human skull. The
skull was found at a depth of 110 feet, and was considered
prehistoric. By August 1893, the tracks were completed between the
two bridges. The iron work for the draw span on the Alton bridge
began on New Year's Day, 1894. In March 1894, steam whistles on the
levee announced to Alton citizens that the time was set for swinging
the draw span for the first time. A crowd gathered on the levee, and
viewed the big span with its traveling derrick, steam engine, and
crew of fifty men slowly swinging the span on its pivot pier.
The dedication of the Alton railroad bridge took place on May 01,
1894. Thirty-five hundred formal invitations to dignitaries and
others were sent out. Early in the morning, Alton was alive with an
immense throng of people who gathered at the Alton riverfront. At
one o’clock, a Burlington train of four coaches, bearing the
Missouri Governor and staff, headed for the Missouri shore amid the
applause of the crowd, the shrieks of engine, and the Illini yacht
whistles. At the center of the bridge, the train stopped. A Bluff
Line train, with Acting Governor Gill, Mayor of Alton Brenholt and
daughter, Miss Edith backed out to the center of the bridge so that
the platforms of the two trains came together in the middle of the
bridge. After an address of welcome by Mayor Brenholt, Miss Edith
Brenholt broke the bottle of champagne over the steel structure. She
pronounced, “I name this bridge the Alton Bridge, and dedicate it to
the cause of commerce, and may the Giver of All Good guide and
protect and watch over it and all of us.” Speeches were then given
by dignitaries. A parade, led by W. D. Sparks and A. L. Floss,
headed by the Alton City Band, marched throughout the streets, and a
banquet was held, where more speeches were given. Boat races
followed.
In October 1916, W. S. MacDonald, an engineer who constructed the
Alton bridge, visited Alton and made a visit to the bridge. He
stated that he had driven the first stake for the bridge, and had
full charge of its construction. He also made a tour of Alton, and
was surprised at the rapid rate of growth of the city.
The End of the Line
After almost a century of carrying trains and tons of freight over
the Mississippi River, the Alton bridge was dismantled and blown up
in 1990. Bridge sections, including the 450-foot swinging span, were
floated downstream on barges and sold for scrap. The last train
passed over the bridge in about August 1989. The U.S. Army Corps of
Engineers had paid the Burlington Northern Railroad $13 million for
the bridge.
NEWSPAPER ARTICLES ON THE RAILROAD BRIDGE:
RAILWAY BRIDGE
Source: Alton Telegraph, October 23, 1884
We learn from Captain S. S. Foster that a surveyor and two
assistants were in town for the purpose of finding the best point at
which to locate a bridge across the Mississippi at this point. At a
casual glance, the surveyor thought Bayless Island would be a good
point at which to cross, if they could find a good foundation there.
The party then proceeded to survey a route around the island between
Mrs. Bayless' residence and the ice house, and afterwards to the
Missouri shore, and continued the survey.
ALTON BRIDGE BILL PASSED
Source: Alton Telegraph, April 15, 1886
A dispatch from Washington to Director Phinney, signed by David R.
Sparks and L. Pfeiffenberger, announces the passage of the Alton
bridge bill by the lower House of Congress Saturday morning. The
bill had already passed the Senate, and now only awaits the
President's signature to become a law.
This is good news for Alton. The building of the Central Missouri
Railroad, crossing the river at this point, will inaugurate a new
era of prosperity for the Bluff City.
RAILROAD BRIDGE PLANS
Source: Alton Telegraph, June 17, 1886
The preliminary surveys and other work preparatory to a bridge for
the Central Missouri Railway having been completed and approved by
the U.S. Topographical Engineer, the enterprise has now been brought
directly to the river's brink, and there remains nothing more to be
done in the way of legal formalities. It remains for our people to
decide whether or not they will have a wagon crossing in connection
with the railway bridge.Some of our business men are of the opinion
that a wagon bridge would be of great importance, while others think
it would not be very essential.
Mr. Henry Guest McPike, who has studied the matter extensively,
thinks that the approaches will commence at Henry Street, and that
the crossing over the main channel will be about opposite the Union
Depot, the bridge being 18 feet above the track of the Chicago &
Alton Roadroad at that point.
RAILROAD BRIDGE COMING TO ALTON
Source: Alton Telegraph, November 4, 1886
Mr. Henry Guest McPike, one of the Directors of the Central Missouri
Railroad, was called on and made an interesting address in
connection with the railroad bridge. He stated that all the
preliminary work had been done, the company had executed first
mortgage bonds to the amount of $11,000,000. One million dollars had
been appropriated for the bridge, which was to be 14 ½ feet wide. It
was important to decide the question as to a wagon bridge very soon,
as it would be necessary to increase the width of the structure to
18 feet. Work will commence immediately. He stated that by the
charter, the bridge charges would be only 3 cents a mile, the
regular passenger rate. Mr. McPike read a resolution, presented by
Mr. George R. Hewitt, that a committee be appointed consisting of
the President of the Board of Trade, the other officers, and the
chairmen of Committees, the Mayor, City counsellor, and members of
the City Council, to confer with the railway company and ascertain
the cost of the wagon bridge and other points in connection with it,
and report at a future meeting to be called by the President.
RAILROAD BRIDGE PLANS
Source: Alton Daily Telegraph, August 20, 1888
The Cleveland, St. Louis & Kansas City Railway Company has gotten
into the newspapers again by the filing of a $4,000,000 mortgage at
Kansas City. The alleged purpose of this corporation is to bridge
the Mississippi River at Alton, and build a railroad thence to
Kansas City. This is the St. Louis & Kansas City Air Line and the
Central Missouri consolidated and reorganized, and judged by its
antecedents, its future is not the most promising that could be
imagined or wished.
