TWENTIETH  ANNUAL  REPORT 


OF    ILLINOIS. 


Railroads,  for  the  Year  Ending  June  30,  1890. 

Grain  Inspection,  October  31,  1890. 

Office,  December  1,  1890. 


COMMISSIONERS : 

JOHN  R.  WHEELER,  Chicago,   Chairman. 

ISAAC  N.  PHILLIPS,  Eloomington.  W.  L.  CRIM,  Fkankfoet. 

J.  H.  PADDOCK,  Speingfieid,  Secretary. 


SPRINGFIELD.  ILL.: 
H.  W.  RoKKEK,  State  Pkintek. 

1890. 


OU  iJ< 


TWENTIETH  ANNUAL  REPORT. 


State  of  Illinois, 

Railkoad  and  Waeehouse  Commission, 

SpitiNGFiELD,  December  1,  1890. 

To  His  Excellency,  Hon.  Jos.  W.  Fifer,  Governor  of  Illinois: 

Id  this,  the  twentieth  annual  report  of  the  Railroad  and 
Warehouse  Commission  of  Illinois,  for  the  year  1 890,  we 
shall  attempt  to  confine  our  discussions  to  those  topics  which 
we  deem  of  practical  importance  arising  in  the  field  covered  by 
our  duties.  We  are  glad  to  be  able  to  open  this  report  with  a 
reiteration  in  substance  of  what  we  said  one  year  a,go,  namely: 
That  there  is  a  continued  tendency  toward  better  equipment  of 
railroads,  improved  road-beds,  and  safer  structures,  and,  gen- 
erally, toward  a  condition  of  greater  safety,  convenience  and 
comfort  for  the  traveling  public,  as  well  as  one  of  greater  speed 
and  efficiency  in  transportation  of  freights.  Much  remains  to 
do,  no  doubt,  to  bring  the  railroad  service  of  the  State  to  a 
condition  of  ideal  perfection.  Some  of  our  roads,  indeed,  can 
never,  under  independent  management,  perhaps  under  any  man- 
agement to  which  the3^  are  likely  to  pass,  take  rank  as  per- 
fectly safe  highways,  nor  offer  to  the  public  more  than  second 
or  third-class  accommodations.  Yet  these  weaker  roads,  with 
all  their  defects,  perform  important  functions  for  the  public ; 
and  none  of  them  could  be  dispensed  with  without  serious  in- 
convenience to  their  patrons.  When  a  road  is  once  built,  even 
though  not  justified  as  an  investment  for  capital,  and  doomed 
to  go  from  the  hands  of  one  receiver  to  those  of  another,  people 
along  the  line,  none  the  less  learn  to  depend  upon  it ;  and  the 
whole  industrial  and  social  economy  of  large  neighborhoods  of 
people  is  at  once  adapted  to  the  great  fact  of  rail  transporta- 
tion, im])erfect  though  it  be. 

It  is  this  state  of  dependence  upon  rail  highways,  into  which 
communities  of  people  so  inevitably  fall,  which  renders  a  judicious 
regulation  of  railways  by  law  so  necessary  to  the  public  welfare. 
If  the  people  become  dependent  even  upon  the  weakest  road 
which  happens  to  penetrate  to  their  neighborhood,  how  much 
more  is  this  so  in  the  case  of  the  better  and  stronger  roads. 
Of  these  stronger  roads  this  State  has  a  large  mileage;  and  of 


the  better  class  of  Illinois  roads  it  may  be  said,  without  boast- 
ing, that  in  equipment,  structures,  and  management  they  do 
not  suffer  in  comparison  with  the  very  best  in  the  United  States. 

PHYSICAL  INSPECTION   OF  ROADS. 

The  Commissioners,  accompanied  by  Secretary  James  H.  Pad- 
dock and  Consulting  Engineer  Chas.  Hansel,  have  inspected  the 
following  railroads:  Cairo,  Vincennes  &  Chicago  ("Big  Four 
Route");  Chicago  and  Ohio  River;  Chicago,  Santa  Fe  and  Cal- 
ifornia; Grand  Tower  and  Carbondale;  Illinois  Central;  In- 
diana and  Illinois  Southern;  Jacksonville  Southeastern;  Mobile 
and  Ohio;  Peoria,  Decatur  and  Evansville;  Peoria  and  Pekin 
Union;  St.  Louis,  Alton  and  Springfield;  St.  Louis,  Alton  and 
Terre  Haute;  Toledo,  Peoria  and  Western;  Terre  Haute  and 
Indianapolis  (Vandalia);  Terre  Haute  and  Peoria;  Wabash,  and 
Wabash,  Chester  and  Western. 


CAIRO,   VINCENNES  AND  CHICAGO, 

This  road  extends  from  Tilton  southwardly  through  the  east- 
ern portion  of  the  State  to  Cairo,  and  was  formerly  a  part  of 
the  Wabash,  St.  Louis  and  Pacific  Railway.  During  the  AVa- 
basli  management  the  property  was  permitted  to  deteriorate 
antil  its  physical  condition  was  very  bad.  Shortly  before  our 
inspection  was  made  the  management  of  this  line  had  been 
transferred  to  the  "Big  Four".  About  one  hundred  miles  of 
the  road  is  laid  with  sixty -pound  steel  rail.  We  found  a  con- 
siderable force  emploA^ed  in  reconstructing  bridges  and  road-bed, 
which,  if  continued,  would  greatly  improve  the  road.  We  found 
the  two  trestle  bridges  south  of  Tunnel  Hill  in  bad  condition.  As 
these  bridges  are  very  high,  being  from  sixty-five  to  ninety-four 
feet  from  creek  bed,  special  examination  was  made.  The  exam- 
ination revealed  faulty  con.stmction  and  decayed  timber,  and  a 
general  condition  so  bad  that  it  was  deemed  necessary  to  order 
new  bridges  in  their  place.  The  management  was  requested  to 
renew  these  bridges  as  soon  as  possible;  and  though  we  have 
not  been  officially  notified  of  the  fact,  we  learn  through  outside 
sources  that  the  bridges  have  been  replaced.  At  Carmi  station 
a  portion  of  the  main  track  is  used  jointly  with  the  Louisville 
and  Nashville  Railway,  the  south  switch  turning  out  of  main 
track  being  a  short  distance  from  depot  where  all  trains  stop. 
The  north  junction,  however,  is  about  fifteen  hundred  feet  from 
station.  As  operated  at  that  time  it  presented  a  constant  ele- 
ment of  danger  from  collisions,  as  the  trains  of  both  roads  ap- 
proach tlie  junction  under  full  headway,  expecting  to  find  clear 
track.  To  protect  this  point  we  ordered  both  companies  to  join 
in  the  conti'uction  and  oppration  of  a  high  semaphore  signal. 


CHICAGO  AND  OHIO  RIVER. 

This  road  extends  from  a  junction  with  the  Chicago  and  East- 
ern Illinois,  at  Sidell,  to  ()lney,  eighty-six  miles  south.  The 
original  gauge  of  this  track  was  three  feet,  which  has  since  been 
changed  to  standard  gauge.  The  rails  are  iron  and  very  light, 
ranging"  from  thirty  to  fifty  pounds.  But  thirty-seven  men 
were  engaged  in  maintenance  of  way,  a  force  inadequate  to  keep 
the  work  in  good  condition.  The  schedule  time  for  trains  is^ 
however,  very  slow  and  no  accidents  have  occurred.  For  the 
year  ending  June  30,  1889,  the  books  of  this  company  showed 
a  net  deficit  of  1689.89,  with  no  interest  paid  on  bonds.  There 
seems  to  be  no  immediate  prospect  of  improvement  in  this  road 
and  it  continues  to  furnish  reasonable  accommodations  for  such 
business  as  is  offered. 

CHICAGO,   SANTA  FE  AND  CALIFORNIA. 

This  line  extends  in  Illinois  from  Chicago  to  the  Mississippi  at 
Ft.  Madison,  two  hundred  and  thirty -five  and  one-half  miles, 
with  a  branch  from  Ancona  to  Pekin,  fifty-seven  and  nine-tenths 
miles,  including  track  of  Toledo,  Peoria  and  Western  Ry.  from 
Eureka  to  Pekin  Junction,  five  and  one-half  miles.  The  line  from 
Chicago  to  Pekin  \vas  formerly  operated  under  the  title  of  the  C,  P. 
and  S.  W.  Ry.,  and  is  laid  with  steel  weighing  seventy-one  pounds 
per  yard.  The  rail  from  Ancona  is  new.  There  are  three  hun- 
dred and  thirty-five  bridges  between  Chicago  and  Ft.  Madison, 
and  seventy-four  between  Ancona  and  Pekin.  The  most  import- 
ant structure  spans  the  Illinois  river  one  hundred  and  thirty- 
one  and  one-half  miles  from  Chicago.  The  principal  structure 
over  the  river  proper  consists  of  one  draw  four  hundred  and 
fifty  nine  and  three-tenths  feet  long,  and  three  fixed  spans  one 
hundred  and  fifty- three  feet  each.  The  east  approach  is  of  pile 
and  trestle  bents,  of  sixteen-feet  span,  five  thousand,  five  hun- 
dred and  ninety-two  feet  in  length.  The  west  approach  is  com- 
posed of  three  pile  and  two  hundred  and  thirty-five  trestle  bents 
three  thousand,  eight  hundred  and  three  feet  long.  Total  length 
of  bridge,  ten  thousand,  one  hundred  and  sixty-four  and  three- 
tenths  ifeet.  The  entire  structure  seems  to  be  in  good  repair  and 
extra  precautions  are  provided  for  the  guidance  of  enginemen 
approaching  draw  by  a  system  of  home  and  distant  signals 
operated  b}^  bridge-tender.  Considerable  improvement  is  being 
made  in  the  condition  of  the  track,  the  regular  track  force  being- 
one  man  per  mile,  which  force  is  increased  by  temporary  extra 
gangs. 

GRAND   TOWER   AND  CARBONDALE. 

This  line  extends  twenty-six  and  two-tenths  miles  from  Car- 
bondale  to  Grand  Tower. '^  The  business  of  this  road  is  piinci- 
pally  in  coal.    The  line  is  laid   with  fifty-six  pound  steel  railsj 


the  oldest  beiu^  seven  vears  in  service.  There  are  but  few 
bridges  on  this  line  and  the  physical  condition  is  in  keeping  with 
the  traffic. 


ILLINOIS    CENTEAL. 


This  line  shows  marked  improvement,  and  with  the  new  steel 
which  is  being  laid  and  other  general  betterments,  ihe  addition 
of  new  motive  power  and  coaches,  bids  fair  to  make  this  road 
one  of  the  finest  in  the  State. 


INDIANA    AND    ILLINOIS    SOUTHERN. 

This  line  extends  from  Effingham  east,  crossing  the  Wabash 
river  at  Riverdale,  fifty-three  miles.  The  original  gauge  was 
three  feet,  and  was  changed  in  1887  to  standard  gauge.  The 
original  rails  are  still  in  service  and  are  very  light,  being  but 
thirty-five  pounds  per  yard,  and  are  now  very  much  worn. 
Many  of  the  short  narrow  gauge  ties  remain  in  track.  The 
joints  are  partly  bolted  and  ties  are  not  full  spiked,  and  the 
general  condition  is  very  bad.  The  only  important  bridge  spans 
the  Embarrass  river.    This  bridge  is  a  new  through  iron  truss. 


JACKSONVILLE    SOUTHEASTERN. 

The  title  of  the  company  operating  this  line  is  the  Chicago, 
Peoria  and  St.  Louis.  The  main  line,  first  operated  as  the  J.  S. 
E.  Line,  extended  from  Jacksonville  to  Centralia.  This  line  has 
been  extended  to  Drivers  under  the  title  of  Louisville  and  St. 
Louis.  The  Litchfield,  Carrollton  and  Western,  extending  from 
Barnett  to  Columbiana,  was  added  to  the  J.  S.  E.  system.  The 
line  of  the  P.,  P.  &  J.,  extending  from  Pekin  to  Jacksonville, 
and  the  S.  &  N.  W.,  extending  from  Havana  to  Springfield,  were 
purchased  of  the  Wabash  and  added  to  the  J.  S.  E.  system.  The 
J.  S.  E.  line  is  also  operating  the  St.  Louis  and  Chicago  Rail- 
road, from  Springfield  to  Mt.  Olive,  and  have  extended  the  line 
to  East  St.  Louis.  As  will  be  observed,  the  system  known  as 
the  J.  S.  E.  Line  is  made  up  of  a  number  of  dependent  roads; 
and  while  its  corporate  name  is  not  the  J.  S.  E.,  for  commer- 
cial reasons  it  chooses  to  operate  under  that  title.  Only  a  por- 
tion of  this  road  has  been  inspected,  being  that  part  extending 
from  Pekin  via.  Springfield  to  St.  Louis.  Considerable  new  steel 
has  been  laid  between  Havana  and  Pekin,  and  some  renewals  in 
rails  have  been  made  between  Havana  and  Springfield.  Since 
the  leasing  of  the  St.  Louis  and  Chicago  line,  the  section  force 
has  been  increased  and  considerable  improvement  has  been 
made.  This  line  i':  now  finished  to  East  St.  Louis  and  the 
Santa  Fe  trains  are  running  from  Chicago  to  St.  Louis  via. 
Pekin,  using  this  line  from  Pekin. 


MOBILE    AND    OHIO. 

This  line  extends  from  Cairo  to  East  St.  Louis,  distance  one 
hundred  and  fifty-two  miles.  As  originally  constructed  it  was 
intended  for  a  narrow  gauge,  and  as  all  laws  of  gravity  seemed 
to  have  been  suspended  when  narrow  gauge  roads  were  built, 
the  present  grades  and  alignment  present  a  great  hindrance  to 
operation.  The  gauge  was  changed  to  standard  gauge  in  1886, 
and  new  steel,  weighing  sixty  pounds  per  yard,  was  laid.  Con- 
siderable work  was  performed  previous  to  our  first  inspection 
during  September,  1889,  but  owing  to  continuous  mild  weather, 
with  heavy  rain  during  the  following  winter,  the  road  bed  was 
considerably  damaged  and  it  was  necessary  to  maintain  tempo- 
ra.ry  surface  by  shiming.  A  second  inspection  was  made  during 
August  of  this  year,  when  we  found  a  large  force  of  men  at  work 
shouldering  embankments  for  ballast,  ditching  and  filling.  A 
force  with  steam  shovel  were  engaged  in  cleaning  out  cuts  and 
filling  in  openings  where  renewals  of  bridges  were  necessary. 
The  entire  line  was  busy  with  general  improvement,  w^hich  bids 
fair  to  place  it  in  better  condition  than  ever,  before  the  winter 
closes  down  work. 


PEORIA,   DECATUR  AND   EVANSVILLE. 

This  line  extends  from  Pekin  to  Grayville,  on  Wabash  river, 
two  hundred  and  three  and  six-tenths  miles.  When  inspected 
the  rail  was  fifty-six  pound  steel,  and  twenty-six  miles  old  iron. 
The  track  force  is  not  sufficient  to  maintain  the  track  properly, 
and  more  cross  ties  should  be  put  in.  We  have  advised  the 
management  that  these  renewals  must  be  made  and  the  general 
physical  condition  of  the  road  improved. 

PEORIA  AND  PEKIN  UNION. 

This  road  is  used  for  a  terminal  and  switching  road  at  Peoria 
with  a  line  extending  to  Pekin.  The  general  condition  of  the 
road  is  good.  The  bridge  crossing  the  Illinois  river  at  Lower 
Peoria  has  been  the  subject  of  special  examination  and  report. 
On  Feb.  3,  1890,  an  accident  occurred  there  of  so  serious  a 
nature  that  it  was  deemed  advisable  to  send  Mr.  Chas.  Hansel, 
Consulting  Engineer,  to  make  a  special  examination  and  report. 
It  was  found  that  the  Superintendent  of  the  P.  &  P.  U.  Ry. 
had  employed  an  expert  from  the  Detroit  Bridge  Co.  to  make 
examination  of  the  bridge,  in  December  of  1889,  with  the  view 
of  learning  if  the  bridge  was  sufficient  to  maintain  the  increased 
traffic.  No  written  report  had  been  made  up  to  the  time  of  the 
accident,  but  no  defect  was  reported  to  A^our  Commission  or 
the  railway  company.  On  the  evening  of  February  3,  a  train 
of  the  "Big  Four"  (which  company  uses  this  bridge),  composed 
of  coal  and  grain  cars,  and  pulled  by  an  engine  of  the  consol- 
idated type,   pulled    out  from    the  junction,    and  receiving  ad- 


H 

vance  signal  moved  outo  the  bridge.  The  engine  had  reached 
the  first  pier  when  the  shore  span  fell  from  under  the  tender, 
pulling  the  engine  back  and  precipitating  it  to  the  river  bot- 
tom. The  head  brakeman  and  fireman  were  caught  between 
tender  and  boiler  and  instantly  killed.  The  engineer  was  held 
by  the  legs  with  his  head  above  water,  and  although  great 
effort  was  made  to  release  him,  he  died  in  that  position.  The 
shore  end  of  the  span  remained  on  the  abutment.  The  engine 
standing  with  her  rear  drivers  on  the  bottom  of  the  river  and 
the  front  trucks  resting  against  the  pier  near  the  coping,  thus 
standing  nearly  vertical  with  the  tender  at  right  angles  to  axis 
of  engine.  As  the  lower  chord  at  point  of  fracture  was  buried 
under  the  wreck  it  was  impossible  to  determine  the  cause  of 
failure.  The  fractures  presented  to  inspection  showed  clean  and 
new.  The  main  structure  is  made  up  of  four  fixed  spans  of 
one  hundred  and  fifty  feet  each,  one  span  of  one  hundred  and 
twenty-five  feet  and  a  draw  of  three  hundred  feet.  The  fixed 
>spans  are  of  the  type  known  as  "Post's  Patent  Diagonal  Truss", 
a  combination  of  wood,  iron  and  steel.  The  span  which  failed 
was  the  shortest.  It  was  reconstructed  in  January,  1881,  by 
Rust  and  Coolidge,  bridge  builders  of  Chicago,  to  a  calculated 
moving  load  of  three  thousand  pounds  per  lineal  foot.  Com- 
pression members  (top  chords  and  struts)  and  track  stringers 
are  of  white  pine;  tensil  members  (bottom  chords,  suspension 
bars  and  counter  bars),  lateral  rods,  floor  beams  and  hangers 
of  iron;  pins  of  steel,  and  top  chord  housed  with  corrugated 
iron.  Mr.  Hansel  reported  that  the  timber  showed  sound,  but 
the  iron  and  steel  presented  a  low  grade  of  metal  and 
recommended  that  the  different  members  be  subjected  to  test 
by  machine  and  analysis  to  determine  upon  the  condition  of 
the  remaining  structure.  Samples  were  sent  to  the  Pittsburgh 
Testing  Laboratory  and  showed  as  follows:  Carbon,  0.270%; 
manganese,  0.530%;  phosphorus,  0.165%;  sulphur,  0.128%o,  and 
silicon,  0.055%.  Phosphorus  makes  steel  brittle  and  hard,  and 
the  same  is  true  to  a  less  degree  with  silicon.  Modern  specifi- 
cations for  steel  to  be  used  in  such  work  would  be  phosphorus, 
.07  to  .087o;  sulphur,  .03  to  .04%c,  and  silicon,  less  than  .02%o. 
By  comparison  with  the  results  obtained  it  will  be  seen  that 
the  ratio  was  greater  in  the  specimen  tested.  In  the  testing 
machine  the  steel  fell  below  the  general  requirements  in  elonga- 
tion, reduction  of  area  and  character  of  fracture,  showing  a  re- 
markably poor  piece  of  steel.  The  iron  was  defective  in  tensil 
strength  and  in  bending  cold.  Iron  subject  to  tensil  strain 
should  be  bough,  ductile,  of  uniform  texture  and  capable  of 
bearing  or  snstaining  not  less  than  fifty  thousand  pounds  per 
square  inch  of  sectional  area.  When  tested  in  large  and  long 
lengths  it  should  have  an  elastic  limit  of  not  less  than  twenty- 
six  thousand  pounds  per  square  inch.  The  reduction  of  break- 
ing area  should  average  .25%o  of  the  original  area,  and  the 
elongation  of  the  bar  before  rupture  should  be  at  least  .15%; 
and  when  cold,  a  round  bar  one  and  one-half  inches  in  diameter 


9 

must  bend  throiio-h  oue  hundred  and  eighty  degrees  without 
fracture.  The  speciineus  Ml  far  below  the  standard,  and  a  copy 
of  Mr.  Hansel's  report  was  furnished  the  manag-ement  of  the  P. 
&  P.  U.  Co.  with  instructions  to  make  such  renewals  as  Mr. 
Hansel  deemed  necessary,  and  that  in  operating,  no  greater 
moving  load  will  be  allowed  than  will  sti*ain  to  exceed  two 
thousand  pounds  per  foot  on  any  span;  and  that  all  trains 
must  be  held  to  a  speed  not  to  exceed  six  miles  per  hour.  Gen- 
eral Superintendent  M.  S.  Connors,  advises  by  letter  that  a 
bridge  is  being  built  at  King  Bridge  Company's  w'orks,  and 
that  it  is  hoped  to  have  it  in  place  soon. 

ST.   LOUIS,   ALTON  AND  SPRINGFIELD. 

This  line  was  formerly  operated  by  the  Wabash,  and  extended 
from  Bates  to  Grafton.  After  the  sale  to  the  St.  Louis,  Alton 
and  Springfield  Company,  a  branch  line  was  built  from  New- 
bern  to  Alton,  thirteen  and  four- tenths  miles.  Between  Newborn 
and  Elsah  the  line  was  temporarily  built  over  the  hill,  necessitat- 
ing heavy  grades,  curvature  and  extensive  bridging.  The  com- 
pleted line  contemplated  a  tunnel,  which  was  commenced  and 
abandoned  after  considerable  work  had  been  done.  The  building^ 
of  this  line  required  many  high  and  extensive  bridges,  and  at  the 
time  the  road  was  taken  from  the  Wabash  management  the 
physical  condition  was  poor,  and  little  had  been  done  to  renew^ 
the  structures  and  roadbed.  Complaint  was  made  that  some  of 
the  bridges  were  dangerous  for  traffic.  Mr.  Chas.  Hansel  was 
ordered  to  make  a  thorough  examina.tion  of  the  entire  line,  and 
make  special  report  on  each  bridge.  This  examination  was  made 
by  him.  The  general  officers  accompanied  him,  and  a  stop  was 
inade  at  each  bridge,  where  the  timber  was  carefully  examined 
by  boring  and  prodding.  Mr.  Hansel's  report,  which  is  on  file 
in  this  office,  describes  in  detail  each  bridge,  and  the  kind  and 
number  of  members  necessary  to  renew  in  order  that  the  bridges 
might  be  safe  for  traffic.  We  find  from  his  report  that  there 
are  one  hundred  and  nine  bridges  on  this  line,  having  a  total 
length  of  fifteen  thousand  one  hundred  and  sixty-two  feet.  The 
repairs  indicated  as  necessary  on  bridges  between  Newbern  and 
Elsah  would  involve  a  considerable  expense,  and  the  company 
was  given  the  choice  of  making  such  repairs  or  abandoning  the 
track.  They  chose  to  abandon  the  track,  which  was  taken  up 
between  Jan.  1,  1890,  and  Sept.  16,  1890.  This  removal  aban- 
doned four  thousand  two  hundred  and  eightj'-one  lineal  feet  of 
dangerous  bridging,  and  is  generally  satisfactory,  In  order  to 
connect  with  Elsah  and  Grafton,  it  was  necessary  to  build  from 
Piasa,  on  the  Alton  branch,  up  the  river  to  Elsah,  distant  five 
miles.  This  line  is  now  completed.  The  Alton  branch  is  laid 
with  fifty-six  pound  steel,  the  original  line  being  ii'on  of  same 
weight.  The  road  needs  sixty  thousand  cross  ties  and  general 
repairs.  The  report  made  by  Mr.  Hansel  was  sent  the  manage- 
ment, with  instructions  to  comply  with  recommendations  con- 
tained therein.    The  road  is  now  in  the  hands  of  a  receiver,  wha 


is  authorized  to  isvSue  f300,000  in  receiver's  certificates.  This 
money  is  intended  for  the  rebuilding  of  the  road  and  relaying 
fifty-one  miles  with  sixty  pound  steel.  Considerable  improve- 
ment has  been  made  in  this  line,  yet  much  remains  to  be  done. 

