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Title: Rails Across the Mississippi: A History of the St. Louis Bridge by Robert W. Jackson ISBN: 0-252-02680-2 Publisher: University of Illinois Press Pub. Date: 01 November, 2001 Format: Hardcover Volumes: 1 List Price(USD): $34.95

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Summary: St. Louis vs Chicago in the Railroad Era
Comment: In the steamboat era, St. Louis, Gateway to the West, was the fourth largest city in the US, while Chicago was little more than a crossroads. If one were to write a history, the first chapter would be the story of the railroad system built by the State of Missouri. It included a network of roads--Missouri Pacific, Frisco, Iron Mountain, and North Missouri (Wabash)-designed to fan out across the state bringing all traffic to St. Louis. Stock was sold to land owners and county governments, who hoped railroads would increase the value of land-locked land. Bonds were guaranteed by the state.

But Chicago interests, unencumbered by threats of Civil War, won the competition. Backed by Boston financiers, they completed the Hannibal and St. Joseph (CB&Q) across the state before completion of any of the state railroads. Along the way, 43 were killed on the inaugural run of the Missouri Pacific when a bridge over the Gasconade River collapsed. Those killed included some of the most progressive boosters in the state. The state railroads went bankrupt. The state assumed their debts. Missourians paid twice for their railroads. Costs that were scandalous in construction of the Transcontinental Railroad through mountainous terrain, were paid quietly by Missourians for railroads built through their rolling hills.

In the second chapter, Missouri interests hoped that Kansas City or St. Joseph would be selected as the Eastern terminus of the Transcontinental Railroad. Possibly a Southwestern route would be built from Kansas City that would avoid the difficulties of keeping a railroad passable through the mountains in Winter. Again Chicago interests won. Omaha was selected (and railroad building across Iowa took off with vigor).

Jackson's volume describes the third chapter. Chicago had built a drawbridge across the Mississippi at Davenport, IA, in 1855, but it was destroyed by a steamboat collision and fire in 1856. A young Abraham Lincoln represented the railroad in a lawsuit filed against the bridge company (and supported by St. Louis interests). He won the argument that bridges must permit free passage of both railroads and steamboats. Now forces were building to build more Iowa bridges. St. Louis needed a bridge to compete, but the Mississippi in St. Louis is a much more formidable obstacle and bridge building was still a primitive art. Enter James Eads, not really an engineer, but a charismatic, accomplished, doer of projects. He had backing from Pennsylvania Railroad interests (the leading US railroad, whose tracks ended on the East side of the river at St. Louis). Active in the bridge project were president, J. Edgar Thompson, vp Thomas Scott, and Andrew Carnegie. Carnegie is best known as the builder of what became US Steel in Pittsburgh, but he began his career at the Pennsylvania Railroad, where his business skills were noted. He was protege to Thomas Scott. In the Eads' Bridge story, he was present as representative of Keystone Bridge, a private company founded by Pennsylvania Railroad interests to specialize in the construction of iron bridges especially for railroads. Keystone constructed the bridge to James Eads' design.

Author Jackson notes the Pennsylvania Railroad's interest in the Texas Pacific and the Northern Pacific as well as the Atlantic and Pacific (Frisco) and North Missouri (Wabash) in Missouri and suggests this indicates a desire to build a transcontinental railroad system. Its more likely the Pennsylvania thought it important to take care of its feeder lines. Railroads make their money on ton miles. Freight that runs the length of the system is most profitable. Therefore, its important for an East-West system like the Pennsylvania to maintain relationships with lines to the West so they can swap traffic. They do this with personal relationships, and by lending management expertise (as board members) and prestige to assist with financing-preferably without investing the railroad's own capital.

In an age of Enron and Adelphia, its interesting to see the ethics involved in some of the transactions. Robber barons like Jay Gould are known to have bled railroads dry while operating them in bankruptcy. Usually this was accomplished by executives personally owning businesses that sold key supplies to their own railroad-coal, railroad ties, bridges, etc. Profitable construction companies was the device used in the Credit Mobile scandal related to the Transcontinental Railroad. The book suggests that executives of the Pennsylvania Railroad also engaged in these self-dealing practices, practices that would be considered unethical today.

The book tells the full details of the construction of the bridge including the use of caissons to sink the pier foundations to bedrock and the discovery of the bends as the affliction of workers who worked in high air pressure and decompressed quickly. The bridge is mostly iron but used some of the first steel, and fabrication of this steel was troublesome. Numerous difficulties were encountered. The book includes copious illustrations. Its well written and tells the story well.

The book ends in chapter four of our railroad history. Jay Gould becomes the owner of most Missouri railroads and leasee of the Eads' Bridge. He assembled the structure (after years of delay) that finally created a terminal railroad association to construct the first Union Station and the necessary trackage to connect the bridge and the railroads of St. Louis. Other sources indicate Jay Gould's railroad empire in Missouri was assembled to force admission to the Iowa Pool, a revenue sharing arrangement for the lines that connected with the Transcontinental Railroad. He failed in that aspect, but succeeded in being a robber baron, though his empire collapsed soon after his death.

In the end, Eads' Bridge probably came too late to have much impact on the St. Louis-Chicago competition. It did alleviate a serious bottleneck that otherwise might have been a limitation, but the bridge was expensive, and the tolls charged by Jay Gould were high. According to Jackson, the bridge still had $5MM in bonded indebtedness recently-even now long after it is obsolete, but it still is a much deserved landmark to the Spirit of St. Louis.