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, December 6, 1888
The Central Missouri Railroad will commence work on its bridge at
Alton in January. The road will then be extended from Alton to
Booneville, to connect the Bee Line with the Missouri, Kansas &
Texas Railroad. The bridge will have two spans at 280 feet, three at
315, three at 342, and a draw of 444 feet. The 200 miles of railroad
will cost $3,500,000 and $7,000,000 have already been subscribed. J.
T. K. Hayward of St. Louis is President of the railroad, which, if
built, will certainly hurt St. Louis greatly.
WORK COMMENCES ON RAILROAD BRIDGE
Source: Alton Telegraph, February 21, 1889
Work commenced yesterday, February 20, on the new bridge; that is
the work of excavating for the shore pier was begun under the
direction of the contractor, Mr. J. E. Willard. The excavation is
about 900 feet from Front Street, and is a little west of the foot
of Langdon Street. From that point, a solid embankment will run to
the foot of Henry Street. There was no ceremony about inaugurating
the new enterprise. The contractor simply put men to work, and will
push matters forward from this time on as rapidly as possible.
Mr. J. E. Willard, of New York, who is boarding at Hotel Madison,
gave a reporter of the Telegraph some interesting information this
morning. He says that there will be ten piers in all, and that he
expects to have them completed by the first of next November, and
the bridge finished by January 1, 1890, but the progress of the work
will depend somewhat on the stage of water in the river. When under
full headway, he will have 500 men at work on the bridge.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, February 28, 1889
The plant for the new bridge has arrived, or a part thereof, from
Fort Madison, and is now in the I. & St. Louis yards. The steam
dredge was taken to Garstang’s machine shop Tuesday morning for
repairs. This dredge is used in excavating for the piers. The
machinery having arrived, active operations will commence as soon as
the weather will permit. This is good news, and all will welcome the
advent of the new enterprise.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, March 21, 1889
Nearly the entire Alton levee is being covered with piling and other
material to be used in bridge construction. The company has bought
200 acres of land of Captain W. P. LaMothe, at LaMothe Place in
Missouri, opposite Alton, and near the place where a charter has
been granted the company for bridging the Missouri River on its way
along the Bellefontaine bluffs to St. Louis. This land is for yard
purposes, and will be the point of junction east, west, and south.
It is said to be the intention of the Bee Line and the Big Four
consolidation to run all their trains into St. Louis over this new
route, which will save in time and distance, as well as tolls. The
Illinois branch of the Chicago, Burlington & Quincy will also use
it, and the Illinois Central by an arrangement with the Springfield,
Alton, and St. Louis from Springfield. It may be some time before
the Missouri River bridge is built, but that bridge is as much a
part of the scheme as the one at Alton.
SURVEYORS AT WORK ON NEW RAILROAD BRIDGE
Source: Alton Telegraph, February 5, 1891
A corps of surveyors has arrived in town and are at work on the
sandbar today, making soundings. These men are no doubt at work on
the preliminary surveys for the much-talked of bridge. Evidence both
from St. Louis and Alton points to the building of the bridge by the
Chicago, Burlington & Qquincy Railroad. A carload of pipe drivers
and sounding rods were received this morning at the depot of the Big
Four Railroad, transferred from the C. B. & Q. Railroad at Wann
[East Alton]. They were in a Burlington and Northern car, and were
unloaded this morning.
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, February 19, 1892
If it had not have been for the high stage of water, the Alton
bridge would now be underway. There is no guess work about this, and
a few days will demonstrate the truth of this assertion. Mr. Louis
Whitzel arrived here this morning from Rulo, Nebraska. He comes here
on instruction from Mr. W. S. MacDonald, who requested him to
“report on Monday, February 15,” and further states that they “have
a few days’ work to do at surveying.” Mr. Whitzel will have charge
of a pile-driving crew, and it might be stated incidentally that the
Alton bridge will be built by the use of pile drivers instead of
caissons.
Source: Alton Daily Telegraph, February 25, 1892
Mr. L. M. Loss, the contractor for the Alton railroad bridge, and
his draughtsman, Mr. H. S. Mattock, are here today. The Telegraph
representative enjoyed an interview with Mr. Loss this afternoon at
the Union Depot Hotel. He is a fine-looking old gentleman, and
agreeably entertained the reporter. Said he: “There are no more
secrets about the bridge. I am here to stay, and have rented offices
in the McPike building at Second [Broadway] and Easton Streets.”
“When do you intend to go to work?” was asked. “Just as soon as we
can get our stuff around from Cairo. The contract was let to me four
months ago, but only last week was I ordered here to begin work.
That I expect to do by March 15. We have secured terminal
facilities, and will build some extra switches along the Bluff Line
for conveniences in hauling the immense amount of freight that soon
will pour into Alton. The cost will be over a million dollars.”
Mr. Loss says the line to Wann [East Alton] has not been settled
upon. The surveyors will settle that hereafter.
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, March 8, 1892
A new pile driver arrived from Chicago by the Bluff Line this
morning for Mr. Loss. Yesterday morning, foreman McNeil, with a
force of hands, began preparations for putting in switches for the
reception of bridge material. The switches are located on the ground
formerly occupied by the box factory, up towards the saw mill. Mr.
Loss puts in all the switches at his own expense. In the yards at
that point, all preparatory work will be done. The stone will be
brought there on the cars, and sidetracked, and as needed, placed on
barges and taken to the piers. Every stone is numbered, and is used
only for the place intended. At the conclusion of operations in the
yards, contractor Loss removes the switches and leaves the grounds
as he found them.
Source: Alton Daily Telegraph, March 17, 1892
The Louis Houck arrived yesterday, having in tow Contractor Loss’
fleet of barges, containing the apparatus and machinery for
prosecuting the work of bridge building. There were four of these
barges. On them were several derricks, and houses for blacksmith
shops, material, etc., which is used in the work. The barges were
tied up a short distance above the water works pumping houses on the
upper levee. Mr. Loss has 1,000 or 1,200 men at work in various
parts of the country, preparing the material for the bridge. When it
reaches here, the most of it will be in shape for placing on the
bridge.