ST.  LOUIS,  ALTON  AND  TERRE  HAUTE. 

This  line  extends  from  East  St.  Louis  to  Eldorado,  with 
branch  from  Pinckneyville  to  Pellonia,  opposite  Paducah,  and 
from  Belleville  to  East  Carondelet.  The  line  is  laid  with  sixty 
pound  Edgar  Thompson  steel.  There  are  no  bridges  of  impor- 
tance. The  maximum  grade  is  seventy-eight  feet  per  mile.  Con- 
siderable improvement  has  been  made  on  this  line  during  the 
past  season. 

TOLEDO,   PEORIA  &  WESTERN. 

This  line  extends  from  Hamilton  and  Warsaw  to  State  Line, 
with  branch  from  LaHarpe  to  Iowa  Junction.  When  this  road 
was  taken  from  the  Wabash  system  the  physical  condition  was 
poor.  Soon  after  the  new  company  commenced  operating  the 
road  the  Chats  worth  wreck  occurred.  This  was  a  severe  blow  to 
the  new  company.  A  meeting  of  the  directors  was  held  at  once, 
when  it  was  determined  to  advance  funds  to  meet  the  payment 
of  claims  amounting  to  over  |300,000.  As  there  were  no  funds 
in  the  treasury,  this  advance  was  made  by  the  directors,  which 
was  highly  creditable  to  them.  Since  that  time  the  road  has 
been  making  steady  improvements,  filling  in  trestles  and  re- 
newing bridges.  The  combination  draw  bridge  crossing  the  Illi- 
nois river  at  Peoria  was  replaced  this  season  by  a  new  bridge 
of  iron  and  steel.  This  bridge  consists  of  two  through  fixed 
spans,  one  hundred  and  forty  eight  feet  and  eight  and  one-half 
inches  from  center  to  center  of  end  pins,  and  one  draw  two  hun- 
dred and  eighty  five  feet  and  six  inches  from  center  to  center  of 
end  pins.  'The  old  piers  were  fitted  with  new  seats,  and  the  en- 
tire structure  is  now  first-class.  This  bridge  cost  $48,605.30, 
and  was  opened  for  traffic  November  9,  1890.  A  new  bridge 
for  Spoon  River  is  now  building,  which  will  cost  f  9,000.  These 
two  streams  are  the  only  important  ones  crossed  by  this  line. 
These  improvements  were  carried  on,  notwithstanding  the  books 
of  the  companv  showed  a  net  deficit  of  $16,883.99  for  year  end- 
ing June  30,  1889. 

VANDALTA  LINE. 

This  road  extends  from  East  St.  Louis  to  Terre  Haute;  line 
in  Illinois,  one  hundred  and  fifty-eight  and  three-tenths  miles.  The 
track  is  ballasted  throughout,  forty-two  miles  of  rock  ballast  on 
west  end,  the  rest  gravel.  From  East  St.  Louis  east  twenty-two 
miles  the  rail  is  seventy-pound  steel.  All  main  track  turnouts  have 
point  switches  and  spring-frogs,  and  the  entire  lineis  full  bolted  and 
spiked.      All  necessary  highway  signs,  whistling  posts,  mile  posts. 


11 

cattle  guards  and  cross  and  line  fences  are  in  place.  Cross  fences 
are  whitewashed  and  switch  stands  clean  and  well  kept.  Fifteen 
hundred  feet  of  wooden  brido;es  have  been  replaced  bj^  earth  with 
stone  culverts. 

The  business  is  nearly  all  through.  The  heavy  power  and 
long  trains  necessitate  close  attention  to  maintenance  of  way, 
and  the  fact  that  no  person  was  injured  by  derailment  or  col- 
lision during  the  year  ending  June  30,  1889,  is  evidence  of 
careful  and  intelligent-  supervision.  The  road  is  in  every  way 
first-class. 

WABASH. 

That  portion  of  this  road  which  extends  from  Effingham  to 
Bement,  and  from  Bement  to  Springfield  was  inspected.  The 
track  from  Decatur  to  Bement  is  an  example  of  the  most  fin- 
ished work  on  this  road.  All  the  traffic  to  Toledo  and  Chicago 
from  St.  Louis,  Keokuk,  Quincy,  Hannibal  and  intermediate 
stations  passes  over  this  twenty  miles  of  track.  It  is  well  tied 
and  ballasted  and  laid  with  heavy  steel.  All  traffic  is  opei-ated 
under  the  absolute  station  block  system.  All  switches  and  frogs 
are  of  the  most  approved  pattern,  and  the  track  is  first-class 
throughout.  The  line  from  Bement  to  Effingham,  sixty-two 
miles,  has  been  greatly  improved  and  is  sufficient  for  the  traffic 
The  line  from  Decatur  to  Springfield  is  an  example  of  track 
which,  while  not  equal  to  the  best  portions  of  the  road,  is  much 
better  than  the  branch  lines,  and  bids  fair  to  equal  the  best. 

WABASH,  CHESTER  AND  WESTERN. 

This  road  extends  from  Tamaroa  on  the  Illinois  Central,  to 
Chester,  40.7  miles.  The  track  is  laid  with  sixty  pound  steel, 
ties  are  good,  and  although  there  is  no  ballast  the  surface  and 
line  are  good.  There  are  no  bridges  of  importance,  and  the  ac- 
commodations seem  to  be  sufficient  for  the  business  offered. 


IMPROVEMENTS. 

During  the  past  year  many  notable  buildings  and  bridges 
have  been  constructed  for  the  convenience  of  traffic  and  the 
safetj^  and  comfort  of  passengers.  The  finest  station  building 
in  the  west  has  been  finished  this  year,  namely,  the  Grand  Cen- 
tral Station  in  Chicago,  on  the  corner  of  Harrison  street  and 
Fifth  avenue.  This  station  is  intended  for  the  use  of  the  Chi- 
cago and  Northern  Pacific  Railroad,  the  Wisconsin  Central  lines, 
and  the  Chicago,  St.  Paul  and  Kansas  City  Railroad.  The 
building  has  a  frontage  of  two  hundred  and  twenty-six  feet  on 
Harrison  street,  and  eight  hundred  and  thirty-seven  on  Fifth 
avenue.  A  portion  of  the  building  is  seven,  and  the  remainder 
four  stories  in  height,  with  a  tower  two  hundred  and  twelve  and 
one-half  feet  high  above  the  sidewalk.     Facing  upon  Harrison 


12 

street  is  a  very  large  carriage  court  one  hundred  and  seventeen 
feet  deep  a,nd  one  hundred  and  forty-nine  feet  wide.  The  train 
shed  is  five  hundred  and  sixty-two  feet  from  out  to  out,  having" 
a  clear  width  of  one  hundred  and  nineteen  feet.  The  depot 
tracks  and  station  yard  switches  are  controlled  by  a  twenty- 
four  lever  electro-pneumatic  signaling  and  switch  machine.  No 
expense  has  been  spared  to  make  this  the  finest  station  in  Chi- 
cago, complete  in  all  its  appointments  and  grand  in  its  design. 

The  St.  Louis  Merchants'  bridge,  which  was  opened  May  3, 
1890,  is  worthy  of  mention,  it  being  the  second  bridge  con- 
necting Illinois  with  Missouri  at  St.  Louis.  This  bridge  was 
designed  by  Messrs.  Morrison  &,  Corthell,  and  built  under  the 
supervision  of  E.  L.  Corthell,  of  Chicago.  The  east  approach  to 
the  bridge  is  made  on  wooden  trestle  bents.  The  Chicago  and 
Alton,  "Bee  Line,"  and  Wabash  Railroads  are  spanned  by  a 
truss  one  hundred  and  seventy-five  feet  in  length  with  a  forty 
foot  girder. 

The  style  of  the  three  spans  of  the  main  bridge  is  a  double 
intersection  pin  connected  truss,  with  horizontal  bottom  chord 
and  a  curved  top  chord.  The  entire  structure  is  of  steel,  except 
pedestals  and  ornamental  parts,  which  are  of  cast  iron,  and 
nuts,  swivels  and  clevises,  which  are  of  wrought  iron.  The 
entire  bridge  and  approaches  is  built  for  double  track.  The 
cost  of  this  bridge  is  about  |4, 000, 000,  the  company  having 
an  authorized  capital  stock  of  |2, 000,000,  and  an  authorized 
issue  of  first  mortgage  bonds  of  $2,000,000.  Owing  to  the  de- 
lay in  completing  terminals  in  St.  Louis,  the  bridge  is  not  open 
for  regular  trafiic.  The  terminals  on  Illinois'  shore  are  being 
completed,  and  it  is  expected  that  arrangements  will  soon  be 
completed  to  accept  all  business  offered. 

CLASSIFICATION    OF    ROADS. 

We  have  recently  completed  a  re-classification  of  the  railroads 
in  lUinois.  For  a  time  we  had  in  contemplation  the  making- 
of  three  classes  of  roads.  A,  B  and  C;  but  upon  an  examina- 
tion of  the  tabulated  statistics  for  the  year  ending  June  30, 
1890,  we  concluded  that  no  reason  existed  for  making  a  third 
class  which  had  not  existed  at  the  time  the  former  classifica- 
tions were  made;  and  on  full  reflection,  we  finally  determined 
to  adhere  to  the  division  of  roads  into  two  classes.  Some  of 
the  roads  whicli  were  formerly  classed  as  "B"'  roads  have  been 
in  the  new  classification,  put  into  the  "A"  class.  The  number 
of  such  roads  is  not  great  and  the  classification  as  it  now  stands 
leaves  the  roads  in  the  State  about  equally  divided  in  number 
between  clas.ses  "A''  and  "B."  This  classification  of  roads  is 
not  in  many  cases  very  important.  There  are  few  class  "B" 
roads  which  do  not  at  some  points  on  the  line  come  into  com- 
petition with  roads  of  class  "A,"  and  wherever  they  do  so, 
they  are,  of  course,  under  the  necessity  induced  by  competition, 
of  makino-  their  rates  conform  to  the  lower  rates  of  the  class 


13 

"A"  roads;  and  since  the  law  requires  the  roads  to  base  their 
rates  upon  distances,  the  competing-  rates  fixed  at  these  points 
must  of  course  influence  the  rates  at  intermediate  ]3oints  so 
that  frequently  in  the  case  of  a  "B"  road  which  penetrates  ter- 
ritory which  is  also  penetrated  by  one  or  more  "A"  roads,  the 
rates  are  by  the  necessities  of  the  situation  almost  equalized. 
However,  there  are  some  weaker  roads,  which  have  a  hard 
struggle  for  existence,  and  which  are  enabled  by  being  classed 
"B"  to  get  a  slightly  increased  revenue.  The  difference,  how- 
ever, in  our  schedule  of  rates  for  "A"  and  "B"  roads  does  not 
exceed  five  per  cent,  and  that  only  upon  certain  articles  and 
classes.  This  is  a  much  less  difference,  wc  note,  than  the  differ- 
ence made  in  the  tariffs  of  other  states  between  their  different 
classes  of  roads. 

It  sometimes  happens  that  the  same  company  operates  sev- 
eral different  lines  of  road,  some  of  which  lines  yield  much 
greater  revenues  than  other  lines  operated  by  the  same  com- 
pany, but  in  nearly  all  such  cases  the  company  makes  one  re- 
port for  all  its  lines  so  that  the  Commission  have  no  basis  upon 
which  it  could  make  any  difference  in  the  classification  of  the 
different  lines  of  the  same  company.  We  see  nothing  in  the 
law  which  would  prevent  us  from  doing  this  provided  the  ac- 
counts of  the  companies  were  kept  in  such  a  way  as  to  furnish 
us  a  basis  for  separate  line  classification.  This  is  a  measure 
which  we  have  not  so  fully  considered  as  to  enable  us  to  ex- 
press a  definite  opinion  as  to  its  utility,  though  we  have  the 
matter  under  consideration  and  may  act  upon  it  soon. 

IMPROVED    COUPLINGS,    BR.^iKES    AND    OTHER    RAILWAY    APPLIANCES. 

We  stated  in  our  report  of  last  year  that  we  were  engaged  in 
making  certain  investigations  covering  the  subject  of  improved 
safety  appliances  for  raih'oads  so  far  as  the  same  relate  to  the 
safety  of  the  traveling  public,  and  of  the  lives  and  limbs  of  railwaj^ 
employes.  This  investigation  we  have  continued  during  the  past 
3'ear,  and  the  more  the  subject  has  been  examined  the  greater 
has  its  importance  seemed  to  the  Commissioners,  and  the  more 
difficult  has  it  seemed  to  treat  the  subject  in  a  fitting  manner 
in  a  report  of  this  kind.  The  only  object,  perhaps,  of  our  dis- 
cussing the  subject  at  all  is  to  throw  such  light  upon  it  by 
giving  information  to  your  Excellency,  and  through  you  to  the 
General  Assembly  of  the  State,  as  may  lead  to  wise  legislation 
in  the  direction  of  requiring  the  use  of  better  equipments  to  the 
end  that  human  life  may  be  preserved.  When  it  is  considered 
that  in  round  numbers  two  thousand  railway  employes  were 
killed  and  over  twenty  thousand  were  injured  in  the  United 
States  during  the  year  ending  June  30,  1889,  the  dangerous 
nature  of  railway  employment  becomes  apparent,  the  same  be- 
ing one  death  for  ever^^  three  hundred  and  fifty-seven  employed 
in  operation  and  one  injured  for  every  thirty-five  men  so  em- 
ployed.   These  figures  embrace  the   entire  country.    We  speak 


14 

particularly  of  employes  of  railroads  for  the  reason  that  while 
safety  appliances  are  calculated  in  a  considerable  degree  to  in- 
crease the  safety  of  passengers  they  have  a  more  direct  reference 
to  the  safety  of  those  who  operate  trains. 

We  know  it  will  be  said,  as  it  has  often  been  said,  that  the 
running-  of  railroad  trains  is  a  hazardous  calling,  known  to  be 
such  by  all  men,  and  that  when  a  man  enters  upon  such  a  haz- 
ardous calling  he  does  so  with  his  eyes  open,  and  takes  the  risk 
of  maiming  and  killing,  which  is  well  known  to  be  incident  to 
the  employment.  It  is  also  said  that  the  scale  of  wages  is 
adapted  to  the  hazard  of  the  business  and  that  men  elect  to 
take  the  chances  for  the  increased  pay  when  they  enter  upon  the 
business  of  railroading. 

This  nia}^  be  all  true  enough,  looking  at  the  matter  from  a 
cold  legal  standpoint,  but  it  ought  not  to  still  the  voice  of  the 
public  conscience  nor  answer  the  demands  of  humanity.  Those 
who  enter  upon  these  dangerous  callings  are  almost  alwaj's 
young  men.  many  of  them  boys,  to  whom  the  prospect  of  a 
dangerous  occupation  has  few  terrors  but  rather  tends  to  stim- 
ulate their  natural  confidence  and  buoyancy  of  spirit.  The  so- 
licitude of  the  law  for  the  protection  of  such  should  rather  be 
increased  than  diminisned  because  they  are  brave  of  heart  in 
the  consciousness  of  youth  and  strength.  Whatever  can  be 
legally  done,  without  oppressing  or  crippling  railway  compa- 
nies, for  the  protection  of  such  should  be  done  in  obedience 
to  the  dictates  of  humanity,  no  less  than  in  furtherance  of 
good  railroad  practice,  which  will  tend,  incidentalh%  strongly  to 
insure  the  safety  and  welfare  of  the  traveling  public,  whose  in- 
terest in  the  matter,  though  less  urgent  than  that  of  railroad 
employes,  is  not  by  any  means  to  be  overlooked. 

Those  who  make  the  laws  are  in  but  very  rare  cases  railway 
experts.  Few  of  the  law-makers  have  had  any  personal  exper- 
ience which  enables  them  to  know  what  may  be  done  in  a  prac- 
tical way  to  diminish  the  terrible  fatality  of  railway  service.  In 
no  field  has  the  ingenuity  of  this  inventive  age  been  more  active 
than  in  devising  improved  railway  machinery.  So  many  appli- 
ances are  offered  to  the  public  chat  it  would  be  confusing  to  the 
mind  of  any  but  a  practical  expert  to  attempt  to  say  what  is 
practicable  and  what  is  not  with  reference  to  the  equipment  of 
railroads.  The  roads  can  not,  of  course,  adopt  every  new  un- 
tried device  which  is  offered  them,  but  in  certain  fields  practical 
tests  have  been  made,  such  as  in  the  matter  of  couplings,  train 
brakes,  heating  and  lighting  of  coaches  and  the  like,  winch  put 
these  matters  beyond  the  domain  of  mere  experiment,  and  show 
conclusively  that  better  things  are  within  reach. 

In  view  of  the  character  of  this  subject,  we  determined  that 
the  best  method  of  getting  needed  information  before  your  Ex- 
cellency and  tlie  (jienei-al  Assembly  on  which  desired  action  miglit 
be  based,  would  be  to  cause  a  competent  expert  to  review  the 
whole  subject  of  safety  railway  appliances.    We  accordingly,  on 


15 

the  23d  day  of  July,  1890,  directed  Mr.  Chas.  Hansel,  our 
cousulting-  eno-ineer,  who  is  one  eminently  qualified  by  experience 
and  study  to  ti*eat  this  theme,  to  prepare  for  us  a  comprehen- 
sive report  upon  this  most  important  subject.  The  report  of  Mr. 
Hansel,  prepared  in  pursuance  of  such  request,  we  herewith 
transmit  to  your  Excellency,  and  make  the  same  a  part  of  this 
report.  It  will  be  found  printed  in  full  in  this  cover,  and  speaks 
so  well  for  itself,  that  we  need  not  occupy  space  in  any  exposi- 
tion of  its  contents,  but  would  rather  refer  to  it  as  a  whole  as 
containing  matter  which  will  prove  of  great  interest  to  those 
who  recommend  and  pass  laws  for  the  public  good. 

Before  leaving  this  subject  we,  however,  feel  constrained  to 
here  emphasize  the  great  necessity  of  hastening  as  much  as 
possible  the  universal  introduction  of  two  appliances  which  have 
particular  relation  to  the  safety  of  trainmen,  and  the  practica- 
bility of  which  has  been  fully  demonstrated,  namely  :  (continuous 
train  brakes,  and  automatic  couplers  for  freight  trains  and  cars. 
Of  the  two  thousand  railway  employes  killed  in  the  United 
States  in  the  past  year,  three  hundred  were  killed  in  the  coupKng- 
and  uncoupling  of  cars,  and  four  hundred  and  ninety-three  were 
killed  by  falling  from  trains  and  engines,  and  of  the  injured, 
six  thousand  seven  hundred  and  fifty-seven  were  injured  in  the 
coupling  and  uncoupling  of  cars,  and  two  thousand  and  eleven 
in  falling  from  trains  and  engines.  Thus  we  have  in  the  United 
States  in  one  year  seven  thousand  and  fifty-seven  persons  killed 
and  injured  in  the  act  of  coupling  and  uncoupling  cars  alone, 
and  two  thousand  five  hundred  and  four  killed  and  injured  in 
falling  from  trains.  Those  thus  killed  and  injured  in  falling  from 
trains,  no  doubt,  in  most  cases  came  to  their  injuries  while  en- 
gaged in  setting  brakes  upon  the  tops  of  freight  trains,  a  most 
hazardous  business,  the  necessity  of  which  would  be  entirely 
dispensed  with  if  train  power  brakes  were  used  on  freights  which 
could  be  operated  from  the  locomotive  instead  of  hand  brakes 
which  must  be  set  separately   by  men  running  from  car  to  car. 

Experience  has  fully  demonstrated  the  efficiency  of  automatic 
couplers  and  of  train  brakes  in  actual  practice  upon  passenger 
trains,  which  latter  trains  are  now  nearly  all  equipped  with  the 
improved  couplers  and  brakes.  No  reason  is  perceived  why 
freight  trains  could  not  be  equipped  in  the  same  way.  The  first 
expense  would  no  doubt  be  considerable,  but  we  firmly  believe 
when  all  phases  of  the  question  are  considered,  that  in  the  end 
it  would  be  economy  for  the  companies  to  equip  their  freight 
trains  as  to  couplers  and  brakes  in  the  same  manner  that  all 
first-class  companies  long  since  equipped  their  passenger  trains. 
The  transition  period  between  the  two  systems  will  necessarily 
be  fraught  with  much  danger  and  should  be  made  as  short  as 
possible  when  once  it  is  determined  to  enforce  this  large  and 
salutary  reforu]. 

It  is  not  our  purpose  to  recommend  particular  pitents  or  ap- 
pliances, but  rather  to  endeavor  to  give  information  through 


1() 

the  medium  of  this  report  to  the  legal  functionaries  of  the  State. 
Hence  with  the  observations  above  made,  and,  referring  again 
to  the  able  paper  of  Mr.  Hansel,  we  submit  this  subject  for  your 
candid  consideration. 

CROSSINGS  AND  CROSSING  EQUIPMENTS. 

In  our  report  for  the  year  1889,  we  briefly  called  attention 
to  the  subject  of  interlocking  and  signaling  devices,  and  spoke 
with  approval  of  their  introduction  at  the  various  crossings  in 
this  State.  We  then  said,  "Inasmuch  as  such  interlocking  sys- 
tems can  at  present  be  introduced  only  by  the  mutual  agree- 
ment of  the  companies  controlhng  the  crossing  tracks,  and  the 
difficulty  of  arriving  at  such  agreement  often  prevents  the  in- 
troduction of  interlocking  machines  where  the  public  good 
really  requires  them,  we  think  it  advisable  that  a  law  be 
enacted  under  which  some  proper  tribunal  would  be  designated 
to  hear  the  cases  where  there  is  disagreenaent  between  the  cross- 
ing roads,  and  with  power  to  make  such  order  covering  the 
case,  as  may  be  found  under  all  circumstances  to  be  for  the 
public  good." 