ALTON RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, April 11, 1892
The work on the Belt Line roadbed will be commenced on the Missouri
Point as soon as the water recedes sufficiently to allow active
operations. Nineteen head of horses, besides a large number of
workmen with household goods, were this morning taken over the river
by Captain Starr, where they will make preparation for grading. The
teams are the property of Burton & Stoneking, Belleville
contractors, who will do the grading. A corps of surveyors were to
have come up from St. Louis this morning, but they did not arrive as
was expected. They were bound for the proposed site of the Missouri
River bridge, where it is said the grading will be commenced.
Source: Alton Daily Telegraph, April 12 & 13, 1892
Four carloads of stone from Bedford, Indiana, arrived by the Bluff
Line last evening, the first received for the bridge piers. It is
probable that stone and other materials will continue to arrive at
frequent intervals until such time as the water shall have declined
and all things are favorable for work to begin. The materials will
be unloaded at Mr. Loss’ yards above the city, where there is emple
room to handle and store it. The stones are all cut out at the
quarries to shapes and dimensions as required, and every stone so
marked as to indicate its position in the pier. On arrival, every
stone, its size and shape, are recorded before unloading. Some of
the larger stones received have a curved or convex edge for the end
of the pier. Many of these are probably 2x3x6 feet, weighing about
two tons. Much larger ones will be received later on. They are
handled by means of the four immense derricks, erected for that
purpose and calculated to handle with ease from eight to twelve
tons. There are two of these derricks on either side of Mr. Loss’
side track, each pair provided with its own hoisting engine. The
immense boulders are handled with surprising ease and rapidity, and
piled as high as desirable, separated with strips of wood.
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, August 17, 1892
Bridge contractor L. M. Loss returned from Chicago, and the steamer
Penguin placed the pile driver opposite the head of Bayliss Island,
where the work of driving piles for the first pier was commenced.
Everything has been in readiness for some days past, and now that
arrangements have been completed whereby work can proceed regardless
of a few feet too much water, it is unnecessary to re-state the
chestnut, “work on the Alton bridge has commenced in earnest.”
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, September 20, 1892
The stone work on pier No. 10 on Bayliss Island was completed today.
The stonework is about 25 feet above the ground. The way stones,
weighing from two and a half to five tons, are handled is quite
simple, and the work of laying them is done with the greatest of
ease. The stone is first attached to a derrick, then lowered and
washed off in the river and placed on the top of the pier. Not over
a minute’s time is consumed in raising the stone after attaching it
to the derrick. After the stones are placed, they are carefully
cemented, and much care is taken that the solution of cement does
not leak out through crevices. The pier is of thirteen courses of
stone put up to stem the heaviest current and the strongest wind.
The work is being pushed with a vigor.
Source: Alton Daily Telegraph, September 29, 1892
This morning, twenty-eight head of horses and mules, with a large
number of plows, wheel scrapers, and other graders arrived from
Keokuk on the steamer Sidney. They were taken across to the other
side of the river on the ferry boat, where the men will put up tents
and log cabins, build stables for their mules and horses, and
prepare for work. The erection of houses, sheds, etc. will occupy
several days, and about the first of the week work will be
commenced. A large force of men will be employed, consequently there
will be no trouble for persons idle to secure work. The work on the
piers in the river is being pushed, and this morning stakes were
placed for the coffer dam for pier No. 9, the cutting off of the
piling having been completed several days ago. Alton’s much talked
of bridge is getting under way, and before many days things will be
booming.
RAILROAD BRIDGE NEWS
Source: Alton Daily Telegraph, November 16, 1892
The work of weaving the willows into a matting for the bridge dike
commenced this morning at the levee in front of the Union Depot.
Engineer McDonald is supervising the work. The draw span of the
bridge is to be placed between piers two and three on this side of
the river, and as the channel is now on the Missouri side, it is
necessary to change the current so as to throw the channel into the
draw.
The laying of the willow matting is the first step of building a
dike from Union Depot to the foot of Langdon Street. The exact
terminus of the dike is denoted by a red flag, now to be seen in the
river at the foot of Langdon Street. From this point it will be run
north to the high embankment of the Bluff Line tracks. The space
between the dike and the Bluff Line trestle will be filled in with
rock and sand for a C. B. & Q. switching yard. The new Union Depot
will be placed between the points marked by the two red flags.
This evening the steamer City of Paducah will bring a sand pump to
Alton to be used in dredging a channel for the draw. The pump will
pump its way right through the sandbar from where the draw is to be
placed east, a distance of 300 yards, and 40 yards wide. The pump at
work will be an interesting sight, as it banks the sand up for a
dike on the north, and cuts a deep channel south of it.
PREHISTORIC FIND AT BELLEFONTAINE BRIDGE
(Lewis Bridge in Missouri)
Source: Alton Telegraph, January 26, 1893
Workmen in the caisson of the Bellefontaine railroad bridge made an
unusual discovery on Monday last. While excavating at a depth of 110
feet, a human skull was found. The skull was in a good state of
preservation, and is considered a remarkable find. It must have lain
for ages to have been covered to such a depth. The bed of the
Missouri River has not changed materially for hundreds of years, and
the only explanation that can be given is that it is the skull of a
prehistoric man.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, February 23, 1893
The driving of piles for the trestle across Alton slough will be
resumed in the course of a few days. The work had to be stopped,
owing to the high water, which covered the piling strewn along the
course of the trestle. The piling was frozen to the ground, and
hence remained under the water. The water is now working them loose,
and they are coming to the surface. M. S. Carter & Co. of St. Louis,
who have the contract for building the trestle, have made
arrangements to avoid the difficulty. Tomorrow a barge will be run
into the slough, and the piles collected. They can then be hoisted
from the barge and driven at will.
The St. Clair, Madison, and St. Louis Beltline Railroad will run a
double track between the Alton and Bellefontaine bridge. The gaps in
the embankment will be trestle to allow the teams to pass along the
country roads, and the work of driving piles for these trestles will
commence as soon as practicable.
M. S. Carter & Co. of St. Louis, bridge contractors, have completed
a 1,300 foot trestle across Marias Tempsclair Lake on the St. Louis
Keokuk and Northern Railroad, twelve miles from Bellefontaine
bridge.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, July 27, 1893
On Monday, the stone work on the Alton railroad bridge was resumed,
and the work will be pushed as rapidly as possible. The grillage for
pier No. 7 was to be sunk first, and the stone work commenced. The
pile drivers are both at work on pier No. 2, which is the pivot
pier, and the piles for No. 1 are the only ones yet to be driven,
with the exception of the trestle construction, which will be built
from the present terminus of the dike to the shore. The material for
the iron structure will be received in a short time, and it is hoped
that trains will be running on it before the new year.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, August 03, 1893
Active operations with a force of iron workers will commence on the
Alton bridge in a very short time. Altonians who have been waiting
for the sound of the hammer will be greeted by it before August
expires, and will have ocular assurances that a bridge will soon
take form. Iron for the bridge work has already been shipped from
Athens, Pennsylvania, and T. J. Long representing the Union Bridge
Co. is in Alton today, looking after the interests of his company.
Resident Engineer MacDonald and Assistant Engineer Noble are
inspecting the work today. Blacksmith shops have already been built
at the bridge approach on the opposite side. Derricks have been
located, and other houses will be built which are necessary to this
work. The iron work between piers 10, 9, and 8 can be commenced at
once, as these piers are completed and 7 will soon be added to the
list.
RAILROAD BRIDGES NOW CONNECTED BY TRACK
Source: Alton Telegraph, August 17, 1893
The construction train of the Burlington system on the Missouri side
reached the abutment of the Alton bridge this morning. The track is
completed, and the Bellefontaine and Alton bridges are linked by
Burlington tracks. It is a welcome and encouraging sight. Upon this
new track the steel for the iron structure will arrive. Shipments
from the Union Bridge Company’s works at Athens, Pennsylvania have
been made. The location of the yards has been decided. They will be
located at the head of the island near where the operations of
construction will commence. A derrick is at work unloading timber at
this point for the false work on the bridge. The work on the
Bellefontaine bridge is being pushed, and the activity of operations
on the Alton bridge is daily increasing. Three derricks and two pile
drivers are in service. One derrick is unloading timber at the iron
yards, another is hoisting stone on pier 6, and the third is located
at the dike on this side, hoisting the cut piles over the dike to
the bar.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, October 12, 1893
M. S. Cartter & Co. of St. Louis were awarded the contract last
night by Chief Engineer Morison of the Burlington system, for the
building of the north approaches of the Alton bridge. Mr. J. H.
Brown will have charge of the work for the contractors, and will
commence Monday to get things in shape for pile driving. The trestle
will extend from the foot of Langdon Street to where the new
Burlington depot will be built at a future date. The other branch of
the trestle will connect the Union depot. A land pile driver will
commence driving before the end of next week. The operations, after
a brief pause, have jumped the Mississippi River from the Missouri
to the Illinois shore.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, November 30, 1893
The work on pier No. 1 is now the seat of operations. A large force
of men are at work on the pier, and upon its completion the bridge
masonry will be complete.
The trestle from Langdon Street, in charge of Mr. J. H. Brown, is
progressing rapidly. About 25 piles are driven daily, and this
portion of the work is fast closing in on the abutment of the
bridge. The Burlington will have no cause for delay from this
source. The great problem now is to remove the bar at the draw of
the bridge. Engineer Macdonald has not yet commenced his second cut.
Reports from the Bellefontaine bridge are that the bridge will be
completed by January 1. There are no hopes for the Alton bridge
completion until February, and unless the channel is secured very
soon, the raft span will not be closed until late in the Spring.
MASONRY COMPLETED ON RXR BRIDGE
Source: Alton Telegraph, December 14, 1893
The masonry of the Alton RXR bridge is complete. Friday afternoon,
the last piece of coping was placed on pier No. 3, and as it settled
into place, the masons nailed it as the completion of the masonry.
The steam whistles from the derrick and pile driver engines tooted
shrilly. This does not, however, complete Mr. Loss’ contract. Piers
2 and 3 are yet to be rip-rapped, and the fender is to be heavily
constructed. Crews are at work on these jobs now, and with fair
weather, Contractor Loss will eat Christmas dinner at his home in
Rochester, New York.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, January 4, 1894
The bridge yards on this side of the river are well worth a visit.
They present a scene of activity that is most gratifying to Alton
citizens who cannot hope but for a prosperous coming year. From the
head of the island opposite the city, to the foot of Henry Street, a
continuous chain of operations is under headway. Three pile drivers
are stationed; one at the foot of the government dike, building a
temporary dike extension; another at the south wing pier of the draw
span; and the third at the trestle near the foot of Langdon Street.
Two dredge boats are exerting all their means to clear a channel so
that work can be resumed on the raft span. The MacDonald sand pump
is at work pumping the sand around the piling of the wing piers,
while the scoop dredge Edith is removing the sand from the channel.
On the island, derricks and a crew of men are engaged in unloading
iron, another crew is riveting up the iron work on the spans now
erected. The iron work on the draw span was commenced New Year’s
Day. The excellent weather admits of good progress, and Engineer
MacDonald is making the best of it.