Our  observation  and  experience  since  that  report  was  submitted 
have  fully  confirmed  our  expressed  conviction  that  additional 
legislation  is  necessary  to  compel  the  proper  interlocking  of 
crossings.  The  number  of  grade  crossings  in  this  State  is  very 
large.  There  are  two  hundred  and  thirty-one  stations  where 
roads  cross,  not  including  crossings  in  the  cities  of  Chicago, 
East  St.  Louis  and  other  railroad  centers  where  tracks 
are  concentrated.  We  have  no  reliable  data  for  fixing  with 
certainty  the  number  of  crossings  in  the  large  cities,  but  con- 
sider that  a  conservative  estimate  would  place  the  total 
number  of  grade  crossings  in  the  State  at  not  less  than  seven 
bundled.  Of  this  large  number  only  thirty -four  have  been 
equipped  with  interlocking  and  signaling  devices.  Those  cross- 
ings that  have  been  so  equipped  and  are  now  operated  un- 
der permits  issued  by  the  Commission  are  shown,  together 
with  the  style  of  each  machine,  by  the  following  table: 


17 


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18 

This  leaves  the  approximate  number  of  six  hundred  and  sixt^^-six 
crossiuj^'s  unequipped  with  any  devices  for  the  protection  of  life  and 
property  at  said  crossings;  and  we  have  reason  to  believe  that  the 
employes  of  roads  do  frequently,  either  through  negligence  or 
purposely,  disregard  the  statute  which  requires  that  all  trains 
shall  come  to  a  full  stop  before  passing  over  the  crossing  of 
another  road,  unless  authorized  to  do  so  by  a  permit  of  the 
Commission,  which  can  only  be  given  when  the  crossing  is. 
properly  interlocked. 


THE   JACKSONVILLE    DISASTER. 

The  recent  appalling  disaster  at  the  crossing  of  the  Chicago 
and  Alton  and  Wabash  roads,  at  Jacksonville,  Illinois,  though 
happening  after  the  date  of  this  report,  is  thought  of  so  much 
importance  that  it  should  be  mentioned  here  and  considered  in 
connection  with  the  topic  of  needed  legislation.  We  have  been 
at  some  pains  to  collect  the  facts  surrounding  this  accident,  so 
far  as  the  same  might  guide  us  in  our  duties  with  I'eference  to 
matters  of  this  kind.  Our  function  in  the  premises  can,  of 
course,  be  no  more  than  the  recommendation  of  such  measures 
for  the  consideration  of  your  Excellency  and  the  General  Assem- 
bly as  may  hereafter  tend  to  prevent  what,  in  this  case,  seems^ 
a  needless  loss  of  human  life. 

The  facts  ol  the  Jacksonville  disaster  are  in  brief  these:  On 
the  night  of  Dec.  5,  1890,  the  Kansas  City  limited  express  on 
the  Chicago  and  Alton  road  had  made  its  regular  stop  at  the' 
Jacksonville  station,  and  was  standing  with  the  chair  car  of 
the  train  immediately  across  the  track  of  the  Wabash  road. 
The  train  was  about  thirty  minutes  late.  Had  it  been  on  time 
it  would  have  been  out  of  the  way,  and  the  crossing  wa^uld  have 
been  clear.  It  is  the  custom,  we  believe,  of  the  Alton  road  to 
stop  its  west  bound  trains  across  the  Wabash  track  at  this 
place,  the  depot  being  so  located  as  to  render  that  necessary. 
While  this  is  in  itself  bad  practice,  we  realize  that  in  the  case 
of  joint  depots  at  the  junction  of  roads  it  is  not  uncommon  for 
the  location  to  be  such  that  trains  stop  across  the  tracks  of 
other  crossing  roads;  and,  so  long  as  the  employes  of  both 
companies  obey  the  law,  there  is  no  need  of  any  resulting  acci- 
dent. The  law  expressly'  directs  each  engineer  in  charge  of  a 
ti'ain  to  come  to  a  full  stop  wdthin  eight  hundred  feet  of  any 
railroad  crossing,  and  ascertain  that  the  track  is  clear  before 
proceeding  with  his  train.  Had  this  injunction  of  the  statute 
been  obeyed  by  the  Wabash  engineer,  he  would  not  have  pro- 
ceeded until  the  crossing  was  cleared  hy  the  express  train  of  the 
Chicago  and  Alton.  It,  however,  appears  clearly  from  the  evi- 
dence that  the  Wabash  engineer  made  little  or  no  effort  to  com- 
ply with  the  law,  notwithstanding  his  testimony  to  the  contrary. 
The  engineer  of  the  Alton  train  heard  the  train  approaching 
u])on  the  Wabash  road,  which  train  was  loaded  with  coal, 
and    realizing  from    the   i-ate    of   speed    the  train  was  making 


19 

that  it  was  probably  not  under  the  control  of  the  engineer,  at- 
tempted to  pull  his  train  off  the  crossing-,  but  succeeded  only  in 
pulling  up  one  car  length,  bringing  the  middle  of  the  sleeping- 
car  "Matterhorn"  immediately  aci'oss  the  Wabash  track,  at 
which  juncture  the  Wabash  locomotive  crashed  through  the 
sleeper,  instantly  killing  two  men  and  injuring  others,  one  so 
sevei-ely  that  he  soon  afterwards  died.  The  clean  manner  in 
Avhich  the  locomotive  cut  through  the  sleeping  car  makes  it 
very  evident  that  the  Wabash  train  must  have  been  proceeding 
at  a  high  rate  of  speed ;  and  such  a  rate  of  s]jeed  at  this  point 
of  crossing  cannot  be  at  all  reconciled  with  the  Wabash  en- 
gineer's statement  that  he  shut  the  steam  off  of  his  locomotive 
one  and  a  half  miles  before  reaching  the  Alton  crossing.  There 
is  between  the  point  designated  by  him  as  the  one  at  which  he 
shut  off  steam  and  the  Alton  crossing  a  sharp  up-grade  near 
three-quarters  of  a  mile  in  length.  It  is  scarcely  conceivable 
that  the  train,  although  a  heavy  one,  would  by  its  own  mo- 
mentum have  climbed  this  grade  and  struck  the  Alton  train 
with  such  velocity'  had  the  steam  been  shut  off  at  the  point 
stated,  even  though  no  brakes  had  been  set;  and  when  the  test- 
imony of  the  engineer,  that  he  called  three  times  for  brakes, 
and  that  of  the  Wabash  brakemen,  that  they  answered  said 
call  by  setting  brakes  as  fast  as  they  could,  are  remembered  and 
considered  in  connection  with  the  great  force  of  the  blow  upon 
the  Alton  train,  the  incredible  character  of  the  testimony  reaches 
the  limits  of  the  impossible.  The  case  looks  much  to  us  as 
though  the  Wabash  engineer  Avas  either  wholly  inattentive,  or 
else  intended  to  run  the  crossing  without  stopping,  relying  upon 
the  fact  that  the  Alton  had  no  traii>  due  to  be  at  the  Jackson- 
ville crossing  at  that  time,  and  that  the  hour  was  late  enough  so 
the  infraction  of  law  was  not  likely  to  be  observed  and  reported. 

We  have  on  file  all  the  evidence  taken  in  regard  to  said  dis- 
aster, and  we  have  obtained  a  profile  of  the  Wabash  road  show- 
ing grades  as  they  affect  the  question  of  stopping  this  train. 
Had  the  engineer  given  the  signals  as  he  states,  and  the  brake- 
men  obeyed  them  as  they  state,  the}^  would,  we  think,  have  set 
every  brake  on  the  train  before  it  arrived  at  the  crossing;  and 
besides,  unless  the  train  was  going  at  an  almost  incredible  rate 
of  speed,  it  would  have  required  few  brakes  to  stop  it;  provided 
the  engineer  ceased  to  work  steam  as  he  states. 

We  have  thus  commented  upon  this  accident  in  this  connection 
because  it  peculiarly  points  the  necessity,  that  crossings  such  as 
that  at  Jacksonville,  (and  there  are  hundreds  of  them  in  the 
State)  should  in  the  interest  of  safety  and  humanity,  be  equipped 
with  interlocking  devices,  which  is  the  point  of  our  present  dis- 
cussion. The  law  as  it  stands  confers  no  adequate  power  upon 
this  Commission  to  compel  the  interlocking  of  crossings.  A  ma- 
jority of  the  Commission  are  of  the  opinion  that  it  does  not 
even  authorize  them  to  compel  the  putting  in  of  interlocking 
plants  at  new  crossings,  and  an  opinion  of  the  majority  of  the 


20 

the  Commission  to  that  effect  will  be  found  in  the  appendix,  and 
is  here  referred  to  as  a  general  expose  of  the  views  of  the  Com- 
missioners as  to  their  powers  under  the  crossing  act. 

We  therefore  urgentlj^  present  to  your  Excellency  the  necessity 
of  recommending  the  passage  of  a  law  by  the  General  Assembly 
requiring  that  all  crossings  in  this  State  be  equipped  with  in- 
terlocking devices  such  as  may  be  approved  by  the  Commission. 
These  interlocking  devices  are  of  different  cost,  the  cheapest 
kind  that  is  effective  for  a  plain  crossing  costs  about  |2,500. 
The  original  cost,  however,  is  of  less  consequence  than  the  an- 
nual cost  of  operating  and  maintaining  such  devices,  there  be- 
ing required  the  services  of  two  men  to  relieve  each  other  so 
that  one  man  can  be  always  in  the  tower  to  operate  the  ma- 
chine. The  salary  of  these  men  may  be  estimated  at  from  -|40 
to  |45  per  month  apiece.  The  cost  of  maintaining  the  appa- 
ratus would  not  be  great;  and  it  might  probably  be  safely  said 
that  an  original  cost  of  1 2,500,  and  a  subsequent  annual  out- 
lay of  f  ],200  per  year  will  be  required  to  equip  each  plain  cross- 
ing in  the  State,  to  be  borne  by  the  two  companies  either  equally 
or  in  different  proportion  as  may  be  determined  upon  the  equities 
of  each  case.  In  neighborhoods  wliere  more  complicated  and 
expensive  machinery  would  be  required,  the  cost  would  be  much 
greater.  Such  are  those  crossings  in  large  cities  where  there  is 
a  complication  of  tracks.  A  single  interlocking  device  in  such 
a  place  may  often  cost  from  twenty-five  to  forty  thousand  dol- 
lars; but  generally  in  such  cases  the  cost  is  paid  by  a  number 
of  roads,  and  is  therefore  not  as  heavy  upon  each  road  as  a 
statement  of  the  same  would  seem  at  first  to  indicate.  It  is 
probable,  too,  that  companies  equipping  all  their  crossings 
at  one  time,  could  get  considerably  better  terms  than  are  above 
stated,  because  they  would  be  in  that  case  buying  a  large  num- 
ber of  machines  at  one  purchase. 

Inasmuch  as  there  are  some  crossing's  of  small  roads  which 
run  but  few  trains,  and  which,  therefore,  do  not  present  the 
same  dangers  which  are  presented  by  those  roads  which  run 
numerous  trains,  a  law  may  be  thought  sufficient  which  would 
vest  in  the  Commission  a  discretion  over  the  question  as  to 
what  crossings  should  be  interlocked.  There  maybe  cases,  too, 
where  it  would  be  inequitable  to  require  the  expense  of  the  in- 
terlocking to  be  borne  equally  between  the  companies.  One 
company  may  run  many  trains  and  carry  an  immense  trafiic  in 
passengers  and  freights,  while  another  company  which  crosses 
this  line  may  run  not  more  than  two  or  three  trains  per  day. 
There  are  such  cases  that  we  know  of,  and  it  may  be  doubted 
whether  in  such  a  case  it  would  be  fair  to  require  the  weaker 
company  to  pay  as  much  of  the  cost  as  the  stronger  one. 
Should  this  view  of  the  case  be  taken  by  your  Excellency,  or  by 
■  the  General  Assembly,  the  necessity  will  be  apparent  of  fixing 
some  tribunal,  (which  would  ]jrobably  be  the  Railway  Commis- 
sion) to  fix  in  each  individual  case  the  amount  to  be  paid  by 
each  of  said  companies  toward  equipping  the  crossing  with  in- 


21 

terlocking.  That  additional  legislation  should  be  had  upon  this 
question,  does  not,  in  the  mind  of  the^present  Commissioners, 
admit  of  any  doubt. 

Had  the  crossing  at  Jacksonville  been  e(]uipped  with  an  in- 
terlocking plant  which  would  have  ditched  the  Wabash  train  at 
the  derail  point,  it  is  highly  improbable  that  the  engineer  of 
that  train  would  have  come  up  to  the  crossing  with  any  such 
reckless  rate  of  speed  as  that  at  which  he  was  i-unning.  If  the 
safety  of  others  was  not  a  consideration  that  would  deter  him, 
the  safety  of  his  own  neck  would  have  been  quite  certain  to  have 
influenced  him  differently,  and  he  would  have,  almost  certainly, 
approached  this  crossing  ''under  control."  It  may  be  that  the 
customary  distance  of  three  hundred  feet  for  the  derailing  point 
would  not  have  been  sufficient  to  stop  the  Wabash  train  at  the 
great  rate  of  speed  at  whicli  it  was  evidently  proceeding;  but 
the  engineer  never  would  have  approached  the  crossing  at  any 
such  rate  of  speed  had  he  known  that  a  derailing  switch  was 
open  to  throw  his  train  from  the  track.  We  earnestly  commend 
this  subject  to  your  attention. 


EEFRIGERATOR  CARS. 

A  subject  which  has  not  received  the  attention  of  the  General 
Assembly  is  that  of  refrigerator  cars.  The  statute  of  this  State 
provides  that  this  Commission  shall  make  "a  schedule  of  rea- 
sonable maximum  rates  of  charges  for  the  transportation  of 
passengers  and  freights,"  etc.  It  frequently  happens  that  ship- 
pers desire  to  have  carried  articles  which  are  perishable,  and 
which,  particularly  in  the  summer  time,  require  to  be  carried  in 
cars  of  a  particular  construction  which  will  guard  against  the 
heat.  These  cars  are  generally  furnished  by  a  company  different 
from  the  carrying  company,  and  this  company  charges  a  sum 
for  the  use  of  its  facilities  over  and  above  the  freights  allowed  by 
the  schedule  of  the  Commission  for  the  simple  "transportation" 
of  the  freight.  It  is  claimed  that  an  extra  service  is  performed 
with  reference  to  this  freight  over  and  above  what  is  taken  into 
consideration  in  fixing  the  schedule  of  maximum  rates.  Just 
how  far  the  Commission  have,  under  t-he  statute,  power  over  the 
question  of  what  are  reasonable  charges  for  this  extra  service 
rendered  by  those  who  furnish  refrigerator  cars,  or  cars  of  some 
peculiar  construction  required  for  the  transportation  of  perish- 
able freights,  may  be  regarded  as  a  question  of  some  difficulty. 
It  would  seem  it  might,  without  straining  the  law,  be  held  that 
as  the  general  progress  of  carrying  appliances  brings  into  use 
new  and  improved  methods  of  carrying  for  freights  in  transit, 
that  a  new  and  increased  duty  attaches  to  the  carriers  to  pro- 
vide themselves  with  such  improved  facilities,  where  the  same  are 
not  so  expensive  as  to  render  the  requirement  unreasonable.  It 
would  not  seem  just  that  railroad  companies  and  transy)orta- 
tion  companies,  alone  should  reap  the  pecuniary  benefits  arising 
from  the  general  progress  of  discovery.    The  community,   as  a 


22 

whole,  surely  has  some  right  in  those  iniprovemeuts  which  in 
this  age  are  constantly  leading  to  higher  and  better  forms  of 
commercial  activity.  We  are  not  at  this  time  prepared  to  make 
a  recommendation  upon  this  subject,  but  it  is  one  which  we  think 
may  well  be  mentioned  here  for  the  serious  consideration  of  your 
Excellency  and  of  the  General  Assembly. 

A   COMMON   SEAL   NEEDED. 

We  think  the  law  should  be  so  amended  as  to  provide  that 
this  Commission  may  keep  and  use  a  common  seal  for  the 
authentication  of  its  proceeding!^,  and  that  provisions  should 
be  made  for  the  authentication  of  its  reports  and  papers  by 
copies  certified  to  by  the  Secretary  of  the  Commission  under  the 
seal  of  the  Commission,  substantially  in  the  manner  that  is  now 
provided  in  the  case  of  records  of  courts.  It  sometimes  occurs 
that  it  is  important  to  ]3rove  the  action  of  the  Railroad  Com- 
mission in  court.  Outside  of  the  provision  of  the  statute  as  to 
the  admission  in  evidence  of  the  schedules  of  said  Commission, 
there  is  no  way  which  our  proceedings  could  be  proven,  except 
by  carrying  the  record  books  of  the  Commission  into  court  and 
taking  the  Secretary  along  as  a  witness  to  their  correctness. 
All  this  we  think  could  be  obviated  by  providing  that  the  Com- 
mission may  keep  a  seal  and  may  authenticate  its  proceedings 
by  the  use  thereof.  We  recommend  that  a  law  be  passed  to  the 
effect  suggested . 

LIVE   STOCK   KATES. 

We  have  the  honor  to  report  to  youi-  Excellency  that  we  have 
adopted  and  published,  as  provided  by  law,  a  new  schedule  of 
maximum  rates  to  be  charged  for  the  transj^ortatiou  of  live 
stock  by  the  roads  of  this  State.  This  new  schedule  is  to  go 
into  effect  January  1,  1891,  and  the  same  is  based  upon  weight, 
the  freights  under  it  to  be  computed  at  so  many  cents  per  hun- 
dred pounds  of  live  stock  actuallj^  transported. 

In  submitting  this  new  tariff  of  maximum  rates  of  freight  upon 
live  stock,  based  upon  weight  as  distinguished  from  the  car-load 
basis,  the  Commission  deem  it  proper  to  recount  the  history  of 
the  investigation  and  discussion  which  has  been  had  touching 
the  relative  merits  of  these  two  systems. 

While  hundred-weight  rates  u])on  live  stock  have  never  been 
formally  adopted  by  the  Commission,  freights  have  in  fact  been 
computed  by  the  roads  upon  the  hundred-weight  basis  since 
January  1,  1889.  When  the  present  members  of  the  Commis- 
sion came  into  office  they  found  the  freights  upon  live  stock 
then  being  com])uted  upon  the  hundred-weight  basis,  as  it  had 
been  some  time  before  their  accession  to  office. 

There  had  previously  been  extensive  preparation  for  the  change 
made  by  the  roads  of  the  State  in  the  way  of  experimental 
weighing,   and  in  procuring  statistics  upon  which  it  was  pro- 


23 

posed  by  the  roads  to  inauo-urate  the  weig-hing  system.  Many 
of  the  shippers  of  the  State  had,  however,  filed  a  formal  protest, 
or  compkiint  before  the  Commission  objectino-  to  the  proposed 
chang-e.  This  protest  or  complaint,  it  appear-s  from  the  record, 
after  some  preliminary  meetings,  came  np  for  hiial  hearing  be- 
fore the  Commission  at  Springfield,  on  June  30,  1887. 

The  record  kept  by  the  then  Secretary  of  the  Commission, 
which  is  the  source  of  our  information  upon  this  subject,  recites 
that  the  leading  railroads  of  the  State  were,  at  this  meeting, 
represented  by  their  officials,  in  most  cases  by  their  general 
managers,  and  that  the  shippers  were  represented,  as  the  record 
further  recites,  by  ''one  hundred  delegates." 

The  record  further  recites  that  after  the  meeting  had  been 
called  to  order  and  the  object  thereof  stated,  a  request  was 
made  on  behalf  of  the  shippers  that  time  be  granted  in  which 
to  hold  a  preliminary  meeting  with  the  railroad  officials  before 
proceeding  with  the  hearing;  that  such  time  was  granted  and 
the  Commission  adjourned  until  the  afternoon.  The  record  fur- 
ther shows  that  in  the  afternoon  the  parties  again  all  came  be- 
fore the  Commission,  and  it  was  then  stated  that  the  companies 
and  the  shippers  had  come  to  a  satisfactory  agreement  among 
themselves;  and  the  shippers  thereupon  withdrew  their  protest 
and  asked  that  the  matter  be  dro])ped  without  further  present 
action  by  the  Commission,   which  was  accordingly  done. 

Such,  in  brief,  is  the  history  of  the  subject,  so  far  as  official 
action  by  the  Commission  is  concerned.  The  present  Board 
found  the  weighing  system  in  full  operation,  under  some 
arrangement  made  with  the  "one  hundred  shippers"  who  at- 
tended that  meeting  at  Springfield  as  delegates,  the  exact  terms 
of  which  arrangement  were  not  made  a  matter  of  record  before 
the  Commission  and  are  in  fact  unknown  to  the  present  Com- 
missioners. 

In  view  of  the  manner  in  which  the  weighing  system  was  thus 
originally  begun,  and  particularly  in  view  of  the  fact  that,  at 
its  inception  as  an  ex])eriment,  it  had  the  sanction  of  a  large, 
if  not  a  rejiresentative  body  of  the  shijipers  of  the  State,  the 
present  Commissioners  have  not  felt  at  liberty  to  act  ^yith  haste 
in  the  premises,  nor  to  arbitrarily  change  the  practice  thus  en- 
tered upon.  We  believed  it  prudent  to  wait  until  such  time  as 
substantial  results  and  fair  conclusions  could  be  arrived  at  from 
actual  experience  with  the  weighing  system.  That  time  has  now, 
we  think,  arrived;  though  it  cannot  be  said  our  data  was  suf- 
ficient on  which  to  have  acted  intelligently  at  a  much  earlier 
time.  Those  who  have  upon  them,  and  duly  measure,  the  re- 
sponsibility of  binding  action,  can  rarely  keep  pace  with  the 
flippant  advice  of  those,  who,  whollj^  without  i-esponsibil  ty,  are 
ready  to  direct  with  great  confidence,  and  without  reflection,  the 
gravest  affairs  of  the  world  from  the  standpoint  of  the  smallest 
possible  information. 


24 

The  old  Commissioners'  schedule  of  maximum  live  stock  rates, 
which  became  practically  a  dead  letter  by  the  tacit  consent  of 
our  predecessors,  was  highly  unsatisfactory  and  illogical. 
Though  the  amount  of  freights  it  took  from  shippers  was  not 
seriously  complained  of,  it  had  been  outgrown  and  needed  re- 
vision. Adopted  when  stock  cars  were  of  a  uniform  length  of 
twenty-eight  feet,  it  took  no  account  of  the  widely  vary- 
ing sizes  of  new  cars.  The  managers  of  roads,  in  their  in- 
tense competition  for  stock  shipments,  began  years  ago,  to  in- 
crease the  size  of  their  stock  cars;  and  now  these  cars  range 
all  the  way  from  twenty-eight  to  thirty-six  feet  in  length ;  there 
being  now,  perhaps,  more  cars  of  thirty-five  feet  length  than  of 
twenty-eight  feet,  on  which  latter  the  car-lot  rates  were  origin- 
ally based.  Under  the  old  schedule,  however,  a  car  was  a  car, 
whether  long  or  short.  We  are  aware  some  roads  actually 
added  something  to  the  Commissioners'  rates  for  the  longer  cars; 
but  this  was  without  any  recorded  authority  from  the  Commis- 
sion; and  we  understand  that  the  only  decision  ever  made  by 
the  Commission,  though  unrecorded,  was  that  the  length  of  the 
car  could  not  be  considered  in  fixing  the  freight;  that  a  car 
was  a  car,  whatever  the  size. 

So,  if,  on  the  one  hand,  the  railroad  could  get  no  more  for  a 
long  car,  the  shipper  on  the  other  hand  could  get  no  reduction 
for  a  short  one,  provided  the  Commissioners'  tariff  was  ob- 
served. The  inequality  and  injustice  of  such  a  tariff  is  obvious, 
and  no  doubt  greatly  assisted  the  old  schedule  to  go  into  that 
state  of  "innocuous  desuetude"  where  the  present  Commissioners 
found  it  upon  their  accession  to  office. 

The  objections  then,  to  the  old  car-lot  rates,  may  be  sum- 
marized as  follows : 

1.  That  under  them  freights  were  paid  unequally  by  the 
shippers. 

2.  That  they  created  a  denmnd  for  the  longest  cars  only, 
shippers  being  unwilling  to  take  small  cars  when  long  ones 
could  be  had  under  the  Commissioners'  tariff  at  the  same  rates. 

3.  That  they  held  out  a  constant  temptation  for  shippers  to 
overcrowd  cars,  the  freight  depending  entirely  on  the  car,  and 
not  on  the  amount  carried  in  it. 

Such,  briefly,  was  the  situation  of  matters  when  the  present 
Board  came  into  office  in  March,  1889.  Complaints  had  al- 
ready begun  to  come  in  to  the  effect  that  the  roads  were  charg- 
ing more  freight  under  their  new  system  of  hundred-weight  rates 
than  were  charged  under  the  old  car-load  system.  It  was  fur- 
ther alleged  that  annoying  delays  were  occasioned  to  shippers  of 
stock  who,  it  was  said,  were  compelled  to  wait  an  unreasonable 
length  of  time  for  the  weighing  to  be  done  at  the  scales  in  Chi- 
cago, ther(4:>y  delaying  shippers  in  getting  their  stock  upon  the 
market,  and  also  further  delaving  them  in  getting  their  settle- 


25 

ments  with  the  commission  men,  who  frequently  had  to  wait  for 
the  freight  bills  to  be  made  out,  before  rendering  their  accounts 
and  settling  with  the  shippers. 

These  complaints  have  been  extensively  investigated  by  the 
present  Commissioners  in  a  period  extending  for  several  months, 
and  much  testimony  has  been  taken  from  the  shippers  of  the 
State  and  from  some  offi(  ials  of  the  companies.  Much  of  this 
testimony  was  taken  down  and  is  on  file,  and  much  of  it  was 
not  preserved  in  writing.  Of  course,  there  has  not  been  full 
agreement  among  all  the  shippers  who  have  testified;  but  the 
general  expressions  of  shippers  to  the  Commission  have  been  to 
the  effect  that  if  rates  by  the  hundred-weight  were  fixed  at  a 
point  where  they  would  not  increase  the  revenue  previously 
charged  by  car  loads,  and  if  a  better  system  of  weighing  were 
adopted  more  accurate  and  expeditious  than  the  present,  they 
would  not  object  to  hundred-weight  rates  as  such.  In  other 
words,  the  principal  sentiment  among  shippers,  as  recorded  in 
their  testimony  before  us,  seems  to  be  that  a  system  that 
bases  the  freight  upon  the  amount  in  weight  actually  trans- 
ported, is  in  itself  fair.  In  this  view  the  Commission  entirely 
concur. 

We  have  been  convinced,  however,  by  the  testimony'  taken, 
that  the  rates  upon  live  stock  were  slightly  raised  to  the  domes- 
tic shippers  by  the  several  roads  of  the  State  when  the  hundred- 
weight system  was  put  in  opeiation.  We  are  further  of  the 
opinion  that  such  live  stock  rates  were  amply  high  under  the 
old  system;  and  we  have  endeavored,  in  the  distance  tariff  now 
published,  to  reduce  the  rates  to  what  we  think  fair,  taking 
into  consideration  the  low  price  at  which  live  stock  is  selling, 
and  all  other  facts  which  should  legitimately  enter  into  the 
problem.  The  rates  now  fixed  will  certainly  prove  to  be  no 
higher  on  the  average  than  the  old  car-load  rates  in  force  be- 
fore the  change  was  made,  and  with  which  shippers  have  almost 
universally  expressed  themselves  as  satisfied. 

It  is,  of  course,  not  possible  to  adopt  a  tariff  upon  the  basis 
of  weight  which  will,  upon  each  individual  car,  yield  the  exact 
freight  revenue  that  would  be  realized  from  the  former  car-load 
rates.  Upon  an  exceptionally  heavy  load  of  stock  the  shipper 
will  undoubtedly  pay  more  freight  than  he  would  if  his  freight 
were  computed  simply  upon  the  car;  but  upon  the  other  hand, 
when  he  ships  a  lighter  load  he  will  pay  less  than  he  would 
have  paid ;  and  the  freight  will,  in  every  case,  be  according  to 
the  service.  The  Commission  have  endeavored,  upon  a  very  full 
study  of  the  question,  and  particularly  of  the  statistics  they 
have  obtained,  to  hit  upon  what  will  prove  a  fair  rate,  and 
express  the  hope  that  the  same  may  prove  satisfactory  alike  to 
shippers  and  to  the  companies. 

With  reference  to  the  complaints  as  to  the  inaccuracy  of 
weighing    and  delays  in    getting    stock    upon    the    market  and 


26' 

making  settlements,  occasioned  by  the  new  system,  the  Commis- 
sion is  satisfied,  from  the  evidence  before  them,  that  accurate 
weights  cannot  be  obtained  npon  tlie  track  scales  now  largely 
in  nse;  and,  while  the  hundreds  of  freight  bills  that  have  laeen 
exhibited  to  the  Commission  appear  to  show  that  on  the  average 
the  weights  on  actual  shipments  have  been  quite  low  enough,  as 
ascertained  by  comparing  the  fi-eight  weights  with  the  yard 
weights,  and  making  necessary  deductions  for  filling,  yet  it  is 
desirable  that  a.  system  of  weighing  should  be  used  in  which 
shippers  can  have  perfect  confidence,  and  which  can  be  relied 
upon  to  wrong  neither  party  to  the  transa.ction.  If  a  shipper 
ha])pens  to  get  weights  at  one  time  several  hundreds  or  even 
thousands  of  pounds  too  small,  that  fact  is  itself  proof  of 
looseness  and  inaccuracy,  and  that  at  another  time  the  error 
may  be  the  other  way.  Hence,  the  desirability  of  ado])ting 
an  accurate  system  of  weighing;  one  which,  while  ascertaining 
the  weight  accurately,  will,  at  the  same  time,  avoid  the  delays 
complained  of,  which  the  Commission  are  satisfied  at  the  present 
time,  in  the  case  of  most  roads,  are  quite  vexatious  to  ship- 
pers and  not  at  all  necessary  under  a  proper  plan  of  weighing. 

We  are  clearly  of  opinion  that  the  l:)est  way  to  get  the  weight 
of  the  live  stock  shipped,  if  the  method  were  practicab'e,  would 
be  to  weigh  at  the  point  of  shipment,  before  loading  the  stock 
in  the  cars.  The  billing  could  then  be  made  upon  actual  w^eight 
instead  of  arbitrarily  putting  in  the  bill  a  nominal  weight 
which  must  be  corrected  at  the  destination  upon  the  true  weight 
being  ascertained.  This  method  would  necessitate  the  putting 
in  of  scales  at  so  many  points,  and  at  so  great  expense,  that 
it  was  thought  it  would  work  an  undue  hardship  to  the  roads; 
although  if  at  all  feasible,  we  are  convinced  it  would  be  the 
proper  plan.  It  would  also  fail  in  practice  at  many  points 
where  stock  is  shipped  in  small  quantities,  but  at  which  no 
agent  is  kept,  ther-e  being  no  need  of  an  agent  for  other  pur- 
poses. To  compel  the  roads  at  such  points  to  put  in  cattle 
scales,  and  also  to  keep  there  agents,  whose  sole  business  would 
be  to  weigh  and  bill  a  few  cai's  of  hogs  and  cattle  each  year, 
would  amount  to  compelling  the  roads  to  lose  money  on  the 
business  of  such  points.  This  would  not  be  just;  and,  being- 
unjust,  it  would  not  be  hiwful.  Besides,  reasonable  freight  rates 
cannot  in  the  end  be  gotten  by  means  that  would  oi3]>ress  or 
cripple  railroads.  A  man  cannot  get  his  wagon  out  of  the  mud 
by  cutting  the  hamsti-ing  of  his  horse,  even  though  the  horse 
be  a  balky  one. 

A  plan  of  weighing  which  we  deem  both  just  and  practicable 
is  for  the  several  roads  to  put  in  at  the  stock  yards  a  series  of 
scales  upon  a  platform  of  the  height  of  a  car  floor,  alongside 
of  which  platform  the  trains  can  be  drawn  up  to  discharge  the 
stock.  There  should  be  a  scale  for  each  car,  so  arranged  that 
the  gates  of  the  pens  enclosing  the  scales'  opening,  will  form 
chutes,  through  which  the  stock  from  each  car  will  pass  on    to 


27 

the  correspondino-  scale.  Then,  upon  the  opposite  side  of  the 
scale  from  the  car  should  be  another  gate,  through  which  each 
ear  of  stock  when  weighed  could  pass  off  into  a  pen,  and 
thence  into  the  yards  as  desired.  Care  should  be  taken  to 
arrange  the  scale  gates  so  that  stock  would  not  need  to  be 
headed  about  and  driven  back  through  the  same  gate  at  which 
they  pass  onto  the  scale.  Fat  stock,  particularly  cattle,  and 
especially  in  hot  weather,  are  greatly  injured  by  any  handling 
that  worries  and  frets  them.  Hence,  facilities  should  be  used 
which  will  obtain  the  weight  quickly,  and  then  allow  the  stock 
to  pass  on  in  the  same  direction  to  the  pen. 

There  is  no  reason  why  scales  of  the  kind  described  would  not 
weigh  accurately.  The  results  would  be  greatly  better  than  can 
be  gotten  by  the  present  method  of  catching  the  weight  as  the 
cars  pass  over  track  scales,  in  which  process  unequal  heights 
of  couplers  often  thi'ow  jjart  of  the  weight  of  one  car  upon  the 
wheels  of  its  supporting  neighbor,  to  say  nothing  of  the  dis- 
turbing influences  of  wind  and  weather.  Then,  too,  with  chute 
scales  of  the  kind  described  there  would  be  no  waiting  for  the 
stock  cars  to  be  again  passed  over  the  scales  to  get  the  weights 
of  empty  cars  for  deduction,  before  the  freight  bills  could  be 
made  out. 

All  things  considered,  scales  of  the  kind  described,  we  think, 
should  be  put  in  and  used  by  the  several  roads.  We  think  the 
roads  themselves  would  profit  b^^  the  use  of  such  scales;  for  hun- 
dreds of  freight  bills  have  been  exhibited  to  us  which  pi'ove,  when 
freight  and  yard  weights  are  compared,  that  the  weighers,  per- 
haps in  their  anxiety  to  satisfj^  shij^pers  and  vindicate  the  sys- 
tem used,  have  actually  made  weights  too  low. 

The  Illinois  Central  and  the  C.  &  E.  I.  companies  have  in  use 
scales  which  in  most  particulars  correspond  with  those  here 
recommended;  and,  as  a  result  of  their  use,  we  have  heard  few 
complaints,  either  of  inaccurate  weights  or  of  delays  arising 
against  these  companies. 

It  is  proper  to  observe  before  leaving  this  subject  of  live  stock 
scales,  that  the  railroad  companies  have  contended  with  justice 
that  it  would  be  a  hardship  to  i-equire  them  at  large  expense 
to  fit  up  facilities  for  weighing,  such  as  we  have  recommended, 
unless  some  assurance  were  given  that  the  weighing  system 
would  be  continued,  provided  it  proves,  in  other  respects,  effi- 
cient and  satisfactory.  The  companies  generally  have  expressed 
a  readiness,  if  the  hundred-weight  system  were  adopted  and 
legalized,  to  put  in  chute  scales  and  all  necessary  facilities  to 
make  weights  accurate  and  satisfactory.  The  uncertainty  being 
now  removed,  it  will  be  in  order  for  these  expressions  to  be  ]3ut 
speedily  into  practice. 

In  consideration,  therefore,  of  what  we  deem  the  inherent  fair- 
ness of  the  weighing  system,  and  the  further  fact  that  we  be- 
lieve the  inconveniences  and  drawbacks  brought  to  our  notice 
in  connection  with  the  system  are    susceptible  of   being   almost 


28 

entirely  removed,  we  have  concluded  to  put  in  force  a  schedule 
of  hundred-weight  rates  upm  live  stock,  which  will  not,  in  the 
matter  of  freights,  in  au\^  degree  increase  the  burdens  of  shippers 
as  they  existed  before  the  weighing  experiment  was  commenced. 
We  think  our  schedule  will  diminish  ratlier  than  increase  the 
former  car-lot  rates ;  but  when  we  say  this  we,  of  course,  have 
in  view  the  average  of  rates  taking  the  State  over.  Some  roads 
may  give  better  rates  than  others,  and  particular  sections  of 
the  State,  owing  to  local  causes,  have  yjerhaps  been  accustomed 
to  have  better  rates  than  others.  Our  field  is  the  entire  State, 
and  our  tariff  is  strictly  a  distance  tariff,  such  as  we  think  the 
law  requires.  We  could  not  undertake  to  preserve  the  existing 
relative  conditions  in  all  places.  If  some  who  have  been  par- 
ticularly favored  heretofore  do  not  find  themselves  benefited  by 
this  comprehensive  and  uniform  tariff,  they  should  remem- 
ber there  are  many  others  who  were  less  fortunate  who 
will  reap  benefit  from  the  new  order.  Other  things  being 
equal,  "equality  is  equity,"  and  this  equity  we  have  sought 
to  establish. 

We  may  add  that  the  Inter-State  Commerce  Commission,  after 
a  hearing  had  at  Jefferson  City,  Mo.,  upon  this  subject  render- 
ed an  opinion  approving  of  the  hundred-weight  system  of  com- 
puting freights  upon  live  stock.  Our  action  is  therefore  in  har- 
mony with  the  views  of  the  National  Commission  on  this  sub- 
ject and  we  have  little  doubt  that  the  system  will  ere  long  be- 
come universal.  All  other  freights  are  now  based  upon  weights 
and  there  is  surely  the  same  reason  for  weighing  live  stock  that 
there  is  for  weighing  other  freights,  provided  the  annoyances 
above  commented  upon  are  removed,  which  we  think  can  easily 
be  done. 

We,  however,  have  adopted  this  hundred-weight  tariff  with 
the  understanding  and  upon  the  condition  that  the  railroads 
of  the  State  will  nmke  arrangements  within  a  reasonable  time 
whereby  accurate  weights  inay  be  obtained  without  unreason- 
able delays. 

Should  the  roads  fail  to  make  such  arrangements  as  will  ef- 
fect the  object  here  stated,  then  the  Commission  may  feel  at 
liberty  to  return  to  a  car-load  tariff  corresponding  in  amount 
of  revenue  yielded  to  the  rates  allowed  in  the  tariff  we  have 
adopted. 

We  are  not  unaware  that  the  system  is  even  yet  in  an  ex- 
perimental stage,  but  have  a  str-ong  belief  that,  with  a  tariff 
such  as  now  ])roposed,  and  with  such  weighing  facilities  as  the 
principal  roads  have  proposed  to  adopt,  shippers  as  well  as 
raih-oad  companies  will  like  the  system  better  than  the  old  one. 
To  pay  in  exact  proportion  to  the  extent  of  the  services  ren- 
deredj  is  certainly  in  itself  equitable. 

Should  it  be  found  on  further  actual  practice,  that  those 
featui'es  of  the  weighing  system  which  have  not  given  satis- 
faction to  ship])ers  are  not  remediable,  or  being   so,  the  roads 


29 

fail  or  refuse  to  put  iu  force  the  proper  remedy,  it  will  then  be 
in  the  power  of   the  Commission   to  adopt  a  more  satisfactory 

system . 

UNIFORM    CLASSIFICATION. 

In  the  last  annual  report  the  Commission  referred  to  the  dis- 
advantao'es  resulting  from  the  use  of  varyino;  classifications 
upon  freight  carried  within  the  limits  of  our  State. 

The  Official  Classification,  so  called,  applies  on  all  freight  origin- 
ating east  of  Illinois  and  destined  to  points  within  this  State ; 
in  other  words,  it  governs  on  all  through  shipments  from  the 
east  as  far  west  as  the  Mississippi  river ;  while  the  Western 
Classification  which  is  used  by  the  roads  extending  westward 
from  Chicago  and  St.  Paul,  applies  on  business  from  all  points 
in  this  State  to  the  territory  west  thereof. 

Thus,  on  all  goods  manufactured  at  eastern  points  and 
handled  by  dealers  in  Chicago  or  other  distributing  centers  in 
Illinois,  the  Western  Classification  is  applied  when  such  articles 
are  re-sold  for  delivery  to  points  in  trans-Mississippi  states. 

The  same  is  true  of  commodities  manufactured  in  this  State 
and  sold  in  competition  with  similar  articles  produced  east  of 
Illinois  and  forwarded  to  western  destination.  In  all  such  in- 
stances whei-ein  the  Official  Classification  rates  articles  lower 
than  does  the  Western,  dealers  in  this  State  are  at  a  disadvant- 
age both  as  compared  with  competitors  in  the  east  and  with 
those  located  at  Mississippi  river  cities.  For  example,  the  Of- 
ficial Classification  rates  hardware  third-class,  while  in  the  West- 
ern it  is  classified  second.  In  Chicago  and  St.  Louis  respective- 
ly, are  wholesale  houses  among  the  largest  in  the  country  en- 
gaged in  the  hardware  business.  Their  supplies  are  obtained 
mainly  in  the  east. 

Manifestly,  then,  the  Chicago  houses  are  at  a  disadvantage 
compared  with  their  competitors  in  St.  Louis  because  the  latter 
have  their  goods  carried  two  hundred  miles  further  westward 
than  Chicago  houses  at  third-class  rates. 

With  Chicago  houses  the  lower  rating  stops  at  that  city,  and 
when  they  re-ship,  it  must  be  at  second-class  rates ;  hence,  on 
shipments  to  common  points  west  such  as  Kansas  City  or 
Omaha  the  Chicago  dealer,  on  his  sales,  is  subject  to  second- 
class  rates  for  a  distance  of  two  hundred  miles  more  than  is 
his  competitor  at  St.  Louis  or  other  Mississippi  river  cities. 

Furthermore,  the  same  roads  which  charge  Illinois  houses  sec- 
ond-class rates  on  their  shipments  join  with  eastern  roads 
in  carrying  through  Chicago,  Peoria  and  other  gateways,  at 
third-class  rates,  as  far  as  the  Mississippi  river.  No  sufficient 
remedy  for  such  discriminations  can  be  found  except  in  the 
adoption  by  eastern  and  western  roads  of  a  uniform  classifica- 
tion. 


30 

The  illustration  made  of  liardware  may  with  like  force  be  ap- 
plied in  the  case  of  all  articles  which  by  the  Official  Classification 
are  rated  lower  than  in  the  Western. 

The  disabilities  herein  indicated  are  greater  in  the  case  of  citi- 
zens of  this  State  than  in  any  other  section  north  of  the  Ohio 
river  for  the  reason  that  iu  Illinois  there  is  an  over-lapping-  of 
freight  classifications.  East  of  Illinois  the  Official  governs  alike 
on  through  business  and  on  shipments  carried  locally  in  each 
state;  and  west  of  the  Mississippi  river  the  Western  Classifica- 
tion is  applied  on  through  shipments  to  the  Rockj'  mountains 
and  beyond,  whereas  in  this  State  three  classifications  are  in 
use— the  Official,  Westei-n  and  the  one  prescribed  by  the  Commis- 
sion. Cieai-ly  it  would  simplify  matters  and  facilitate  the  trans- 
action of  business  were  the  rules  and  classification  for  the  trans- 
portation of  all  freight  carried  into,  within  or  out  of  this  State 
to  be  made  uniform. 

Entertaining  this  view  the  Commission  did  not  hesitate  to  en- 
courage all  efforts  put  forth  by  the  railroad  companies  or  by 
other  a,uthorities  to  inaugurate  uniformity  in  the  classification 
of  freight. 

In  furtherance  thereof  the  delegation  from  this  State  to  the 
convention  of  Inter-State  and  State  Eailroad  Commissioners 
held  in  Washington,  D.  C,  last  May,  introduced  a  resolution 
reading  as  follows : 

"  Besolved,  That  the  public  interests  will  he  best  subserved  by  the  adoption 
of  a  classiflcation  which  shall  1)6  uniform  for  our  whole  country." 

After  a  discussion  which  elicited  much  that  was  of  interest,  the 
proposition  above  recited  was  unanimously  adopted. 

The  action  thus  taken  is  mentioned  with  cordial  approval  in 
the  subsequent  annual  report  of  the  Inter-State  Commerce  Com- 
mission. 

Meantime  a  coniuiittee  of  traffic  officers  who,  at  the  time  of 
their  appointment,  were  thought  to  fairly  represent  the  railroads 
in  the  various  sections  of  the  country,  had  been  authorized  to 
unify  the  three  leading  freight  classifications  in  use,  namely: 
the  Official,  the  Western  and  the  Southern  Railway  and  Steam- 
ship the  latter  being  the  one  used  by  the  carriers  operating- 
south  of  the  Ohio  river.  That  committee,  at  such  intervals  as 
their  regular  duties  would  permit,  worked  at  the  task  assigned 
them  for  nearly  two  years.  The  result  was  the  adoption  by  un- 
animous vote  in  May  last  of  the  unified  classification  the  com- 
mittee had  succeeded  in  evolving. 

Several  weeks  elapsed  before  corrected  copies  of  the  work  per- 
formed could  be  laid  before  the  interested  roads;  and  it  was  not 
until  late  in  the  year  that  the  roads  most  directly  concerned 
began  to  vote  upon  the  adoption  of  the  committee's  report. 
Meanwhile  the  demand  for  uniformity  had  grown  so  rapidly  that 
the  adoption  of  the  report  by  th*^  railroads  apparently  became 
a  foreji'one  couclusion. 


31 

The  committee  proposed  that  it  be  made  effective  January  1, 
1891,  but  the  changes  contemphited  are  so  radical,  extensive 
and  far-reaching  that  a  later  date  must  be  substituted,  and  it 
is  now  believed  that  it  Avill  not  be  possible  to  make  it  generallly 
operative  much,  if  any,  before  mid-summer  1891. 

It  should  not.  however,  be  expected  that  with  the  adoption  of 
the  proposed  uniform  classification  every  shipi^er  of  freight  will 
find  himself  specially  benefited.  In  uniting  three  varying  clas- 
sifications, necessarily  some  advances  will  be  made,  because  if  the 
committee  entrusted  with  the  duty,  had,  in  the  new  work,  given 
each  article  the  lowest  rating  shown  in  either  existing  classifica- 
tion no  discretion  or  judgment  would  have  been  requisite,  but 
simply  a  tabulation  of  the  lowest  designations. 

Such  a  classification  would,  of  course,  have  been  rejected  by 
the  railroad  companies.  Uniformity  could  not  ice  accepted  by 
them  at  so  great  a  sacrifice.  Concessions  had  to  be  made,  but 
those,  it  was  believed,  should  not  proceed  solely  from  the  car- 
riers. 

Shippers  should  be  expected  to  contribute  somewhat  to  the 
procurement  of  a  boon  so  estimable  and  convenient  as  the  adop- 
tion of  a  unifoi-m  classification  of  freight  throughout  the  greater 
portion  of  the  country.  This  fact,  those  who  find  the  articles 
(few  in  number)  in  which  they  are  especially  interested  have  been 
advanced,  should  bear  patiently  in  mind. 