RAILROAD BRIDGE NEWS
Source: Alton Telegraph, January 4, 1894
An unruly river channel has caused the engineers of the Alton bridge
an enormous amount of trouble. The draw span of the bridge is
located at a point where a huge bar looms up as a barrier to
navigation, and all the skill of practical engineers as, has yet,
failed to force a sufficient channel to insure navigation in the
spring. Two 30-foot cuts, with a sand pump, have been made through
the bar on the east. The channel along the Burlington dike has been
dredge, and the sand has been pumped back from the channel at the
south of the draw, yet in spite of this, the stubborn water refuses
to leave its present channel. The work on the false construction of
the raft span was completed, and all was ready for the iron
structure several days ago. Major Allen, of the river commission,
who has jurisdiction to the Missouri River, ordered further work on
the raft span stopped until the channel was established. This will
delay the completion of the Alton bridge. The bridge engineers, as a
last resource, set about immediately and decided to a temporary
extension to the government dike. Piles were driven from the end of
the dike a considerable distance, and a temporary structure placed.
This will undoubtedly have the desired effect. The false work of the
raft span will be allowed to remain for a time, in hopes that the
channel will be established. The work on the draw span will be
hurried along with a force of men, and no delay will be experienced
at this span.
When the bridge is completed and all the railroad’s cross it, Alton
will have a new Union depot. It will be larger, finer, and better in
every way than the present depot, bus as it must of necessity be
located somewhere near Henry Street, it will be farther away for
those people who live on State, Upper Belle, North Alton, etc., and
there is a movement on foot to induce the Chicago & Alton management
to erect a small depot building (like the one at Bozzatown) at Ninth
and Piasa Streets, and it is argued that the request, if granted,
will not only be a great convenience to patrons, but of financial
benefit also to the proprietors of the road, because passengers, if
they are forced to go to the depot, can please themselves as to what
road shall carry them, whereas if they board the Alton at Ninth
Street, they will continue on it to St. Louis.
RAILROAD BRIDGE NEWS
Draw Span Swung for the First Time
Source: Alton Telegraph, March 22, 1894
A few minutes before noon Saturday, the sound of numerous steam
whistles on the levee announced that the time set for swinging the
draw span had arrived. A crowd immediately gathered on the levee and
viewed the big span with its traveling derrick, steam engine, and
crew of fifty men swing slowly on its substantial pivot pier. The
draw gave perfect satisfaction as to the proper length for the
connections with the other piers and the trestle. Hereafter, the
code of signals for the opening of the draw will be used by the
steamers.
FIRST TRAIN OVER NEW RAILROAD BRIDGE
Source: Alton Telegraph, April 5, 1894
The Burlington passenger train, which was to initiate the Alton
bridge, arrived from St. Louis shortly after noon Tuesday over the
Chicago & Alton Railroad to Alton. At 3 o’clock, the riverfront was
filled with people from Henry Street to Union Depot, patiently
waiting for the start. The invited guests assembled at Henry Street.
Mayor Brenholt, the city council, Board of Trade, and many other
citizens boarded the train on invitation from Engineer MacDonald.
The start was made at 3:20 o’clock. The train was greeted by a blast
from the whistles of the yachts and steamers in the harbor, and the
engines on the levee. The train passed over safely, and the two
States are linked by a bridge ready for traffic. It means much for
Alton, and Altonians could not but feel a pride in the achievement.
FIRST TRAIN SERVICE OVER THE ALTON BRIDGE
Source: Alton Telegraph, May 03, 1894
The first train service over the new bridge commenced Monday. A
Bluff Line engine and four empty coaches went to St. Louis last
night, leaving that city
this morning at 8 o’clock, and arriving
here at 8:50. Two Bluff Line trains crossed for St. Louis. A train
leaving Grafton at 7:15 a.m. arrived in Alton at 7:52, and in St.
Louis at 8:45. The other train left Springfield at 7:15 a.m.,
arriving in Alton at 10:37, and in St. louis at 11:30. An immense
force of men, numbering nearly 100, were at work all day yesterday
making the connection between the Bluff Line tracks and the west “Y”
of the trestle. The connection was made at about 8 p.m. the new
Burlington time table is given in this paper. It presents a pleasing
accommodation of 14 trains a day between Alton and St. Louis – seven
each way. Some of the trains will start from Union Depot on the
Bluff Line tracks.
Ticket Agent Bramhall has temporary quarters in the company’s
building on the corner of Second and Langdon Streets. A temporary
structure for the ticket office will be built near the trestle this
week, into which Mr. Bramhall will move his fixtures as soon as it
is completed. The company has furnished him with very handsome
furniture for his office. He will occupy the temporary structure
near the trestle until the company’s building on Second Street is
fitted up, when ticket offices, freight offices, waiting rooms,
etc., will be constructed. A large addition will be made to the
building.
DEDICATION OF THE ALTON RAILROAD BRIDGE
Source: Alton Telegraph, May 03, 1894
The grandest celebration in the history of Alton, and one which has
been heralded to all parts of the country, is the great May Day
Bridge Opening. Months ago the opening preparations for this gala
evetn were carefully planned by the enthusiastic Altonians, who
joined hands with the constructors of the magnificent new bridge
which spans the Mississippi from bank to bank below the bluffs of
Alton – the upcoming commercial city in the State.
Thirty-five hundred formal invitations were sent out, and the
immense throngs that came in from all parts of Illinois and Missouri
taxed the town. At an early hour this morning, the town was alive.
Business men, with flags and bunting, were at work giving the town
its holiday attire. Upon the arrival of the trains, the doubts of a
small attendance vanished. The trains loaded down with visitors,
commenced unloading their freight at an early hour. The Big Four
trains brought in visitors from Bunker Hill, Litchfield, Venice, and
St. Louis. The Chicago & Alton and Bluff Line trains added to the
throng with immense numbers from towns as far north as Bloomington.