Furthermore  it  should  be  remembered  that  any  work  of  this 
kind  must  necessarily  be  largely  tentative.  The  report  of  the 
committee  on  uniformity  in  freight  classification  expressly  states 
that  their  work  is  by  no  means  perfect  or  complete,  and  they 
provide  a  machinery  to  improve  the  classification  from  time  to 
time,  and  eventually  mould  it  into  acceptable  shape.  Thus,  pro- 
vision is  made  for  a  permanent  board  of  traffic  officers  who  shall 
meet  at  stated  periods  to  make  changes  in  and  additions  to  the 
classification. 

Eepresentations  will  doubtless  be  made  to  that  board  by  or- 
ganizations and  individuals  desiring  modifications  of  the  classi- 
fication, and  requests  thus  presented,  it  is  to  be  presumed,  will 
be  given  due  consideration,  and  Mr.  J.  E.  Wheeler,  a  member  of 
this  Commission  has  been  appointed  to  represent  the  business 
interests  of  Illinois  before  said  board. 

A  beginning  in  the  direction  of  uniformity  had  to  be  made.  It 
could  not  be  inaugurated  by  the  Inter-State  Commerce  Commis- 
sion as  the  statute  creating  that  body  now  stands;  hence,  it  had 
to  originate  with  the  railroad  companies;  and  by  their  represen- 
tatives it  was  concluded  the  movement  could  best  be  started  in 
the  way  it  was  begun  and  carried  on. 


32 


GRAIN  INSPECTION  AND  REGISTRATION. 

The  larg:est  volume  of  business  ever  transacted  in  a  single  year 
b\^  the  grain  inspection  department  at  Chicago  is  that  shown  in 
the  reports  of  the  Chief  Inspector  and  Warehouse  Registrarfor  the 
year  ending  October  31,  1890,  exceeding,  as  it  does,  the  hither- 
to phenomenal  year  of  1880  b}^  over  forty-eight  million  bushels. 

The  amount  of  grain  stored  in  elevators,  while  it  does  not 
bear  its  usual  ratio  to  the  amount  received,  is  still  above  the 
average  for  the  past  ten  years. 

The  increase  of  business  for  the  past  two  years,  while  it  has 
had  the  natural  effect  of  increasing  the  sum  total  of  the  depart- 
ment expenses,  has  reduced  the  cost  of  inspection  per  bushel  to 
a  point  much  below  the  average,  and  has  made  two  reductions 
of  the  fees  for  inspection  possible,  one  in  1889  from  thirty-five 
cents  to  thirty  cents  per  car  and  a  further  one  recently  made  to 
twenty-five  cents  per  car. 

The  position  of  the  department  in  its  relations  to  the  public 
is  one  of  peculiar  difficulty  and  responsibility. 

It  stands  as  an  arbitrator  between  buj^er  and  seller,  between 
producer  and  consumer,  and  practically  fixes  the  value  of  the 
immense  quantities  of  grain  passing  under  its  supervision.  At 
times  it  is  subjected  to  violent  pressure  in  one  direction  from 
the  receivers,  and  again  in  the  contrary  direction  from  eastei'n 
buyers,  and  to  harsh,  and  often  unmerited,  criticism  from  both. 

Under  such  conditions  it  is  worthy  of  remark  when  the  de- 
partment is  so  conducted  as  to  steer  clear  for  any  considerable 
time  of  Scylla  on  one  side  and  Charybdis  on  the  other  and  give 
satisfaction  to  both.  Any  failure  to  do  this,  however,  is  reflected 
with  great  accuracy  in  the  office  of  the  Commissioners,  to  whom 
any  general  complaint  of  deviation  from  the  established  stand- 
ards in  either  direction  is  sure  to  come;  and  judging  fiom  the 
absence  of  such  complaints,  as  well  as  the  expi-essed  favorable 
opinion  of  prominent  gi-ain  merchants  an  ■  others  interested,  we 
believe  that  the  work  of  the  department  during  the  past  year  has 
been  executed  Avith  unusual  care  and  disci'etion,  and  the  rules 
interpreted  with  commendable  fairness  and  intelligence. 

While  no  change  of  rules  has  been  deemed  advisable  or  neces- 
sary by  us  in  adjusting  differences  of  opinion  between  the  de- 
partment and  the  conflicting  interests  with  which  it  has  to  deal, 
it  has  been  our  policy,  as  it  has  been  the  aim  of  the  Chief 
Inspector,  to  secure  such  fair  intei'i^retation  and  impartial  appli- 
cation of  existing  rules  as  to  do  exact  justice  to  producer  and 
shipper  and  at  the  same  time  to  maintain  the  enviable  reputa- 
tion borne  by  the  certiflcates  of  the  department  in  the  man-kets 
of  this  country  and  Europe.  In  this  we  believe  we  have  been 
fairly  successful. 

The  reputation  of  Chicago  inspection,  which  has  been  of  slow 
and  steady  growth,  has  practically  changed  the  business  meth- 


33 

ods  of  the  grain  trade  wherever  American  cereals  are  consumed, 
and  it  is  not  too  much  to  say  that  the  pre-eminence  of  (yhicag-o 
as  a  grain  market  is  due  in  as  great  measure  to  the  pubhc  con- 
fidence in  the  integrit^^  and  accuracy  of  the  work  of  her  inspec- 
tors as  to  her  favorable  location,  her  unsurpassed  facilities  or 
the  push  and  enterprise  of  her  citizens. 

Large  quantities  of  grain  are  annually  diverted  from  other 
channels  of  transportation  to  those  passing  through  Chicago  in 
order  to  secure  the  advantages  of  "Chicago  weights  and  inspec- 
tion." 

A  sufficient  evidence  of  the  esteem  in  which  the  Chicago  depart- 
ment is  held  bj'  the  trade,  the  confidence  with  wliich  its  decis- 
ions are  accepted  and  the  demand  for  its  certificates  as  a  basis 
for  values  in  other  markets,  is  found  in  the  history  of  the  state 
inspection  established  some  two  years  ago  in  Joliet. 

Under  the  same  state  supervision  as  Chicago,  and  governed 
by  precisely  the  same  rules,  accurately  interpreted  and  faithfully 
administered,  it  has  thus  far  failed  to  realize  the  expectations 
of  its  promoters  in  attracting  the  grain  to  which  they  felt  their 
facilities  entitled  them. 

There  is  little  question  that  much  of  the  grain  which  now 
makes  its  laborious  way  in  immense  quantities  over  the  burdened 
tracks  and  through  the  crowded  yards  of  Chicago  in  order  that 
it  may  reach  its  destination  Avith  its  quality  certified  by  an 
authorit}^  upon  which  the  trade  has  learned  to  depend,  might 
be  handled  more  promptly  and  quite  as  economically  by  way 
of  Joliet,  if  public  confidence  in  the  inspection  at  that  point 
were  as  thoroughly  established  as  the  quality  of  the  work  done 
there  would  warrant. 

There  have  been  requests  for  the  establishment  of  branches 
of  the  Chicago  inspection  at  other  points  in  the  State  upon 
direct  eastern  lines  of  transportation,  the  purpose  being  to  se- 
cure the  benefit  of  Chicago  inspection  without  diverting  the 
grain  from  its  natural  eastward  channels. 

While  the  establishment  of  branches  at  some  of  these  points 
would  no  doubt  be  a  benefit  to  the  public,  and  certainly'  so  to 
shippers  along  the  lines  of  roads  in  question,  there  seems  to  be 
no  warrant  in  the  law^  for  any  extension  of  the  Chicago  system 
beyond  the  limits  fixed  by  the  statute,  and  there  is  no  way  in 
which  other  points  in  the  State  may  secure  state  inspection  of 
grain  except  through  the  formation  of  independent  systems. 

THE   SITUATION  AT  EAST  ST.   LOUIS. 

There  are  at  East  St.  Louis  a  number  of  capacious  elevators 
through  which  large  quantities  of  grain  annually  pass. 

No  department  of  our  own  system  of  inspection  having  ever 
been  estabhshed  there,  the  work  is  done  by  the  officials  of  the 
State  of  Missouri,  sent    over   from    St.  Louis  for  that  purpose. 
— 3  JA.  R, 


34 

It  is,  we  think,  a  subject  proper  for  legislative  consideration 
whether  or  not  the  State  of  Illinois  should,  by  proper  enact- 
ment, assert  its  own  jurisdiction  over  an  important  and  exten- 
sive business  which  is  thus  transacted  within  the  boundaries  of 
the  State. 

PERIODICAL   WEIGHING. 

The  present  warehouse  law,  while  it  provides  for  the  inspec- 
tion of  ^.rain  as  a  condition  precedent  to  its  storage  in  anj 
elevator  of  Class  "A"',  and  for  a  sjstem  of  reports  by  which  the 
Warehouse  Registrar  may  know  just  what  receipts  are  issued  and 
canceled,  provides  no  means  of  arriving- at  the  quantity  of  grain 
received  and  delivered  except  through  the  figures  of  the  elevator 
weighman,  and  places  within  reach  of  the  department  no  check 
whatever  upon  the  accuracy  of  his  work. 

While  we  do  not  regard  it  in  any  sense  probable,  it  is  cer- 
tainly possible  for  a  warehouseman,  under  existing  arrangements, 
by  manipulating  the  figures  of  the  weighman's  tickets,  to  with- 
draw large  qnantities  of  grain  without  proper  cancellation  of 
receipts  for  the  same.  The  Warehouse  Registrar  in  his  report 
recommends  that  such  amendment  be  made  to  the  law  as  shall 
provide  for  a  balancing  of  the  books  and  weighing  of  grain 
in  store  as  often  as  once  in  each  year,  at  the  most  convenient 
time,  that  his  accounts  may  be  verified  by  an  actual  inventory 
of  the  property  under  the  supervision  of  the  state  officer.  In 
this  recommendation  we  most  heartily  concur. 

BONDS  OF  WAREHOUSEMEN. 

During  the  year  it  has  come  to  our  knowledge  that  the  pro- 
vision in  the  statute  requiring  the  proprietor,  lessee  or  manager 
of  any  warehouse  of  Class  "A",  before  transacting  any  business  in 
such  warehouse,  to  give  bonds  in  the  sum  of  |10,0()  *  for  the 
faithful  performance  of  his  duty  to  the  public,  was  being  so  con- 
strued as  to  allow  a  firm  managing  or  owning  several  different 
warehouses  to  operate  them  all  under  a  single  bond. 

A  careful  study  of  the  matter  convinced  us  that  such  con- 
struction was  subversive  of  the  plain  intent  of  the  law,  and  we 
adopted  an  order  requiring  new  bonds  to  be  given,  one  for  each 
separate  warehouse. 

We  are  pleased  to  note  in  the  report  of  the  Warehouse  Registrar 
that  this  requirement  of  the  Commission  has  in  all  cases  been 
promptly  complied  with. 

CLAIMS   FOR    DAMAGES   ON    ACCOUNT   OF   FAULTY   INSPECTION. 

A  question  of  considerable  inqioi'tance  has  arisen,  incident  to 
the  inspection  of  grain.  It  had  long,  we  a.re  informed,  been  the 
practice  of  this  Commission  to  pay,  from  the  fnnds  of  the  in- 
spection department,  claims  for  damages  arising  from  the  faulty 


35 

inspection  of  grain.  Tliat  is  to  say,  under  the  former  practice, 
where  an  inspector  made  a  bhinder  in  the  inspection  of  grain 
whereby  the  owner  or  tlie  par-ty  buying  tlie  grain  on  certificate 
was  damaged,  the  Commission  recognized  the  damage  so  arising 
as  a  vahd  claim  against  the  inspection  department,  and  paid  it 
from  the  funds  of  that  department,  which  funds  are  derived 
from  inspection  fees.  The  immediate  predecessors  of  the  present 
Commissioners,  we  are  advised,  doubted  the  power  of  the  Com- 
mission to  appropriate  the  funds  of  the  inspection  department 
to  the  purpose  of  paying  claims.  No  express  ruling  was,  how- 
ever, placed  on  record  so  far  as  we  are  able  to  find.  A  pai-tic- 
ular  claim  of  this  nature  is  now  pending  before  the  present  Com- 
mission, a  formal  decision  of  which  has  not  been  rendered,  al- 
though the  Commission  has  been  of  the  opinion  that  they  are 
not  empowei-ed  to  pay  such  claims  from  the  funds  arising  from 
inspection.    The  case  referred  to  is  as  follows: 

Franklin,  Edson  &  Co.,  of  New  York,  claim  the  sum  of 
11,156.70,  required,  they  say,  to  make  them  whole  on  a  certain 
cargo  of  wheat  purchased  by  them  in  Chicago  on  certificates  as 
"No.  2  red  winter,"  and  which  on  its  arrival  in  New  York 
proved  to  be  in  fact  of  a  quality  much  inferior  to  that  named 
in  the  certificate.  Proofs  were  submitted  to  us  which  convinced 
us  that  the  inspection  was  faulty.  The  inspector  at  fault  was 
an  old  employe  of  the  department,  and  had,  until  this  occur- 
rence, been  regarded  as  competent  and  reliable.  He  has  since 
left  the  force.  The  decisive  question  arising  upon  the  facts  is, 
has'  this  Commission  any  power  under  the  statute  to  devote  the 
funds  of  the  inspection  department  to  the  payment  of  damages 
arising  from  erroneous  inspection?  AVe  are  convinced  that  the 
answer  to  this  question  must  be  found  in  the  statute  wherein 
our  duties  are  prescribed,  and  whence  all  the  powers  of  the  Com- 
mission are  derived.  Since  it  has  been  strenuously  urged  upon 
us  that  to  deny  this  claim,  and  to  refuse  to  become  guarantors 
for  the  correctness  of  our  inspection,  will  seriously  discredit 
Chicago  inspection  in  the  markets  of  the  world,  we  think  it 
proper  to  state  the  law^  as  we  understand  it,  for  your  informa- 
tion and  that  of  the  General  Assembly. 

Section  14  of  the  act  in  relation  to  warehouses  contains  three 
provisions  which,  construed  together,  seem  to  us  decisive  of 
this  question.  It  is  first  provided  that  each  inspector  shall  give 
a  bond  in  the  penal  sum  of  |5,000,  with  sureties,  the  condition 
of  which  bond  shall  be: 

"That  he  will  faithfiillj'  and  strictly  discharge  the  duties  of  his  said 
oflBce  of  inspector  according  to  law  and  the  rules  and  regulations  prescrib- 
ing his  duties  ;  and  that  he  will  ^jay  all  damages  to  any  person  or  persons  who 
may  be  injured  hy  reason  of  his  neglect,  refusal  or  failure  to  comply  with 
the  law  and  the  rules  and  regulations  aforesaid." 

It  is  next  provided  that  the  Commission 

"  Shall  have  power  to  fix  the  rate  of  charges  for  the  inspection  of  grain, 
and  the  manner  in  which  the  same  shall  he  collected,  which  charges  shall 


be  regulated  in  such  a  manner  as  will,  in  the  judgment  of  the  Commis- 
sioners, produce  sufficient  revenue  to  meet  the  necessary  expenses  of  the 
service  of  inspection,  and  no  more.'" 

Finally  "it  is  provided  at  the  end  of  said  section  14,  that 

"All  necessary  expenses  incident  to  the  inspection  of  grain,  and  to  the 
office  of  Registrar,  economically  administered,  including  the  rent  of  suita- 
ble offices,  shall  be  deemed  expenses  of  the  inspection  service,  and  shall 
be  included  in  the  estimate  of  expenses  of  sucli  inspection  services;  and 
shall  be  paid  from  the  funds  collected  for  the  same." 

These  provisions  seem  to  leave  the  case  in  little  doubt.  The 
Commission  has  no  funds  at  its  disposal,  except  those  accruing 
from  inspection  fees.  We  ai-e  commanded  to  fix  those  fees  so 
as  to  produce  "sufficient  revenue  to  meet  the  necessary  expenses 
of  the  service  of  inspection,  and  no  more.'''  Then,  as  if  to  leave 
no  doubt  as  to  what  the  term  "necessary  expenses"  should  em- 
brace, it  v\^as  further  specified  that  "all  necessary  expenses  inci- 
dent to  the  inspection  of  (^rain,  and  to  the  office  of  Registrar, 
economically  administered,  including-  the  rent  of  suitable  offices, 
shall  be  deemed  expenses  of  the  inspection  service." 

It  is  a  familiar  legal  maxim  that  the  naming  expressly  of 
certain  things,  in  an  act  such  as  this,  has  the  effect  of  exclud- 
ing other  things  which  are  not  named.  When  telling  us  what 
should  be  "included  in  the  estimate  of  expenses"  and  "paid  from 
funds  collected  for  the  same,"  the  legislature  failed  to  mention 
damages  arising  from  erroneous  inspection.  Unless,  therefore, 
such  damages  may  be  said  to  be  a  "necessary  expense  incident 
to  the  inspection  of  grain,"  they  are  not  authorized  to  be  paid 
from  the  funds  of  the  department.  These  two  clauses  of  the 
statute,  if  stan:iing  alone,  would,  therefore,  seem  to  be  decisive 
of  the  question.  Damages  of  this  kind  can  hardly  be  called  a 
"necessary  expense  incident  to  the  inspection  of  grain.  ' 

But  all  possibility  that  the  legislature  intended  to  include 
such  damages  as  an  "expense"  of  the  department  is  rebutted, 
it  seems  to  us,  by  the  fact  that  in  the  clause  of  the  statute  first 
quoted  above,  express  provision  is  made  for  the  payment  of 
such  damages  by  the  inspector  and  his  sureties.  The  condition, 
prescribed  by  statute  for  the  bond  of  the  inspector,  is  exclu- 
sively for  the  protection  of  "any  person  or  persons  who  may  be 
injured."  It  is  a  noticeable,  and  it  would  seem,  decisive  fact 
that  the  bond  is  not  for  the  protection  of  the  inspection  fund 
in  case  the  Commission  should  pay  such  damages,  but  runs 
entirely  to  third  parties  who  may  be  injured.  Should  the  Com- 
mission step  in  and  pay  this  inspector's  liability,  it  is  doubtful 
if  the  language  of  the  bond,  as  prescribed  by  the  statute,  would 
admit  the  Commission  to  reimburse  the  department  fnnds  by  a 
suit  against  the  inspector's  sui"eties.  That  the  inspector  and 
his  sureties  in  this  ease  are  liable  to  Franklin,  Edson  Sc  Co., 
upon  this  bond,  provided  they  can  prove  their  case  in  court, 
admits  of  no  question.  This  bond  was  taken  to  meet  just  such 
a  case  as  this  and  for  no  other  purpose. 


37 

Much  has  been  urged  upon  the  score  of  pubhc  policy.  We 
have  been  exhorted  to  adopt  a  rule  for  such  cases  that  will  in- 
vite the  confidence  of  the  public,  etc.  To  this  we  can  only  say 
the  Commission  is  not  at  hberty  to  set  up  any  policy  unless 
that  policy  finds  wai-rant  in  the  statute.  We  do  not  control 
the  general  policy  of  the  State  touching  such  (questions.  We 
can  exercise  the  powers  given  us  by  statute,  and  no  others,  and 
it  is  a  rule  too  well  settled  to  require  the  citation  of  authorities 
that  the  powers  of  a  commission,  such  as  this,  cannot  be  ex- 
tended beyond  what  is  expressly  granted,  or  necessarily  implied 
in  the  carrying  out  of  the  objects  of  the  law.  If  we  are  to  levy 
sufficient  inspection  fees  for  damages  and  apply  the  funds  so 
raised  to  that  purpose,  it  seems  to  us  the  legislature  ought  to 
say  so.  As  the  case  stands,  the  legislature  has,  in  effect,  said 
exactly  the  contrary.  It  has  said  that  bonds  shall  be  taken 
with  sureties  from  inspectors  conditioned  for  the  payment  of 
damages  to  persons  injured,  and  that  the  revenue  raised  from 
inspection  fees  shall  be  confined  to  the  amount  needed  for  the 
"necessary  expenses"  of  the  department.  No  bond  is  provided 
to  indemnify  the  State  in  case  it  pays  these  damages.  If  it  be 
our  duty  under  the  law  to  pay  such  damages  out  of  fees  col- 
lected, then  the  taking  of  bonds  from  inspectors  for  the  protec- 
tion of  persons  dealing  with  the  department,  is  a  mere  idle 
ceremony,  having,  it  seems,  no  purpose  at  all. 

Such  is  the  view  the  Commission  were  constrained  to  take 
of  the  law  as  it  now  stands ;  but  they  have  made  no  formal  ruling 
upon  this  claim,  owing  to  the  urgent  representations  made 
that  a  ruhng  of  the  kind  above  indicated  would  be  injurious 
to  the  service.  In  this  view  your  efficient  Chief  Inspector,  Hon. 
P.  Bird  Price,  seems  from  his  report,  which  we  print  herewith, 
to  concur.  The  claim  of  Franklin,  Edson  &  Co.  has  therefore 
been  referred  to  the  Attorney  General  for  his  opinion  upon  the 
question  as  to  whether  the  Commission  has  power  under  the 
statute  to  devote  the  funds  of  the  inspection  department  to  the 
payment  of  claims  of  this  kind.  We  are  daily  expecting  the 
opinion  of  the  Attorney  General  upon  that  question,  and  had 
it  been  delivered  before  the  time  for  our  report  to  go  into  your 
hands,  the  necessity  of  mentioning  this  subject  might  possibly 
have  been  avoided,  as  the  Commission  would  very  cheerfully 
acquiesce  in  any  construction  the  Attorney  General  of  the  State 
might  give  to  the  statute.  Since,  however,  some  action  of  the 
legislature  may  become  necessary  in  case  the  opinion  of  the 
Attorney  General  should  be  adverse  to  the  claim,  we  have 
thought  proper  to  thus  set  forth  the  state  of  the  law  and 
our  views  thereon,  in  our  report  to  your  Excellency.  When  the 
Attorney  General's  opinion  is  received  we  will  take  measures  to 
advise  your  Excellency  and  the  General  Assembly  if  thought  nec- 
essary, as  to  the  then  status  of  the  case,  to  the  end  that  legisla- 
tion may  be  had  empowering  the  Commission  to  pay  such  claims 


88 

if  they  are  deemed  a  leoitimate  expense  of  the  inspection  service, 
and  are  not,  in  the  opinion  of  his  honor,  the  Attorney  General, 
already  sufficiently  provided  for  in  the  statute  as  it  now  stands. 

TABULATED    STATISTICS. 

In  the  body  of  this  report  will  be  found  seventeen  tables  which 
give  tabulated  information  on  the  subjects  indicated  in  their 
titles.    These  titles  are  as  follows: 

Table  I.    Classiflcation  of  Railroads  and  Mileage. 

Table  II.  A.  Capital  Stock,  Bonds  and  Equipment  Trust  Obligations  for 
Mileage  Owned. 

Table  II.  B.  Capital  Stock,  Funded  Debt  and  Current  Liabilities  for 
Mileage  Operated. 

Table  III.    Income  Account,  wbole  line. 

Table  IV.    Total  Earnings  from  Operations  in  Illinois. 

Table    V.    Total  Earnings  and  Income  in  Illinois. 

Table  VI.    Operating  Expenses  in  Illinois. 

Table  VII.  Operating  Expenses,  Taxes  and  Average  Earnings  Per  Mile 
of  Road  in  Illinois. 

Table  VIII.    Passenger  and  Freight  Traffic  in  Illinois. 

Table  IX.    Classified  Freight  Traffic  in  Illinois. 

Table  X.    Employes  and  Salaries,  whole  Line  and  in  Illinois. 

Table  XI.    Average  Daily  Compensation  of  Employes. 

Table  XII.    Description  of  Equipment,  whole  line. 

Table  XIII.    Rails,  Ties.  Ballast,  Bridges,  etc.,  in  Illinois. 

Table  XIV.    Consumption  of  Fuel  by  Locomotives,  whole  line. 

Table  XV.    Accidents  in  Illinois. 

Table  XVI.    Taxes  Paid  in  Illinois  in  1888,  1889  and  1890. 

Table  XVII.    Income  Account  Leased  Lines,  whole  line. 

Fui'ther  alon<^  in  this  report  will  be  found  in  full  the  tables 
above  mentioned,  a  summary  of  which  is  as  follows: 

TABLE   I.      rLASSIFICATION   OF  RAILKOADS   AND  MILEAGE. 

The  railway  mileage  in  the  state  of  Illinois  on  June  30,  1890, 
was  as  follows: 


Miles. 


Miles. 


Main  Hue 

Second,  third  and  fourth  tracks 
Sidings,  etc 


10,103.'lf) 

!>26.77 

2,  •128. 34 


Total 


14,017.57 


The  following  is  a  comparison   with  the  mileage  as  reported 
for  the  year  ending  June  30,  1889: 


Yeae. 

Main  Line. 

Second, 

third  and 

fourth 

ti-acks. 

Sidings, 

Etc. 

Total, 

1880 

9,030.63 
lO.KiS.K) 

755.67 

025.77 

2,804.68 
2,028.34 

13,406.98 

1890 

14,017.57 

22(i.S3 
2.28 

170.10 
22.51 

123.66 
4.41 

520.59 

3.78 

39 

The  length  of  new  road  built  during-  the  year  ending  June  30, 
1890,  was  222.65  miles,  an  increase  over  the  new  road  built 
during  the  period  covered  by  our  last  report  of  151.24  miles, 
or  212  per  cent. 

In  this  connection  it  ma^^  of  interest  to  state  that  Illinois  has 
the  largest  railway  mileage  of  any  state  in  the  union.  In  the 
report  of  the  Inter-State  Commerce  Commission  for  the  year 
1889,  the  proportion  of  the  railway  mileage  in  Illinois  to  the 
total  mileage  in  the  United  States  was  6.23  per  cent.,  and 
the  number  of  square  miles  per  mile  of  railway  was  given  as  5.76. 

TABLE  II-A.     CAPITAL  STOCK,  BONDS  AND  EQUIPMENT  TRUST  OBLIGA- 
TIONS FOR  MILEAGE   OWNED. 

This  table  shows  the  railway  capital  of  the  railroads  in  Illi- 
nois to  be  as  follows: 


'Capital  stock 

$847,488,296  90 

920,683,061  73 

1,441,505  41 

Bouds 

iEquipment  trust  obligations 

Total 

81,769,620,864  04 

■Capital  stock  per  mile  of  road 

$25,573  37 

27,540  44 

644  08 

Bonds  per  mile  of  road 

Equipment  trust  obligations  per  mile  of  road 

Total 

53,757  89 

These  figures  shows  an  increase  of  railway  capital  over  the 
report  of  last  year  of  |198,144,498.08. 

This  table  also  shows  the  number  of  stockholders  in  Illinois 
to  be  1,399;  number  elsewhere,  30,398;  and  amount  of  stock 
held  in  Illinois,  |32,480,885.00,  or  3.83  per  cent,  of  the  total 
capital  stock. 


TABLE  II -B.      CAPITAL  STOCK,  FUNDED  DEBT  AND  CURRENT  LIABILI- 
TIES  FOR  MILEAGE   OPERATED. 

This  table  shows  the  capital  stock,  funded  debt  and  current 
liabilities  for  mileage  operated  to  be  as  follows: 


Capital  stock 

Funded  debt 

Current  liabilities 


Total 

Total  amount  per  mile  of  road  operated. 


8930,784,536  78 

997,407,939  64 

27,505,798  37 


$1,955,698,274  79 
52,783  18 


As  compared  with  last  year  these  figures  show  a  decrease  in 
the  current  liabilities  of  |2,092,484.65. 


TABLE  III.      INCOME  ACCOUNT — WHOLE  LINE. 

This  table  shows  the  followins:  facts: 


Gross  earnings  from  operation 

Operating  expenses 

Income  from  operation 

Income  from  other  sources 

Total  income 

Total  deductions  from  income. 

Net  income  (41  roads) 

Net  deficit  (21  roads) 


1202.091,753  14 

170,399,(177  53 

91,697,726  74 

6,383,641  57 

98,081,368  31 

6S,«e8.907  44 

29,591,581  84 

1,384,172  13 


This  table  also  shows  that  during  the  year  there  were  12 
operating-  railroad  corporations  paid  dividends,  amounting  to 
119,127,823.20.  In  1889,  11  corporations  paid  dividends 
amounting  to  $16,978,464.66.  The  increase  in  the  amount  of 
dividends  paid  during  1890  over  that  of  1889,  is  |2, 149,358.54, 
or  12.66  per  cent. 

The  following  tables  show  the  names  of  the  operating  rail- 
roads paying  dividends,  and  the  comparative  rates  and  amounts 
paid  during  the  years  1889  and  1890. 


Name  of  Company. 


1889. 


Percent, 
on  Com. 
Stock. 


Percent. 

on  Pref. 

Stock. 


Chicago  and  Alton 

Chicago  and  Eastern  Illinois 

Chicago  and  Northwestern 

Chicago,  Burlington  and  Qiiincy 

Chicago,  Milwaukee  and  St.  Paul... 
Cliicago,  Rock  Island  and  Pacific... 

Ilhnois  Central 

Lake  Shore  and  Michigan  Southern 

Michigan  Central 

Rock  Island  and  Peoria 

St.  Louis,  Alton  and  Terre  Haute.. 

Total 


51,407, 

267, 
3,444, 
3,055, 

972, 
2,307, 
2,200, 
2,473, 

749, 
75, 
24, 


360  00 
912  00 
504  00 
684  00 
490  50 
707  00 
000  00 
325  00 
528  16 
000  00 
684  00 


S,  978, 464  66 


8 

8 
6 

7 
4 

6 

4.5 

5 

5.5 

5 

4 

5 

1 

Name  of  Company. 


1890. 


Percent. 

on  Com. 

Stock. 


Percent. 

on  Pref. 

Stock. 


Chicago  and  Alton 

Chicago  and  Eastern  Illitiois 

Chicago  and  Nortli western 

Chicago,  Burlington  and  Quincy 

Chicago,  Milwaukee  and  St.  Paul 

Chicago,  Rock  Island  and  Pacific 

Clev.,  Cin.,  Chicago  and  St.  Louis.. 

Illinois  Central 

Lake  Erie  and  We^^tern 

Lake  Shore  and  Michigan  Southern 

Michigan  Cential 

Rock  Island  and  Peoria 

Total 


81,407,728  00 

133,956  00 

3,444,979  00 

3,437,U67  00 

1,296,829  00 

1,846,229  00 
1,320,000  00 
2,400  000  00 

355,200  00 
2,473,325  00 

936,910  20 
75,000  00 


119,127,823  20 t 


6 
4.5 


2.5 
3.5 


41 


LEASED   OR  SUBSIDIARY   LINES  PAYING  DIVIDENDS. 

In  addition  to  the  dividends  paid  by  operating-  railroads,  as 
shown  in  Table  III.,  the  following-  leased  or  subsidiary  lines  paid 
dividends  during  the  year  out  of  the  net  income  from  lease  of 
road,    rfee  Table  XVII. 


Name  of  Company. 


Joliet  and  Chicago 

Mississippi  River  Bridge 

Chicago  and  Western  Indiana 

Peoria  and  Bureau  Valley 

Joliet  and  Nortliern  Indiana 

Pittsburgh,  Ft.  Wayne  and  Chicago 
Belleville  and  Southern  Illinois 


Table  III.  also  shows  that  the  Centralia  and  Chester,  Fultort 
County  Narrow  Gauge,  and  St.  Louis  and  Peoria  roads  failed  to 
earn  enough  to  pay  their  operating  expenses. 

TABLE  IV.      TOTAL   EAR.VIXGS  FROM   OPERATIONS   IN    ILLINOIS. 

The  total  earnings  from  operation  for  the  year  are  shown  in 
the  following:  table: 


Passenger  department— 

From  passengers 

?14,211,044  93 

1,579,848  98 

1.479,541  07 

193,431  79 

From  mails 

From  express  and  extra  baggage 

From  other  sources 

Total 

$17,463,866  77 

Freight  department— 

From  freights 

143,856,706  08 
270,891  23 

From  other  sources 

Total 

S44,133,597  31 

From  miscellaneous"  sources 

1,892,789  23 

Total  earnings  from  operation  in  Illinois 

S63, 490,253  31 

In  the  passenger  department  these  figures  show  an  increase 
of  f  28, 974. 76  in  the  receipts  from  passengers ;.  a  decrease  of 
135,99-1^.93  in  the  receipts  from  mails;  a  decrease  of  138,892.30 
in  the  receipts  from  express  and  baggage;  an  increase  of  $15,- 
093.27  in  the  receipts  from  other  sources,  or  a  net  decrease  in 
the  passenger  department  of  |30,819.20  as  compared  with 
the  business  of  last  year. 

In  the  freight  department  these  figures  show  an  increase  over 
the  business  of  last  year  of  |152,905.37  in  the  receipts  from 
other  sources;  an  increase  of  14,274,609.54:  in  the  receipts  from 
freights,  or  a  net  increase  in  the  freight  department  of  $4,427,- 
514.91. 


42 

The  receipts  from  miscellaneous  sources  show  a  gain  over  the 
business  of  last  year  of  $364,076.23;  the  total  increase  in  the 
•earnings  from  operation  in  Illinois  over  the  business  of  last 
year  is  |4,760J71.97. 

The  following  table  shows  the  earnings  of  the  passenger  and 
freight  departments  in  Illinois  for  the  last  four  years: 


Passenger. 

Freight. 

1887 

$15,385,945  66 
17,627,983  37 
17,494,b85  97 
17,463,866  77 

S38,.524,367  55 

1888....              

39,652,094  45 

1889 

39,706,082  40 

1890 

44,133,597  31 

TABLE    V.      TOTAL    EARNLVGS    AND    INCOME    IN    ILLINOIS. 

The  total  earnings    and   income  in  Illinois    for  the   year  are 
indicated  in  the  following  table: 


Total  earnings  from  operation 

Interest  on  bonds  owned 

Dividends  on  stocks  owned 

IMiscellaneous  income,  less  expense 

Total  earnings  and  income  in  Illinois 


863,490,253  31 

482,365  60 

323,582  68 

1,175,293  22 


165,471,494  81 


This  is  an  increase  over  the  total  earnings  and  income  in  Illi- 
nois of  last  year  of  |2, 301,398. 62. 

The  following  table  shows  the  total  income  in  Illinois  for  the 
last  four  years: 


1887 

$56,860,287  84 

1888.             .       .            

61,3*3,515  45 

1889 

63,170,096  19 

1890 

65,471,494  81 

TABLE  VI.      OPERATING  EXPENSES  IN  ILLINOIS. 

The  operating  expenses  in  Illinois  for  the  year  was  f  40,059, - 
^94.30,  divided  as  follows: 


Chargeable  to 
Pas.  Traffic. 


Chargeable  to 
Frt.  Traffic. 


Maintenance  of  way  and  structure 

Maintenance  of  equipment 

Conducting  transportation 

General  expenses 

Total 


$2,990,609  62 
1.811.827  70 
6,420,423  68 
1,614,385  31 


$12,837,246  31 


$5,452,657  91 
4,590,129  18 

14.197,094  27 
2,682,766  63 


$27,222,647  99 


This  is  an  increase  in  the  operating  expenses  over  last    vear 
of  1767,869.87,  or  less  than  2  per  cent. 


43 

The  operating  expenses  in  Illinois  for  the  last  four  years  are 
as  follows : 


1887.         

f33,010,187  83 

1888 

38,870,930  54 

1889 

39,292,024  43 

Ig90 

40,059,894  30 

TABLE  VII. 


OPERATING  EXPENSES,   TAXES  AND  AVERAGE   EARNINGS 
PER  MILE   OF    ROAD   IN   ILLINOIS. 


This  table  shows  the  following  facts : 


Percentage  of  operating  expenses  to  earnings 

Average  passenger  earnings  per  mile  of  road  operated 

Average  passenger  earnings  per  train  mile 

Average  freight  earnings  per  mile  of  road  operated 

Average  freight  earnings  per  train  mile 

Average  gross  transportation  earnings,  including  mail,  express,  baggage 

etc.,  per  mile  of  road  operated 

Average  expenses  per  mile  of  road  operated 

Net  earnings  per  mile  of  road  operated 


63.09 
$1,367  31 
.765 
4,196  85 
1.418 

6,062  78 
3,825  37 
2,237  41 


Only  those  roads  which  have  made  complete  detailed  reports 
are  taken  into  consideration  in  arriving  at  the  above  averages. 

In  last  year's  report  certain  average  earnings,  expenses,  etc., 
per  mile  of  road  were  given,  and  for  the  purpose  of  comparison 
with  those  of  this  year  they  are  herewith  repeated  below: 


Percentage  of  operating  expenses  to  earnings 

Average  passenger  earnings  per  mile  of  road  operated 

Average  passenger  earnings  per  train  mile 

Average  freight  earnings  per  mile  of  road  operated 

Average  freight  earnings  per  train  mile 

Average  gross  transportation  earnings,  including  mail,  express,  baggage 

etc..  per  mile  of  road  operated 

Average  expenses  per  mile  of  road  operated 

Net  earnings  per  mile  of  road  operated 


66.90 

11.403  11 

.74 

3,898  58 

1.37 

5,784  46 
3, 870  70 
1,913  76 


TABLE   VIII.    PASSENGER  AND   FREIGHT   TRAFFIC  IN   ILLINOIS. 

The  following  important  facts  are  shown  in  this  table: 


Passenger  traffic- 
Number  of  passengers  carried  earning  revenue 

Number  of  passengers  carried  one  mile 

Average  distance  carried— miles 

Average  amount  received  from  each  passenger- cents.  . . . 

Average  receipts  per  passenger  per  mile— cents 

Estimated  cost  of  carrying  one  passenger  one  mile— cents 

Freight  traffic- 
Number  of  tons  carried  earning  revenue 

Number  of  tons  carried  one  mile 

Average  distance  haul  of  one  ton— miles 

Average  amount  received  for  each  ton— cents 

Average  receipts  per  ton  per  mile— cents 

Estimated  cost  of  carrying  one  ton  one  mile— cents... 


24,910,820 
654,960,062 
25.12 
52.9 
2.066 
1.90 


48,364,653 

4,271,377,794 

102.45 

85.23 

0.832 

0.517 


Owing  to  the  failure  of  several  of  the  roads  which  do  a  large 
passenger  and  freight  business  to  furnish  the  necessary  data  it 
is  impossible  to  give  estimates  and  averages  which  would  apply 


44 

to  all  the  roads  in  the  State,  and  in  arriving  at  the  above  av- 
erages and  estimates  only  those  roads  which  have  made  com- 
plete detailed  reports  are  taken  into  consideration. 

In  this  connection  it  may  be  interesting  to  show  the  passen- 
ger and  freight  traffic  as  reported  in  last  year's  report,  and  for 
the  purpose  of  comparison  with  that  of  this  year  it  is  here  given 
as  follows: 


Passenger  traffic- 
Number  of  passengers  carried  earning  revenue 

Number  of  passengers  carried  one  mile 

Average  distance  carried— mile  ■< 

Average  amount  received  from  each  passenger— cents 

Average  receipts  per  passenger  per  mile— cents 

Estimated  cost  of  carrying  one  passenger  one  mile— cents 

Freight  traffic- 
Number  of  tons  carried  earning  revenue 

Number  of  tons  carried  one  mile 

Average  distance  haul  of  one  ton— miles 

Average  amount  received  for  each  ton— cents 

Average  receipts  per  ton  per  mile— cents 

Estimated  cost  of  carrying  one  ton  one.mile 


23,755,05ft 

580,610,364 

26.25 

53.5 

2.038 

1.721 


44,931,095 
3,829,299,316 
98,43 
82.3 
0.836 
0.513 


TABLE  IX.      CLASSIFIED  FREIGHT  TRAFFIC  IN  ILLINOIS. 

This  table  shows  that  the  railroads  carried  in  Illinois  during 
the  year  50,796,636  tons  of  freight,  an  increase  over  the  busi- 
ness of  last  year  of  3,857,507  tons,  or  8.21  per  cent. 

The  following  is  a  classified  comparison  of  the  tonnage  carried 
in  lUinois  in  the  years  1889  and  1890: 


1889. 
Tons. 

1890. 
Tons. 

Products  of  agriculture 

9,985,424 
3,453,918 
14,360,114 
3,099,581 
3,749,310 
4,323,340 
506,682 
7,460,754 

11,006.271 

Products  of  animals 

4.120,451 

Products  of  mines 

14,944,906 

3,176,001 

3,189.436 

Manufactures 

5,584,588 

642,737 

Miscellaneous 

8,132,186 

Totals    

46,939,129 

50,796,636 

TABLE  X.    EMPLOYES  AND   SALARIES,  AVHOLE  LINE  AND  IN  ILLINOIS. 

This  table  shows  that  during  the  year  there  were  182,680 
employes  on  the  entire  lines  of  the  railroads  doing  business  in  Illi- 
nois, whose  yearly  compensation  was  -f  107,705,205.49.  It  also 
shows  that  of  the  total  number  of  employes  there  were  in  Illi- 
nois 57,435,  whose  aggregate  vearly  compensation  was  |33,- 
991,980.16. 

Compared  with  last  year  these  figures  show  an  increase  of 
4,460  employes  in  Illinois,  and  an  increase  in  the  amount  of 
compensation  paid  them  of  f  2, 388, 162. 01. 


45 


The  following  table  shows 
ployes  above  referred  to : 


the  division   of    the  182,680  em- 


Oeneral  officers 

Oeneral  office  clerks 

Station  agents 

Otlier  station  men 

Enginee:  s 

Firemen 

Conductors. • 

Otlier  train  men 

Macliinists 

Carpenters  

Other  shopmen 

Section  foremen 

Other  trackmen 

Switchmen,  flagmen  and  watchmen  . . . 
Telegraph  operators  and  dispatchers.. 
Employes,  account  floating  equipment 
All  other  employes  and  laborers 

Total 


838 
5,526 
6,631 

17,768 
8,538 
8,829 
6,011 

13, 035 
6,474 
8,747 

2t,155 
7,480 

35,784 

10.561 

5,507 

413 

16,383 


182,680 


TABLE   XI.      AVERAGE   DAILY   COMPENSATION    OF   EMPLOYES. 

This  table  shows  the  average  daily  compensation  of  the  em- 
ployes as  enumerated  in  table  X.  An  examination  of  the  same 
will  show  that  the  compensation  of  the  same  class  of  employes 
varies  widely  on  different  roads. 


TABLE   XII.      DESCRIPTION   OF   EQUIPMENT,    WHOLE   LINE. 

Particular  attention  is  called  to  this  important  table.  In  it 
will  be  found  the  number  of  locomotives  owned  by  the  roads 
classed  as  passenger,  freight  and  switcliing;  the  number  of  cars 
owned,  classed  as  cars  in  passenger,  freight  and  company's  ser- 
vice; the  number  of  cars  contributed  to  fast  freight  line  service 
and  the  number  of  cars  leased.  It  also  shows  what  portion  of  the 
equipment  is  fitted  wath  train  brakes  and  automatic  couplers. 
A  summarv  of  this  table  is  as  follows: 


Class  of  Equipment. 

Number. 

Number 

fitted  with 

train 

brake. 

Number 
fitted  with 
automatic 

coupler. 

Locomotives- 

1,746 
3, 970 
1,240 

Freight         .                      

Totals 

6.956 

4,383^ 

Cars- 

4,771 

207,142 
5,792 
17,510 

4,660 

11,481 

52 

250 

4,494 

16,549 

9 

Fast  freight  line  service 

1,102 

Totals 

2.35,215 

16,443 

22,154 

Total  cars  and  locomotives  owned 

2(2,171 
19,125 

20,826 

22,154 

Total  equipment 

201,296 

20,826 

22,1.54 

46 

The  foregoing  shows  the  following  facts  in  regard  to  safety 
appliances: 

Of  the  locomotives  63  per  cent,  are  equipped  Avith  train  brakes,, 
of  the  cars  in  passenger  service  97.67  per  cent,  are  equipped 
with  train  brakes,  and  94.19  per  cent,  with  automatic  couplers; 
of  the  cars  in  freight  service  5.54  per  cent,  are  equipped  with 
train  brakes,  and  7.99  per  cent,  with  automatic  couplers,  and 
of  cars  in  company's  service  less  than  one  per  cent,  are  equipped 
with  safety  appliances. 

It  would  seem  aj^propriate  in  this  connection  to  show  what 
kind  of  couplers  are  in  use,  and  the  number  of  each  kind  used. 
The  followino-  is  such  a  statement: 


style  of  Coupler. 

No. 
used. 

Ames  

647 

3,773 

Blackstoue. .'. 

132 

Cowell   

190 

60 

Gould 

1,601 

Hinson  

501 

Janne  y 

10,345 

Janney- Miller 

21 

Keystone 

10 

Loraine 

10 

M.  C.  B 

1,292 

MeCree  

158 

Miller 

3,373 

9 

Sehroyer  

18 

Thurmond.,           

1 

Unclassified 

13 

Total .           

22.154 

TABLE   XIII.      BAILS,  TIES,  BALLAST,  BRIDGES,  ETC.,  IN  ILLINOIS. 

The  followintr  facts  are  shown  in  this  table: 


Iron  rails  on  road  in  Illinois,  miles 

Steel  rails  on  road  in  U'inois,  miles 

Tons  steel  rails  relaid  during  year  in  Illinois 

Ties  relaid  during  year  in  Illinois 

Number  of  stations  in  Illinois 

Length  of  road  unfeueed  in  Illinois,  miles. .. 

Baila-t  in  Illinois- 
Miles  of  stone 

Miles  of  sand  or  gravel 

Miles  of  cinders 

Miles  of  earth 

Miles  of  slag 

Unclassified 

Bridges  in  Illinois- 
Number  of  stone 

Number  of  iron 

Number  of  wooden 

Number  of  combination 

Trestles  in  Illinois- 
Number 

Aggrregrate  length  in  feet 


1,181.27 
8,982.19 
74,555.11 
,112,789 
2,459 
1,477.70 

891.80 
4,412.08 

560.64 

4,043.83 

81.83 

173.92 

1,020 

621 
1,399 

148 

9.237 

772,527 


47 

TABLE  XIV.     CONSUMPTION  OF   FUEL  BY  LOCOMOTIVES — WHOLE  LINE, 

This  table  gives  a  detailed  statemeot  of  the  fuel  consumed  bj 
the  different  classes  of  locomotives,  the  number  of  miles  run  by 
such  locomotives,  and  the  average  pounds  consumed  per  mile. 
From  it  will  be  seen  that  the  locomotives  on  the  lines  of  the 
roads  reporting-  this  information  consumed  9,556,663  tons  of 
fuel  in  running  252,958,280  miles,  or  an  average  of  75.55  pounds 
per  mile. 