Many of the visitors were met by friends and driven to homes
throughout the city. Numerous distinguished personages were greeted
and taken in charge by the Reception Committee. The Standard and
Hogue’s bands met the trains, and enlivened things materially. The
throng at the depot was immense. The visiting Knights of Pythias,
Uniformed Rank, were met by the home lodge, and paraded the streets
headed by a band. The crowds scattered over the city, and no lack of
amusements were furnished.
Immense crowds assembled on the riverfront to watch the arrival of
the excursion boats. The steamers Grand Republic and Pargoud brought
in numbers of visitors from St. Louis. At noon, the beautiful new
excursion steam, City of Vicksburg, arrived with the rowing clubs
aboard. The Modocs, Western, and North St. Louis teams came in force
with four hundred members and interested friends.
The Formal Opening
At 1 o’clock, the throng had gathered at the riverfront, and lined
up between Henry Street and the Union Depot. The special Bluff Line
train, bearing Acting Governor Gill and staff, had arrived at 11:15.
The Governor was
escorted by the Reception Committee to various
friends in the city. The Burlington train, with Acting Governor
O’Mears, ex-Governor E. O. Stanard, of Missouri, Mayor Waldbridge of
St. Louis, ex-Mayor Brown of Alton, the Burlington officials, and
distinguished visitors from St. Louis, did not arrive until shortly
before one o’clock. The train crossed the bridge to the east “Y” of
the trestle approach. Shortly after one o’clock, the Burlington
train of four coaches, with the Missouri Governor and staff, headed
for the Missouri shore amid the applause of the crowd, the shrieks
of engine and the Illini yacht whistles. At the center of the
bridge, the train stopped. The Bluff Line train, with Acting
Governor Gill and staff, Mayor Brenholt and daughter, Miss Edith,
who was accorded the honor of breaking the bottle of champagne,
member of the city council, Board of Trade, and press. The Bluff
Line train backed out so that the platforms of the two trains came
together in the middle of the bridge. Here, an address of welcome,
choicely worded, was made by Mayor Brenholt, followed by the
breaking of the bottle of champagne over the steel structure by the
fair christener, Miss Edith Brenholt. As she scattered the contents
on the bridge, Miss Edith pronounced these words:
“I name this bridge the Alton Bridge, and dedicate it to the cause
of commerce, and may the Giver of All Good guide and protect and
watch over it and all of us.”
The Governors then greeted each other in a formal manner. Governor
Gill’s short and pithy speech is here given:
“Illinois, third in the Union, with outstretched arms, on the bosom
of the Father of Waters, exchanges courtesies with younger Missouri,
fifth in rank, and extends a cordial welcome to the Governor of her
sister common wealth, requesting that he accept the hospitalities of
the day as guest of the prairie State.”
The reply from Missouri’s Lieutenant Governor O’Meara was a choice
but of formality made in response to the greeting of Governor Gill:
“In the name of the great commonwealth of Misssouri, whose people I
have the honor to represent on this occasion, I bear friendly
greetings and good wishes to the people of the grand State of
Illinois. In ancient times, it is related that it was the custom of
the Doge of Venice, upon assuming his office, to figuratively wed
the Adriatic by casting a mug of gold into its waves, but our States
are bound together by the great precursors of modern civilization,m
steel and stone, and stronger and more indestructible, yet are the
ties that holds us, for we are united by the brotherhood of man in
liberty, equality, and fraternity. I will not consume your time with
any extended remark at present, but will express the wish in behalf
of the three millions of people of Missouri, that the fraternal
spirit that has ever existed will last as long as the immovable
rocks on which the foundations of this magnificent structure is
placed.”
The Governors then shook hands, and the dedication was complete.
Both Governors were then taken on to the Burlington train, and both
trains headed for this side. Carriages were in waiting, and the
speakers and committees were driven to their place in the procession
then forming at city hall.
The Parade
At 2 o’clock sharp, the parade commenced to form on the west side of
the city hall. For a time, the public square was a busy scene of
arriving carriages, societies, bands, etc. Under the management of
Grand Marshal W. D. Sparks and Marshal of the Parade, A. L. Floss
and his aides, order was finally brought out of chaos, and the
confused mass at once became one of order. The procession was headed
by the Alton City Band, discoursing an inspiring tune. Next in line
came the Uniformed Rank Knights of Pythias, resplendent in showy and
beautiful uniforms. Besides the Alton lodge, there was in line White
Cross Division No. 14 of Litchfield, with 25 men, East St. Louis
with 20 members, Venice with 25, and Grafton with 20 members. The
Knights of Pythias appeared in fine style, and were greatly admired.
Next came the Standard Band, followed by the cadets of the Western
Military Academy with their officers. Then followed Acting Governor
Gill of Illinois, with his staff drawn by a handsome team of blacks,
and Lieutenant Governor O’Meara of Missouri, drawn by a spirited
team of brown horses. The Governors’ staffs were attired in full
uniform, making an imposing sight. The speakers, Mayor J. J.
Brenholt, Hon. E. O. Stanard, and Mayor Walbridge of St. Louis,
followed in a carriage. Then came the city fathers in carriages,
with the Board of Trade following. It was a beautiful line of
carriages, with thirty in procession, and extending a distance of
several squares.
The Jerseyville Band headed those on foot, the Grand Army of the
Republic soldiers and sailors, in uniform, bearing their war-stained
colors. The Fire Department, with their glittering carts, active
firemen in uniforms, made a showy appearance. Then came the
societies, trades unions, and citizens, interspersed with bands. The
procession moved in orderly affray, and took up its line of march as
follows: from city hall west to Piasa, Piasa north to Third Street,
Third Street west to Belle Street, Belle Street north to Ninth
Street, countermarch Ninth and Belle to Fourth Street, Fourth Street
west to State Street, State Street south to Second [Broadway],
Second east to Ridge Street, Ridge Street north to Fourth Street,
Fourth Street west to Henry Street, Henry Street south to Third
Street, Third Street west to speakers stand.