This  table  also  shows  that  the  cost  of  coal  at  distributing-^ 
points  ranged  fi'om  60  cents  to  |2.75  per  ton,  and  the  cost  of 
wood  ranged  from  91  cents  to  |4  per  cord. 

TABLE    XV.      ACCIDENTS   IN   ILLINOIS. 

A  summary  of  this  table,  and  a  comparison  of  the  same  with 
the  accidents  as  shown  in  last  year's  report,  is  as  follows : 


1890. 

1889. 

Killed. 

Injured. 

Killed. 

Injured, 

27 
i76 
365 

136 

1,059 

369 

25 
172 
360 

116 

1,188 

others             

402 

Totals 

568 

1,564 

557 

1,706 

From  the  above  it  will  be  seen  that  during  the  year  there  was 
an  increase  of  11  in  the  number  of  persons  killed,  and  a  decrease 
in  the  number  injured  of  142. 

The  following  is  a  division  of  the  kind  of  accidents  during  the 
vear : 


Injured. 


Coupling  and  uncoupling  cars  . 
Falling  from  trains  and  engines 

Overhead  obstructions 

Collisions 

Derailments 

other  train  accidents 

At  highway  crossings 

At  stations 

other  causes 

Totals 


1,564 


TABLE  XVI.      TAXES   PAID   IN  ILLINOIS  IN   1888,    1889   AND   1890. 

The  amount  of  taxes  paid  by  the  railroads  in  Illinois  during- 
the  year  is  shown  by  this  table  to  be  |3, 021,904.49,  an  increase 
over  the  amount  paid  last  year  of  |195,915.77.  This  table  also 
gives  a  comparison  of  the  taxes  paid  in  Illinois  in  the  vears  1888. 
1889  and  1890. 


48 

The  following  railroads  making  reports  for  the  year  ending 
June  30,  1890,  were  in  the  hands  of  receivers: 

Chicago  and  Atlantic. 
St.   Louis  and  Chicago. 

The  Indianapolis,  Decatur  and  Western  Railway  was  in  the 
hands  of  trustees. 

For  the  above  summary  of  statistics,  together  with  the  fuller 
tables  printed  elsewhere,  we  take  occasion  here  to  acknowledge 
our  indebtedness  to  the  untiring  efficiency  of  our  Secretary,  Mr. 
James  H.  Paddock,  whose  labors  during  the  past  year  have 
been  invaluable  to  the  Commission,  and  daily  grow  more  effi- 
cient with  his  increasing  experience.  In  the  preparation  of 
statistics,  as  well  as  in  his  other  important  labors,  Mr.  Paddock 
has  been  ably  assisted  by  our  stenogra])her,  Mr.  F.  C.  Dodds, 
to  whom  we  also  here  make  due  acknowledgment. 

APPRO  P  RIATIOjS  S. 

It  only  remains  to  submit  our  financial  statement,  which  will 
be  found  below.  We  have  not,  during  the  past  year,  been  under 
the  necessity  of  expending  any  of  the  funds  appropriated  for 
"suits  and  investigations,"  for  counsel  fees ;  and  the  unexpended 
balance  of  this  fund,  as  indeed  that  of  other  funds,  will  be  found 
to  be  somewhat  larger  than  last  year.  From  this  it  would  not 
be  safe  to  conclude  that  smaller  appropriations  for  the  next  tw^o 
years  might  safel3^  be  made.  An  emergency  is  liable  at  any  time 
to  arise  which  would  require  all,  or  more,  than  the  amount  that 
was  appropriated  by  the  last  General  Assembly.  It  has  been 
sufficiently  demonstrated  that  if  more  funds  are  appropriated  than 
are  needed  the  Commission  may  be  safely  trusted  not  to  expend  the 
surplus  needlessly,  simply  because  it  is  at  hand,  but  will  see  that 
such  surplus  remains  in  the  treasury  and  lapses  unexpended  at 
the  time  fixed  by  the  statute.  We  therefore  ask  that  appropria- 
tions be  made  for  the  use  of  the  Commission  in  the  same  amount 
and  for  the  same  purposes,  as  those  made  by  the  last  General 
Assembly. 

In  this  connection  we  would  add  that  in  our  judgment  an  ad- 
ditional appropriation,  placed  at  our  disposal,  for  the  purpose 
of  enabling  us  to  employ  at  a  liberal  salary,  a  competent  and 
experienced  civil  engineer  to  be  designated  as  the  "Consulting- 
Engineer"  of  the  Commission,  would  be  an  expenditure  wisely 
made.  There  is  enough  work  to  keep  an  expert  of  this  kind 
fully  employed  under  the  direction  of  the  Commission.  His  chief 
business  would  be  the  inspection  of  railroads,  bridges,  viaducts 
and  other  structures,  and  through  his  lal)ors  a  complete  record 
of  the  physical  condition  of  all  structures  and  the  pi-OjO'ress  of 
all  betterments  could  be  kept  in  the  office  of  the  Commission. 
Mr.  Chas.  Hansel,  who  has  for  the  past  year  and  a  half  sus- 
tained the  relation  of  "Consulting  Engineer"  to  the  present  Com- 
missioners, and  so  designated  by  us,  is,  as  explained  in  our  last 


49 

report,  not  upon  the  Commissioners'  pay-roll,  but  has  been  paid 
by  the  job  for  the  work  actually  done  under  our  direction.  We 
think  such  an  expert  might  with  profit  be  added  to  the  regular 
force  of  the  office. 

The  financial  statement  above  alluded  to  is  as  follows : 

FINANCIAL   STATEMENT. 


OFFICE  EXPENSES. 

Unexpended  appropriation  December  1,1889 

$3,309  31 

Appropriation  for  year  ending  June  30,  1891 

4,000  00 

Total 

17,309  31 

Secretary's  salary 

»1,500  00 

600  00 

373  15 

100  00 

46  05 

180  56 

132  80 

48  00 

8  00 

34  60 

81  65 

30  00 

12  00 

Janitor's  salary 

Printing  and  binding 

Postage  stamps 

Railway  periodicals,  law  books  and  newspapers 

Express,  freight  and  drayage ....         .     . 

Telegraph .... 

Telephone 

Labor  

Stationery  and  typewriter  supplies 

Furniture,  repairs  and  supplies 

Ice 

Washing  towels  for  office 

Total 

88  146  81 

Unexpended  balance  December  3, 1S90 

14,162  50 

SUITS  AND  INVESTIGATIONS. 

Unexpended  appropriation  December  1,  1889 

ff4  512  88 

Appropriation  for  year  ending  June  30, 1891 

5,000  00 

Total 

$9  512  88 

Suits,  investigations  and  expenses 

$1,922  63 
1,500  00 

Clerk  hire  and  stenographer 

Total 

3  422  63 

Unexpended  balance  December  3, 1890 

»6,090  25 

RAILEOAD    MAPS. 

Unexpended  appropriation  December  1,1889 

$1  200  00 

Appropriation  for  year  ending  June  30, 1891 

1,200  00 

Total 

$2  400  00 

Expended  for  maps 

»1,017  50 

Total 

1,017  50 

Unexpended  balance  December  1 ,  1890 

$1,382  50 

Unexpended  appropriation  December  1,1890 

$2  875  50 

Eespectfully  submitted, 

John  R. 
Isaac  N. 
W.  L.  C 

a 

Wheel 
Philli 

RIM, 

Dwniissi 

ER, 
PS, 

oners. 

-4  R.  R. 


50 


STATISTICAL  TABLES. 


EXPLANATORY   NOTES. 

In  the  following'  statistical  tables  the  principal  operating-  road 
in  an  operating  system  and  those  which  operate  on  their  own 
account  appear  in  alphabetical  order;  all  subordinate  roads  are 
grouped  under  the  roads  to  which  they  are  leased  or  otherwise 
controlled,  and  are  indented. 

Chicago  &  Calumet  Terminal  —  Embraces  but  one  month's 
business — a  switching  business. 

Chicago  &  Northern  Pacific — Leased  to  the  Wisconsin  Cen- 
tral Company  and  the  Wisconsin  Central  Railroad  Company  on 
April  1,  1890,  and  the  operations,  etc.,  are  included  in  the  re- 
port of  the  Wisconsin  Central  lines. 

Chicago,  Rock  Island  &  Pacific — Report  for  the  lines  east  of 
the  Missouri  river. 

Grand  Tower  &  Cape  Girardeau  —  Report  for  the  seven 
months  ending  June  30,  1890. 

Ohio,  Indiana  ct  Western — Report  for  the  six  months  end- 
ing December  31,  1889,  at  which  time  the  road  was  sold  under 
order  of  the  C.  S.  Court  and  reorganized  as  the  Peoria  and 
Eastern  Railway  Company. 

Pawnee — Report  for  the  six  months  ending  June  30,  1890. 

Peoria  &  Eastern — Report  for  the  six  months  ending  June 
30,  1890. 

St.  Louis  &  Chicago — Includes  reports  of  the  St.  Louis  <fc 
Chicago  Railroad  and  the  St.  Louis    &    Chicago  Railway. 

St.  Louis  &  Peoria  —  Report  for  the  eight  months  ending 
June  30,  1890. 

Teri-e  Haute  lV:  Peoria — The  mileage  in  Indiana  is  so  small 
that  no  divisio+i  of  its  accounts  is  kept  as  between  [udiana  and 
Illinois,  and  it  has  submitted  its  report  of  ojiei-ations,  etc.,  as 
being  wholly  within  the  State  of  Illinois. 


COMPARATIVE  TABLES, 


52 


Table  I. — ClassiScation  of  Railroads  and 


Name  of  Company. 


Date  of  Filing 
Repoet.  (Operat- 
ing OE  Finan- 
cial.) 


How   Opebated. 


1  Atchison,  Topeka  &  Santa  Fe  * 

2  Chicago,  Santa  Fe  &  California, . , 

3  Atch.,  Top.  &  Santa  Fein  Chi  .. 

4  Miss.  R.  R.  R.  &  Toll  Bridge  Co 
Baltimore  &  Ohio 

6  Baltimoi-e  &  Ohio  &  Chicago 

7  Belt  Railway  of  Chicago 

Centralia  &  Chester 

9  Chicago  &  Alton 

10  Joliet  &  Chicago 

11  Mississippi  River  Bridge  Co 

12  Chicago  &  Atlantic 

13  Chicago  &  Calumet  Terminal  (6)  . , . 

14  Chicago  &  Eastern  Illinois 

15  Chicago  &  Western  Indiana 

16  Evansville,Terre  Haute  &  Chi , .. 

17  Chicago  &  Grand  Trunk 

18  Gr.ind  Trunk  Junction 

19  Chicago  &  Illinois  Southern 

20  Chicago  &  Iowa 

21  GJiicago  &  Northwestern  (1) 

22; Chicago  &  Northern  Pacific 

23  Chicago  &  Ohio  River 

24  Chicago,  Burlington  &  Northern. .. 

25  Chicago, Burlington  &  Quincy 

26  Galestaurg  &  Rio 

27  Illinois  "Valley  &  Northern 

28  St.  Louis,  Rock  Island  &  Chicago. 

29  Chicago,  Milwaukee  &  St.  Paul 

30  Chicago,  Peoria  &  St.  Louis 

31  Jacksonville  Southeastern 

32  Litchfield,  Carrollton  &  Western, 

33  Louisville  &  St.  Louis 

34  Chicago,  Rock  Island  &  Pacific 

35  Peoria  &  Bureau  Valley 

36  Chicago, St.  Louis  &  Pittsburgh... 

37  Englewood  Connecting 

38  Chicago,  St.  Paul  &  Kansas  City. .. 

39  Cleveland, Cin.. Chicago  &  St.  L  ... 

40  Cairo,  Vincennes  &  Chicago 

41  Cin., Lafayette  &  Chicago 

42  Kankakee  &  Seneca 

43  Peoria  &  Eastei-n 


Dec. 

Dec. 

Dec. 

Dec. 

Nov. 

Nov. 

Sept. 

Nov. 

Sept. 

Sept. 

Sept. 

Nov. 

Nov. 

Sept. 

Sept. 

Oct. 

Sept. 

Sept. 

Aug. 

Oct. 

Sept. 

Nov. 

Nov. 

Oct. 

Nov. 

Nov. 

Nov. 

Nov. 

Oct. 

Dec. 

Dec. 

Dec. 

Dec. 

Oct. 

Sept. 

Oct. 

Nov. 

Sept. 

Oct. 


8,1890  O.&F. 

8,1890  P. 

8.1890         F. 

8,1890  F. 
21,1890  O.&F. 
21,1890    F. 

6,1890  O.&F. 
29,1890  O.&F. 
17, 1890  O.&F. 
17,1890  F. 
17,1890    F. 

8,1890  O.&F. 
ll,1890O.&F. 
17, 1890  O.&F. 

6,1890  F. 
13,1890  F. 
15,1890  O.&F. 
15,1890  F. 
28,1890  F. 
31,1890  O.&F. 

4, 1890  O.&F. 
11,1890  F. 
11,1890  O.&F. 
23,1890  O.&F. 

3,1890  O.&F. 

3,1890    F. 

3,1890    F. 

3,1890  F. 
31,1890  O.&F. 
ll,1890O.&F. 
11,1890  F. 
11,1890  F. 
11,1890  F. 
13,1890O,&F. 
15,1890    F. 

2,1890  O.&F. 

1,1890    F. 

8,1890  O.&F. 
24,1890  O.&F. 


A..T.  &S.  Fe  R.  R.  Co. 


B.  &0.  R.  R.  Co. 


BeltRy.  Co.  of  Chicago 

C.  &C.  R.  R.  Co 

C.  &A.  R.  R.  Co 


Volney  T.  Malott.  receiver 

C.  &C.  T.  Ry.  Co 

C.  &E.  I.  R.  R.  Co 

(2) 

C.  &E.  I.  R.  R.  Co 

C.  &G.  T.  Rv.  Co 


DePue,  Ladd  &  Eastern  (5) 

East  St.  Louis  &  Carondelet 

East  St.  Louis  Connect  ng 

Electric  City  &  Illin  >is 

Elgin,  Joliet  &  Eastern 

Gardner,  Coal  City  &  Northern. .. 

Waukegan  &  Southwestern 

Fulton  County  Narrow  Gauge 

Fulton  County  Extension 

Grand  Tower  &  Carbondale 

Grand  Tower  &  Cape  Girardeau. 
Illinois  Central 

Clii(„-ag(  1,  Havana  &  Western 

Chicago,  Madison  &  Northern 

Cliit-ago  &  Springfield 

Dunleitli  &  Dubuque  Bridge  Co. . 

Kankakei ■  &  Southwestern 

Mound  City 

Rantoul  

South  Chi'-ago 

St.  Charles  Air  Line 

Imliana  &  Illinois  Southern 

Indianapolis,  Decatur  &  Western  .. 

Indiana,  Illinois  &  IovVH 

Iowa  Central 

Keithsburg  Bridge  Co 

Peoria  Terminal 

Lake  Erie  &  We.stern 


Oct. 

Oct. 

Nov. 

Sept. 

Oct 

Oct. 

Nov. 

Nov. 

Nov. 

Dec. 

Dec. 

Nov. 

Nov. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Oct. 

Dec. 

Nov. 

Nov. 

Sept. 


21,1890 
24,1890 

5,1890 
29, 1890 

6, 1890 

5,1890 
17,1890 
17,1890 
17, 18;»0 
10, 1890 
10,1890 

8,1890 
18,1890 
22,1890 
22,1890 
22,1890 
22,1890 
22,1890 
22, 1890 
22,1890 
22, 1890 
22.1890 
22, 1S90 
10,1890 
17,  IS'.iO 

S,lSiMI 
10,1S!)0 


O.&F. 
O.&F. 

F. 
O.&F. 
O.&F. 

F. 
O.&F. 

F. 

F. 
O.&F. 

F. 
O.&F 
O.&F, 
O.&F. 

F. 

F. 

F. 

F. 

F 

F. 

F. 

F. 

F. 
O.&F 
O.&F. 
O.&F. 
O.&F. 


Danville  Elevator  Co 

C.  &I.  R.  R.  Co 

C.  &N.  W.  Ry.  Co 

Northern  Pacifl?  R.  R.  Co. 

C.  &0.  R.  R.R.  Co 

C.,B.  &N.  R,  R.  Co 

C.,B.  &Q.  R.  R.  Co 


CM.  &St.  P.  Ry.  Co. 
C.,P.  &St.  L.  Ry.  Co. 


C.,R.  I.  &P.  Ry.  Co 

est.  L.  &P.  R.  R.  Co' 


est.  P.  &K.  C.  Ry.  Co. 
C..C.,C.  &St.  L.  Ry.  Co. 


C.,B.  &Q.  R.  R.Co 

E.  St.  L.  &Car.  Rv.  Co 
E.  St.  L.  Con.  Ry.  Co  .. 

Under  constr  action 

E.,J.&E.  Ry.  Co 


F.  C.  N.  G.  Ry.  Co.. 

G.  T.  &C.  R.  R.  Co! 
G.T.  &C.G.R.R.CO.. 
I.  C.  R.  R.  Co 


il.  &I.  S.  R.  R.  Co. 
I.,D.  &  W.  Ry.  Co. 
II..!.  &I.  R.  Jl.  Co  . 
la.  Central  Ry.  Co  . 


Sept.  26,18900. &F.IL.  E.  &  W.  R.  R.  Co. 


53 


Mileao-e  for  vear  endinir  June  SO,  1890. 


3 

4 

5 

6 

7 

8 

9 

Length  op  Line  Opee- 
ATED— In  Miles. 

Length  of  Line  Owned 
—In   Miles. 

Second, 
third    and 

fourth 
tracks    in 

Illinois. 

Yard  tracks, 
sidings 

and  spurs  in 
Illinois. 

New 

road 

built 

during 

year  in 

Illinois. 

Whole  Line. 

In  Ilhnois. 

Whole  Line. 

In  Illinois. 

515  27 

294.79 

1 

490.97 

2.12 

.61 

278.36 

2.12 

.51 

70.00 

35.88 

9. 

3 

4 

271  00 

14.31 

5 

262.60 

5.91 

5.90 

21.. 55 

6 

21  31 

21.31 

8.00 

586.06 

7 

8  00 

8.  CO 

548.86 

37.20 

1.30 

8.00 

548.86 

37.20 

.(58 

.13 
122.77 
33.01 

8.00 

8 

848  68 

41.03 
40.30 

9 

10 

11 

268  40 

19.90 
27.00 
202.55 

1^ 

3'>  00 

32.00 

351.46 

48.58 

48.58 

326.50 

3.90 

.41 

104.00 

4,2.38.38 

18.07 

86.00 

349.17 

4,663.33 

12.45 

58.74 

283.82 

5.656.83 

118.10 

112.30 

.51.60 

16.40 

1,185.80 

46.70 

580.52 

2.35 

815.67 

761.30 

267.00 

.56.30 

42.08 

341.43 

3.50 

12.01 

1.80 

1.50 

103.10 

33.58 

35.60 

31.00 

30.00 

26.20 

28.80 

1,609.43 

131.62 

222.14 

111.47 

.59 

131.26 

2.87 

74.43 

4.76 

.76 

90.(10 

1.52.. 51 

118.19 

503.02 

2.57 

4.00 

.582.07 

27.00 

180.08 

48.58 

5.48 

21.88 

3.90 

.41 

104.00 

594.28 

18.07 

86.00 

93.. 57 

847.05 

12.45 

58.74 

283.82 

318.08 

146.10 

112.30 

51.60 

16.40 

189.70 

46.70 

28.00 

2.35 

146.73 

4.00 
69.59 
57.99 

19.71 

13 

435.75 

32.92 
39.61 

14 
15 

16 

335  27 

30.65 

16.40 
17.25 

17 

3.90 


18 

19 

104  00 

164.60 

586.28 

18.07 

86.00 

110.18 

1,230.71 

20.66 

246.. 33 

30.72 

5.24 

17.35 

312.02 

.65 

7.22 

58.28 

1()3.64 

10.55 

6.30 

1..56 

.76 

125.20 

10.70 

38.40 

.73 

18.19 

• 

''0 

4,254.92 
18  07 

158.41 
14.73 

8.66 

21 

86  00 

'?3 

871  11 

24 

5  138  82 

222.56 

?5 

W 

W 

?S 

5,685.92 

339.15 
315.20 

28.03 

.30 

(7)  28.00 

29 
SO 

31 

?,?, 

33 

3,354.98 

236.40 

1(38.10 

34 

a5 

636  05 

28.00 

2.35 

172.16 

477.70 

11.73 

36 

2  35 

2.35 

37 

862  68 

38 

1,296.90 

39 

261.00 

29.90 

42.08 

122.50 

3.50 

12.01 

1.80 

1.50 

81.80 

33.58 

35.60 

31.(0 

30.00 

26.20 

38.80 

705.. 50 

131.62 

130.83 

111.47 

.17 

131.26 

2.87 

66.21 

4.76 

.76 

.56.00 

75.76 

t!8.95 

88.65 

1.10 

4.00 

118.60 

\\ 

j-               2.75 

117.63 
5.39 

1 

( 

40 

41 

42.08 
131.52 

■1^ 

350  45 

27.11 

..50 
'          4.38 

43 

3.50 

44 

12  01 

12.01 
9.20 

45 

9  20 

8.80 

46 

.     ... 
1.50 

47 

172  28 

150.98 

22.60 
7.. 54 
5.40 
2.40 
.61 
6.00 
2.00 
197  99 

48 

49 

35.60 

,50 

61  00 

61.00 

51 

,591 

32  90 

32.90 

28.80 

1,285.28 

53 

28.80 

54 

2,279.22 

111.75 

55 

12.10 
29.14 
17.76 

56 

57 

58 

59 

12.99 

60 

61 

4.51 
3.22 

6'^ 

4.76 
.76 

63 

64 

90  00 

56.00 
75.76 
68.95 
93.25 

2.00 

7.93 

8.13 

11.90 

65 

162.51 

66 

169  09 

67 

488.39 

68 

69 

70 

585.84 

121.02 

17.56 

71 

54 


Table  I— 


Name  or  Company. 


Date  of  Filing 
Repokt.  (Opebat- 
iNG  OE  Finan- 
cial.) 


How   Opekated. 


85 

86 

87 

88 

Si) 

90 

91 

92 

93 

94 

95 

96 

97 

98 

99 

100 

101 

102 

103 

104 

105 

106 

107 

108 

109 

110 

111 

112 

113 

114 

115 

llfii 

117 


Lake  Shore  &  Michigan  Southern . 

Liverpool  Coal 

Louisville  &  Nashville 

Southeast  and  St.  Louis 

Louisville,  Evansville  &  St.  L.,Con. 
Louisville, New  All^any  &  Chicago 
Mioliigan  Central 

Joli  t  &  Nortliern  Indiana 

Mobile  &  Ohio 

St.  Louis  &  Cairo 

Nat'l  Stock  Yards  Co.   (East  St.  L.) 
New  York,  Chicago  &  St.  Louis  . . . 

Chicago  &  State  Line 

Ohio  &  Mississippi 

Ohio,  Indiana  &  Western 

Pawnee 

Pennsylvania  Co 

Calumet  River 

Pittsburgh,    t.  Wayne  &  Chicago 

South  Chicago  &  Southern 

P  oria  &  Pekin  Union 

Peoria,  Decatur  &  Evansville 

Quiney,  Omaha  &  Kansas  City 

Rock  Island  &  Peoria 

St.  Louis,  Alton  &  Springfield 

Alton  Terminal 

St.  Louis,  Alton  &  Terre  Haute 

Belleville  &  Carondelet 

Belleville  &  Eldorado 

Belleville  &  Southern  Illinois 

Chicago. St.  Louis  &  Paducah  ... 