The Speaking
The greatest congregation of the day was at court square. The
terraces were massed with visitors. The carriages blocked the
driveways, and it was difficult to reach the stand. The speakers
committee had made thorough preparations and arrangements. The
Governors’ staffs and speakers were escorted to the stand by the
committee. At the proper time, Alton Mayor Brenholt was introduced
by Mr. L. D. Yager, to make the address of welcome. His address
aroused much enthusiasm and applause. Acting Governor Gill was next
introduced, and it was received most warmly and was admirably
delivered.
The Banquet
The grandest banquet Alton has ever known was the one that so
fittingly ended the bridge opening celebration. The success of the
banquet completed the success of the long-looked for and anticipated
bridge opening. At 8 o’clock last night, the gentlemen arrived and
were shown to the dressing rooms, about one hundred in number,
including such dignitaries as the acting Governors of the two
States, with their staffs. It was nearly nine o’clock when the gaily
decorated and festooned hall was entered. Colored streamers,
stretched from corner to corner of the hall, and twined about two
brilliant electric lights. It showed untiring efforts on the part of
the Banquet Committee to make the affair the success it was. The
gentlemen were given seats, where programs were placed. The programs
were beautiful souvenirs of the occasion. At nine o’clock, caterer
A. L. Daniels directed his corps of waiters to commence the service.
The perfect service rendered was a most pleasing feature. The tables
presented a handsome appearance, with palms and wine glasses. The
arrangement could not possibly have been improved upon. A band
opened, with strains of sweet music, and the banquet commenced. The
cups were soon filled with sherry for the first course.
The feast of reason had not but fairly started, before the flow of
soul commenced. Lieutenant Governor O’Meara of Missouri was called
upon, and responded in a very pretty speech. He was followed by the
representative of Illinois, Acting Governor Gill. The Governors
exchanged courtesies in their toasts, both praised their own States,
and each had a kindly word for the good old Bluff City. The applause
that greeted them was hearty and deserved.
The regular program was then taken up. Toastmaster G. A. McMillen
did his part admirably. His easy manner and excellent address was
used in his witty sayings to excellent advantage, and had much to do
with keeping the crowd in a round of laughter. The first toast was
“Address of Welcome” by Mayor J. J. Brenholt. It was a beautifully
worded and hearty welcome, spoken in an earnest manner. Following
the Mayor came the toast “Alton and St. Louis,” by Hon. Joseph
Brown, ex-Mayor of Alton. The gentleman arose bubbling over with
humor, and his extemporaneous talk and delightful reminiscences and
stories were listened to most attentively. Mr. Brown was in favor of
annexing St. Louis to Alton, and thought it would be well “to run
John Brenholt for Mayor of the new Alton.”
Next came “Great Engineering Feats of the Age,” by George S.
Morrison, Chief Engineer of the Burlington Road. Mr. Morrison showed
himself to be a fine speaker, as well as holding a position among
the great engineers of the age.
“Alton – Present, Past, and Future,” was the toast of Hon. Henry
Guest McPike. Mr. McPike was thoroughly versed in his subject, and
delivered it excellently, telling of the prospects of the future
great in an eloquent manner.
Next came Missouri’s Grand Old Man, ex-Governor E. O. Stanard, who
responded to the toast, “Rapid Transit.” His fine bearing and
eloquence was the cause of much enthusiasm. He spoke most favorably
of Alton, and has a warm spot in his heart for the Bluff City. His
speech brightened and colored with pretty stories, and was one of
the most pleasing of the evening.
“Alton Boys, Home and Abroad,” touched the right spot with the
audience. The toast was taken by Mr. W. E. Schweppe of St. Louis,
himself an Alton boy.
“Illinois and Missouri” was treated ably by Hon. W. A. J. Sparks of
Carlisle. Mr. Sparks was enthusiastic in his subject, and compared
the two great commonwealths to glowing terms.
“Alton in the History of Illinois,” by Hon. J. N. Perrin, was
extremely brilliant, and the silver-tongued son of St. Clair was
given an ovation. The beautiful poem written by Mrs. J. H. Raible
and published in the Telegraph yesterday was the next number, and
was read by Mr. H. B. Sparks.
Hon. Lucas Pfeiffenberger, on “The Importance of the Board of
Trade,” showed great interest in his subject, and made a very pretty
speech.
“Alton as a Home” was the last toast by Mr. William Armstrong. Mr.
Armstrong was emphatic in his praise of the site which was a mecca a
thousand years ago.
Hon. C. W. Pavey was called for, and responded in a beautiful
manner. His name was sounded through the hall to the echo at
conclusion. All the speeches were of the best, and compliments from
the visitors were liberally bestowed on the speakers. The guests
departed near morning after a very fine banquet.
A Gala Day is Passed
The gala day is passed. Complete was its success, and great will be
its benefits. The day was beautiful, and the attendance is
conservatively placed at 10,000 visitors from Illinois and Missouri.
The speaking was the great center of interest, and the addresses
made were most polished. One of the most delightful speeches of the
day was made by ex-Mayor of Alton and St. Louis, Joseph Brown. The
speech was interspersed with reminiscences of Lovejoy and the city.
Ex-Governor Stanard made an able speech, and it was received by the
audience with praises for the Missouri orator.
The boat races occurred at 5 o’clock. Two races were all that took
place. The Modoc crew was the crack team present, and won the
handsome medals furnished for the occasion. The four-oared shell
race was contested by the Modocs and St. Louis Rowing Club teams.
They started at the water works, where Mr. H. M. Schweppe had the
Nina anchored for one end of the course. The row was to the bridge
and return, around a pier. The contest was a hot one, and the Modocs
won. The medals were presented to oarsmen Arthur Eveson, Walt
Ritter, Will Godfrey, and John Buerger.
The single scull race was very interesting. The contestants were
Fred Gastreich of the Modocs, and Ferd Koenig of the Westerus.
Gastreich won the race, and the medal in a pretty contest.
After the races, the excursion boats and trains commenced loading
for the return trip, and a general scramble took place. The crowd
surged in different directions in their search for trains, and the
riverfront was black with the returning crowd.
An immense number of strangers spent the night in the city. The town
was brilliantly lighted, and the throng enjoyed themselves in
promenading the streets and watching fakirs. It was past midnight
when the city took on the usual quiet, and the people gave up the
celebration.
Additional Information
Among the visitors to the bridge dedication were: Mrs. Virginia
Quigley and Miss Jessie Palmer, who were guests of Mrs. I. B.
Curran; County Clerk Henry Wulff of Chicago, candidate for
Republican State Treasurer; Mr. William Hundley, ex-Altonian, who
came all the way from San Francisco to participate in the bridge
opening; Mr. and Mrs. John Peters of Albion, Nebraska; Mr. George
Booth, an old-time Altonian, now of Chicago (Mr. Booth settled in
Alton in 1834, and moved to Chicago in 1869; Mr. James Ryrie, after
living in the West and South for seven years, returned to Alton; and
Mr. John B. Hays, an old veteran who lives at the Soldier’s Home at
Quincy, attended the opening and toured Alton “once more before
death comes.”
A Missouri Point woman named Lucy fell off the berry boat during the
ceremonies, and went to the bottom of the river a couple of times.
She got hold of the side of a skiff the last time she came up, and
held on until bystanders came to her rescue.
The Pickpockets
Yesterday numberless criminals infested the city, and reports of
their depredations are continually being heard. Pickpockets and
all-around thieves attracted by the crowd came here, and kept the
police busy taking care of them. Four pickpockets were arrested, but
as no proof could be obtained against one of them, he was allowed to
go. One was captured while going through a lady’s pocket, and a hat
probably stolen from a leading Alton clothier was found on him.
Another was captured on a Big Four train going through the
passengers. Two were identified by Chicago and St. Louis detectives,
and were put under $500 bonds and taken to Edwardsville.
Mr. James Chessen reported to the police that his house on the
Milton Road was broken into by thieves yesterday while the family
was away. A gold watch and chain, a gold ring, and a full suit of
clothes belonging to a boy by the name of Carl Smith, living with
Mr. Chessen, were taken.
A St. Louis lady named Schroeder came up on an excursion boat, and a
pickpocket cut her dress from waist to shoes, on the levee, just
after landing. He got her purse containing $36, and passed it to a
confederate. A citizen captured the man who did the cutting, but the
money has not been recovered.
Mrs. Joseph Loehr of Upper Alton was robbed of a purse containing
$100, while standing in the crowd on Piasa Street. The thief
escaped.
TRAIN WRECK ON ALTON BRIDGE APPROACH
Source: Alton Evening Telegraph, July 24, 1903
Five cars were wrecked on the Alton bridge approach this afternoon
at about 1:30 o'clock at Henry Street. The Alton bridge engine was
pushing out on the approach of the bridge a string of 26 cars, most
of them heavily loaded. The end car belonging to the Bluff Line left
the rail and dragged off four other cars. The cars of coal and an
empty rolled completely down the embankment, and two cars of glass
bottles were turned over and left tottering on the edge of the
embankment. The train was stopped before any more cars followed down
the hill. The coal cars and empty box car were turned completely
over in rolling down the hill. The train was a long one. The engine
was far down east of the bridge approach and was behind the train.
The cars were derailed just at the cross-over to the bridge tracks
from Illinois Terminal.
RAILROAD BRIDGE BUILDER VISITS ALTON
Looks at Bridge He Constructed in 1894
Source: Alton Evening Telegraph, October 23, 1916
W. S. MacDonald, the resident engineer who constructed the Alton
bridge which was thrown open to use in 1894, was a visitor in Alton
Sunday as the guest of James Duncan and R. H. Levis. Mr. MacDonald
has made very few trips back to Alton since he left here after the
bridge was finished. He was a young man when he came here to start
work on the bridge and it was the biggest job he had tackled up to
that time. He was a highly competent man, and afterward he became a
well-known bridge builder. While here, Mr. MacDonald inspected the
bridge which he completed 22 years ago last May. He recalled that he
drove the first stake for the bridge, and that he had full charge of
its construction. He was in charge of it for a while after it was
completed. Mr. MacDonald made a trip over Alton and was astonished
at how the city had grown. He recalled how the Alton bridge was a
part of a big project to belt around East St. Louis, this fact being
indicated by its original name, the St. Clair, Madison and St. Louis
Belt Railroad Company. The dream has not yet been realized. The
panic of 1893 under Cleveland's administration, knocked out all
hopes of a realization of the project then. The bridge had no
feeders to make it prosper, it was soon in financial troubles and
later was sold to a syndicate of railroads, and they have no
interest in the belting of the city of East St. Louis. The Illinois
Terminal now has a similar project on foot, planning to make the
Alton bridge a link in the belt system that was long ago planned.
Mr. MacDonald could see that Alton, with her great manufacturing
industries, could make a much better financial proposition out of a
belt line than could have been done years ago when the bridge was
conceived. Mr. MacDonald has been in St. Louis attending the
Episcopal convention as a representative of his church in New York
City. He is now a retired, wealthy man. He had kindly memories of
Alton, and wished to see the city and the bridge that was his first
important piece of work.