St.  Louis  Southern 

Carbondale  &  Shawneetown . .. 

St.  Louis  &  Chicago 

St.  Louis  &  Peoria 

Terminal  R.  R.  Ass'n  of  St.  Louis.. 
Terre  Haute  &  Indianapolis 

St.  Louis,  Vandalia& Terre  Haute 

Terre  Haute  &  Peoria 

Toledo,  Peoria  &  Western 

Toledo.  St.  Louis  &  Kansas  City 

Union  Stock  Yards  &  Transit  Co. .. 

Wabash 

Wabash,  Chester  &  Western . . 

Wisconsin  Centi-al  Lines 

Chicago  &  Wisconsin 


Total., 


Sept. 

Oct. 

Oct. 

Oct. 

Oct. 

Dec. 

Sept. 

Oct. 

Sept. 

Sept. 

Nov. 

Oct. 

Sept. 

Oct. 

Nov. 

Dec. 

Oct. 

Nov. 

Oct. 

Oct. 

Dec. 

Oct. 

Nov. 

Oct, 

Dee. 


13,1890 

7, 1890 

27,1890 

27,1890 

31,1890 

12, 1890 

19,1890 

6,1890 

5, 1890 

5,1890 

12, 1890 

2,1890 

2t,1890 

7,1890 

1,1890 

9,1890 

2, 1890 

1.1890 

24,1890 

15,1890 

13,1890 

31,1890 

12,1890 

9,1890 

6,1890 


O.&F. 

O.&F. 

P. 
O.&F. 
O.&F. 
O.&F. 

F. 
O.&F. 

F. 

O.&F. 

F. 

O.&F. 

O.&F. 

O.&F. 

F. 
O.&F. 
O.&F. 
O.&F. 
O.&F. 
O.&F. 
O.&F. 
O.&F. 


Sept. 
Oct. 
ct. 
Oct. 
Oct. 
Oct. 
Oct. 
Nov. 
Nov. 
Oct. 
Oct. 
Nov. 
Nov. 
Sept. 
Nov. 
July 
Sept. 
Sept. 
Sept. 
Sept. 


22,1890  O.&F. 


21,1890 
21,1890 
21,1890 
21,1890 
17, 1890 
17, 1890 
14,1890  O.&F 
25, 1890  O.&F 
21,1890  O.&F 
22, 1890  O.&F 
13,1890  F 
13, 1890  O.&F 

6,1890  O.&F 
14,1890  O.&F 
11.1890 
13,18i)0O.&F 

1,1890  O.&F 
25, 1890  O.&F 
25,1890    P 


L.  S.  &M.  S.  Ry.  Co 

Used  as  switch,  C,  B.  &Q.  R.R. 
L.  &N.  R.  R.  Co 


L.,E.  &St.  L.  Con.  R.  R.  Co. 

L.,N.  A.  &C.  Ry.  Co 

M.  C.  R.  R.  Co 


M.  &0.  R.  R.  Co. 


Used  as  switch 

N.  Y.;C.  &St.  L.  R.  R.  Co. 

O.  &M.  Ry.  Co ;.■ 

0.,I.  &  W.  Ry.  Co 

P.  R.  R.  Co 

Penn.  Company 


P.  &P.  U.  Ry.  Co 

P.,D.  &E.  Ry.  Co 

g.,0.  &K.  C.  Ry.  Go 

R.  I.  &P.  Ry.  Co 

St.  L.,  A.  &  S.  R.  R.  Co, 


St.  L.,A.  &T.  H.  R.  R.  Co  .... 


R.  J.  Cavett,  receiver 

St.  L.  &P.  R.  R.  Co 

T.  R.  R.  Ass'n  of  St.  Louis. 
T.  H.  &I.  R.  R.  Co 


T.  H.  &P.  R.  R.  Co 

T.,P.  &  W.  Ry.  Co 

T.,St.  L.  &K.  C.  R.  R.  Co 

For  s  vitchingcars  to  St'ck  Y'ds. 

WabashR.  R.  Co 

W..C.  &  W.  R.  R.  Co 

(4)  Wisconsin  Central  Lines 


(1).    Includes  8  miles  Junction  Railway,  not  yet  in  operation. 

(2).  Operated  by  C.  &  E.  I. ,  Wabash,  C.  &  Atlantic,  C.  &  G.  T.,  L.,  N.  A.  &  C,  A.,  T.  &  S. 
Fe  and  Belt. 

(3).  Includes  mileage  of  Champaign  &  Sidney  R.  R.— 11.70  miles  belonging  to  Purchas- 
ing Committee. 

(4).    From  April  1, 1890,  operated  by  Northern  Pacific  R.  R.  Co. 

(5),  Owned  bv  Chicago,  Wilmington  &  Vermilion  Coal  Co., and  connects  mines  with  C, 
B.  &  Q,  R.  R. 

(6).    Operated  one  month  prior  to  June  30, 1890. 

(7).    Still  in  hands  of  contractor. 

(8).    Not  yet  in  operation. 

(9).    Unofficial. 


55 


Continued. 


3 

4 

5 

6 

7 

8 

9 

Length  of 
ATED— In 

Line  Opee- 

MlLES. 

Length  or  Line  Owned 
—In   Miles. 

Second, 
third    and 

fourth 
tracks    in 

Illinois. 

Yard  tracks, 
sidings 

and  spurs  in 
Illinois. 

New 

road 

built 

during 

year  in 

Illinois. 

Whole  Line. 

In  Illinois. 

Whole  Line. 

In  Illinois. 

1,445.36 

14.02 

1,086.82 
2.50 

14.02 
2.50 

14.02 

55.28 
.50 

79: 

73 

208.00 

179.97 

74 

208.00 

(9)       297.51 

510.46 

270.07 

45.00 

179.97 
163.53 

40.07 
17.62 

75 

(9)       296.74 

93.80 
19.80 
49.07 

(8)  64.35 

76 

537.07 

77 

1,608.27 

6.07 
29.00 

6.07 

40.65 
16.92 

78 

7'» 

160.60 

160.60 

80 

160.60 

160.60 

36.27 
15.00 

81 

8? 

523.02 

18.86 

502.56 
9.96 

628.48 

83 

9.96 
375.52 

1.31 

17.29 
61.94 

84 

628.48 

37.5.52 

131.52 

6.61 

26.57 

85 

350.45 

8t; 

6.61 

4.11 

4.11 

..50 

4.11 

87 

480.14 

88 

4.43 

469.89 

10.25 

18.01 

233.28 

134.51 

113.00 

81.00 

2.00 

207.40 

17.20 

.50.20 

.56.40 

53.50 

29.74 

17.50 

.51.25 

14.00 

3.20 

4.43 
16.32 
10.25 
18.01 
192.92 

4.43 

89 

14.34 

41.50 
1..52 

33.80 

25.28 

90 

91 

18.01 

18.01 

213.25 

2.02 

113.00 

96.00 

2.00 

9'^ 

256.63 

93 

137.. 53 

94 

113.00 

113.00 
81.00 
2.00 

198.40 
17.20 
50.20 
.56.40 
53.50 
29.74 
17.50 
51.25 
14.00 
1.88 

11.98 
18.16 

95 

96.00 

96 

97 

239.04 

239.04 

13.30 
2.78 
3.40 

11.10 
7.10 
3.89 
.50 
3.97 
1.00 

10.85 

98 

99 

100 

101 

102 

103 

104 

52.75 

52.75 

14.00 

1.88 

1.58.30 

105 

14.00 

14.00 

106 

3.20 

.79 

107 

158.30 

108 

158.30 
144.74 
230.10 
450.72 

50.00 
1,443.40 

42.26 
233.37 

49.36 

158.30 
144.74 
230.10 
179.49 

50.00 
(3)       671.. 30 

42.26 

46.11 
13.07 
36.10 
23.90 
85.00 
163.20 
2.88 

109 

172.89 

165.94 
247.10 
179.49 

110 

247.10 

111 

112 

113 

1,921.00 

731.00 
42.26 
60.26 

114 

42.26 

115 

867.06 

116 

49.36 

7.96 

117 

10,163.46 

925.77 

2,928.34 

222.65 

56 


Table  II,  A. — Capital  Stock,  Bonds  and  Equipment  Trust 

Endini>-  June 


Name  of  Company. 


Capital  Stock. 


Amount 
outstanding. 


Amount 
per  mile 
of  road. 


Bonds. 


■    Amount 
outstanding 


Amount 
per  mile 
of  road. 


Atchison,  Topeka  &  Santa  Fe 

Chicago,  Santa  Fe  &  California. .. 
Atch..Top.  &  SantaFe  in  Chi'go. 

4  Miss.  EiverR.E.&  Toll  Brdg.Co. 

5  Baltimore  &  Ohio  (4) 

6  Baltimore  &  Ohio  &  Chicago 

9  Chicago  &  Alton 

10  Joliet  &  Chicago 

11  Mississippi  River  Bridge  Co 

12  Chicago  &  Atlantic 

13  Chicago  &  Calumet  Terminal 

14  Chi'-ago  &  Eastern  Illinois 

15  Chicago  &  Western  Indiana 

16  Evansville,  Terre  Haute  &  Chi'go. 

17  Chicago  &  G-rand  Trunk 

18  Grand  Trunk  Junction 

19  Chicago  &  Illinois  Southern 


20  Chicago  &  Iowa 

21  Chicago  &  Northwestern 

22  Chicago  &  Northern  Pacific 

2.3  Chicago  &  Ohio  River 

24  Chicago,  Burlington  &  Northern 

25  Chicago,  Burlington  &  Quincy 

26  Galesburgand  Rio 

27  Illinois  Valley  &  Northern 

28  St.  Louis,  Rock  Island  &  Chicago. 

29  Chicago,  Milwaukee  &  St.  Paul 

30  Chicago,  Peoria  &  St.  Louis 

31  Jacksiinville  Southeas  ern 

82     Litchfield,  Carrollton  &  Western. 

33  Louisville  &  St.  Louis 

34  Chicago,  Rook  Island  &  Pacific 

35  Peoria  &  Biu-eau  Valley 

36  Chicago,  St.  Louis  &  Pittsburg 

37  Englewood  Connecting 

38  Chicago,  St.  Paul  &  Kansas  City 

39  Cleveland,  Cine,  Chicago  &  St.  L... 

42  Kankakee  &  Seneca 

43  Peoria  &  Eastern 

44  DePue,  Ladd  &  Eastern 

45  East  St.  Louis  &  Carondelet 

46  East  St.  Louis  Connecting 

47  Electric  City  &  Illinois  (under  con) . 

48  Elgin,  JoUet  &  Eastern 

49  Gardner,  Coal  City  &  Northern. .. 

50  Waukegan  &  Southwestern 

51  Fulton  County  Narrow  Gauge 

52  Fulton  County  Extension 

53  Grand  Tower  &  Carbondale 

54  Grand  Tower  &  Cape  Girardeau.. 

55  Illinois  Central 

57     Chicago,  Madison  &  Northern 

63     South  Chicago 

65  Indiana  &  Illinois  Southern 

66  Indianapolis,  Decatur  &  Westei'n... 

67  Indiana,  lUinois  &  Iowa 

68  Iowa  Centi-al 

71  Lake  Erie  &  Western 

72  Lake  Shore  &  Michigan  Southern.. 

73  Liverpool  Coal 

74  Louisville  &  Nashville  (4) 

75  Southeast  &  St.  Louis 

76  Louisville,  Evansville  &  St.  L.,  Con. 

77  Louisville,  New  Albany  &  Chicago. 

78  Michigan  Central 


$15,000,000  00  $30,551  76 
5,000,000  00  2,463,054  18 
1,000,000  00^1,639,344  00 


1,. 503, 450  00 

17,594,500  00 

1,500,000  00 

300,000  00 

In  hands  of 

5,000,000  00 

10,663,000  00 

5,000.000  00 

581,370  00 

0,600,000  00 

500,000  00 

500  00 


1,428, 

66,282, 

30,000. 

438, 

9,289, 

76.394, 

240, 

1,500, 

3,000, 

61,708, 

2,500, 

1,000, 

598, 

1,000, 

46,156, 

1,500, 

26,748, 

98, 

14,892, 

30.500, 

10, 

10,000, 

30, 

420, 

20, 

2, 

4,000, 

1,000, 

1,000, 

375, 

260, 

50. 

350, 

40,000 


000  00 
820  53 
000  00 
800  00 
500  00 
505  00 
000  00 
000  00 
000  00 
861  00 
000  00 
000  00 
800  00 
000  00 
000  00 
000  00 
044  87 
500  00 
900  00 
000  00 
000  00 
000  00 
000  00 
000  00 
000  00 
500  00 
000  00 
000  00 
000  00 
515,77 
900  00 
OOO  00 
000  00 
,000  00 


1,400,000  00 
1,000,000  00 
3,597,800  00 
13,479,503  44 
23,680,000  00 
50, 000, 000  00 
25,000  00 


1.000,000  00 
5,086,009  00 
5,900,000  00 
18,738,204  00 


917,583,000  00 

6,773,000  00 

650,000  00 


S35,812  78 
3,336,453  20 
31.065,574  00 


5,725  25 
32,(156  44 
40,322  58 

230,769  23 
Receiver. 

156,250  00 
30,339  15 

102,923  01 
11,967  27 
20,214  40 

128,205  13 


7,744,000  00 
10,360,950  00 


29,489  72 
18.877  21 


626,000  00 


481,538  46 


1,752,000  00 
14,273,000  00 

8,592,666  67 

1,250,000  00 
12, 000, 000  00 

3,291,200  00 


54,750  00 
40, 610  59 

176,876  63 
25,730  75 
36,753  44 

843,897  43 


730  70 
594  56 
,210  29 
102  32 
,604  52 
,381  96 
,6,56  01 
,536  26 
,570  07 
,908  73 
,168  50 
,904  71 
,604  65 
,975  60 
, 923  93 
,120  00 
,076  01 
,914  89 
,258  50 
, 131  34 
237  64 
,288  58 
,571  42 
,970  85 
,111  10 


2,150, 

104,985, 

19,549, 

868, 

12,800, 

0106,319, 

243, 

1,163, 

2,500, 

125,693, 

2,095, 

1,420, 

422, 

247, 

21,500, 


000  00 
500  00 
000  00 
300  00 
500  00 
288  70 
800  00 
200  00 
000  00 
000  00 
000  00 
000  00 
000  00 
000  00 
000  00 


20,673  00 
24,700  26 
,081,848  37 
10,096  51 
36,659  79 
22,799  00 
19,967  23 
19.802  51 

8,808  39 
22,219  69 
17,739  20 
12,644  70 

8,178  29 
15, 060  97 
18,131  22 


19,585,300  00 


33,737  51 


30,108.750  00 

26,9()3,750  00 

650  000  00 

13,430,000  00 


36,912  90 
24,869  71 
15,446  76 
39,334  56 


200,000  00 


16,652  78 


40,399  96 
31,328  32 
28, 089 '89 
12,113  41 
8,696  66 
1,908  39 
12,152  77 
24,853  52 


3,427,000  00 
850,000  00 
850,000  00 
171,000  00 
313,000  00 


34,612  66 

26,629  07 

23,876  40 

5,516  12 

10,433  33 


15,555  00 
6,577  37 
30.440  81 
26,796  88 
40.682  00 
58,197  05 
10,000  00 


350,000  00 

34,084,000  00 

2,500,000  00 

200.000  00 

1,239,000  00 

4,218,950  00 

1,216,000  00 

5,916,956  21 

5,920,000  00 

46,266,000  00 


12,152  77 
21.177  68 
11,2.54  16 
42,016  80 
13,766  00 
31,599  70 
10,542  34 
11,  762  74 
10,171  00 
45,393  52 


4,8(17  69 
14.154  54 
11,5,58  20 
69,382  77 


6,500,000  00 
7,890.375  00 
10,000,000  00 
10,000,000  00 


31,249  98 
21,959  19 
19.59(J  17 
37,027  43 


57 


Obligations   for  Mileage    Owned— Whole   Line- 
30,  1890. 


-tor  rear 


5 

6 

7 

8 

9 

10 

11 

Equipment  Tbust 
Obligations. 

SUMMAKY. 

No.    of     stock- 
holders in  Illi- 
nois  

p 
2- 

CD 

CD 

Amount 
of  stock 
held  in 
Illinois. 

Amount 
outstanding. 

Amount 
per  mile 
of  road. 

Total  Capital 

Stock,  Bonds  and 

Eauipment  Trust 

Obligations. 

Total 
amount  per 
mile  of  road. 

1 

1 

$32,583,000  00 
11,773.000  00 
1,650,000  00 

».364  .54 
5.799,507  38 
2,704,918  00 

8 
8 
3 

7 
7 
3 

$866 

800 
999,700 

2 

3 

4 

5 

9,247,450  00 

27,955,450  00 

1,500,000  00 

926,000  00 

35,214  97 

50,933  65 

40,322  58 

712,307  69 

5 
76 
8 
1 

6 

1.695 

141 

1,250 

3,029,000 

190,400 

300,000 

6 

9 

10 

• 

n 

19! 

6,752,000  00 
24,936,000  00 
13,592,666  67 

1,831,370  00 
18,600.000  00 

3,791,200  00 
500  00 

3,578,000  00 

171,268.320  53 

49.549,000  00 

1,307,100  00 

22,090,000  00 

182,713,793  70 

483,800  00 

2,663,200  00 

5,500,000  00 

187,401,861  00 

4,595,000  00 

2,420,000  00 

1,020,800  00 

1,247,000  00 

67,656,000  00 

1,500,000  00 

46,886,544  87 

98,500  00 

45,001,650  00 

57.463.750  00 

660,000  00 

23,430,000  00 

30,000  00 

620,000  00 

20.000  00 

2,500  00 

7.427,000  00 

1,850,000  00 

1,850,000  00 

546,515  77 

573,9"Mt  00 

50,000  00 

700.000  00 

74,084.000  00 

2,500.000  00 

200,000  00 

2,678,545  00 

5,218,950  00 

4, 8%, 219  40 

19,505,021  08 

29,600.000  00 

96,266,000  00 

25,000  00 

211,000  00 
70,949  74 

279,799  64 
37,698  02 
56,967  84 

972.102  56 
Less  than  a 
mile  in  length 
34,403  70 
40,294  82 
2.742.058  66 
15.198  83 
63.264  31 
39,180  96 
39,623  24 
45,338  77 
19,378  46 
33.128  42 
38,907  70 
21,549  41 
19,782  94 
76,036  57 
57.055  15 
32,120  00 
80,766  46 
41.914  89 
55,171  40 
53,001  05 
15,684  40 
68,623  14 
8,571  42 
51,623  63 
11,111  10 

5 
12 

5 
16 

1 

2 

4 
7 
113 
5 
7 
13 

lis 

234 

282 
3 

1 

1 

3,344 

4 

177 

177 

5,000,000 

783.100 

2,000,100 

423,000 

2,000 

4,000 

400 
700 

1,965.600 

1.400 

700 

3,299.300 

13 

14 



15 

16 

17 

IS 

19 

20 

21 

2?1 

23 

24 

ffi 

4 
4 
4 

37 
5 

2 

1 
2 

3,011 

400 

400 

400 

858.400 

2,500.000 

26 

27 

28 

%f 

30 

31 

1 

3'^ 

33 

108 
20 
1 
4 
2 
1,153 
1 
5 
3 
8 
4 

3,705 

159 

730 

2 

350 

15 

1 

5 

0 

6 
3 

5 

,s 
8 

1 

4 

5 
3.744 

1.926,700 

119,900 

10,500 

400 

19,500 

135,600 

5,000 

21,200 

25,000 

11,500 

19,700 

34 

.3.5 

1553,200  00          $952  94 

36 
37 

38 

39 

4'^ 

43 

44 

45 

46 

47 

75,012  62 
57,957  39 
51.966  29 
17,629  53 
19.129  99 
1,908  39 
24,305  54 
46,031  20 
11,254  16 
42.016  80 
29.760  38 
38.157  07 
41.426  66 
38.775  44 
50,853  00 
103,590  57 
10,000  00 

5 
4 
5 

22 

13 

3 

4 

101 

5.000 

1,500 

2,500 

375,515 

260,900 

3,000 

51.500 

1,109,000 

48 

49 

50 

51 

53 

54 

.55 

57 

as 

39,545  00 

439  38 

4 
2 
3 

5 

5 

21 

5 

ii 

98 

7 

1,013 

.577 

3,263 

318,000 

200 

300 

80,600 

51,000 

296,150 

25,000 

65 
66 

52.419  40 
108,561  43 

443  51 
215  82 

67 
68 
71 

7?! 

73 

74 

7,566,006  66 

12,976,384  00 
15.900,000  00 
28,738,204  00 

36,057  67 

36,113  73 

31,148  37 

106,410  20 

6 

8 
9 

1 

107 

206 

1,338 

75 

36,200 
160,000 
127,000 

76 

77 

78 

58 


Table  II  A.— 


Name  of  Company. 


Capital  Stock. 


Amount 
outstanding. 


Amount 
per  mile 
of  road. 


Bonds. 


Amount 
outstanding. 


Amount 
per  mile 
of  road. 


90 
91 
92 
93 
94 
95 
96 
98 
99 
100 
101 
102 
103 
104 
105 
106 
107 
108 
109 
110 
111 
112 
U4 
115 
116 
117 


Joliet  &  Northern  Indiana 

Mobile  &  Ohio  (4) 

St.  Louis  &  Cairo 

New  York,  Chicago  &  St.  Louis 

Chicago  &  State  Line 

Ohio  &  Mississippi 

Pawnee 

Pennsylvania  Co.  (4) 

Calumet  River 

Pittsburgh,  Ft.  Wayne  &  Chicago 

Soutli  Chicago  &  Southern 

Peoria  &  Pekin  Union 

Peoria,  Decatur  &  Evansville 

Quincy,  Omaha  &  Kansas  City 

Rock  Island  &  Peoria 

St.  Louis,  Alton  &  Springfield 

St.  Louis.  Alton  &  Tetre  Haute 

Belleville  &  Carondelet 

Belleville  &  Eldorado 

Belleville  &  Southern  Illinois 

Chicago,  St.  Louis  &  Paducah 

St.  Louis  Southern 

Carbondale  &  Shawneetown 

St.  Louis  &  Chicago 

St.  Louis  &  Peoria 

Terminal  Railro  id  Assn.  of  St.  L.  (Ij 
Terre  Haute  &  Indianapolis  (4) 

St.  Louis,  Vandalia  &  Terre  Haute 

Terre  Haute  &  Peoria 

Toledo,  Peoria  &  We.stern 

Toledo,  St.  Louis  &  Kansas  City 

Wabash 

Wabash,  Chester  &  Western 

Wisconsin  Central  Co 

Chicago  &  Wisconsin 


$300,000  00 


6,500,000  00 
30,000,000  00 

1,500,000  00 

24,092,692  15 

29,600  00 


65, 
32,090, 

123, 
1,000, 
8,380, 
1,623, 
1,500, 
1,500, 
4,768, 

500, 
1,000, 
1,705, 
1,000, 

500, 

356, 
2,800, 

280, 
10,681, 


500  00 
785  71 
000  00 
000  00 
000  00 
240  00 
000  00 
000  00 
400  00 
000  00 
000  00 
000  00 

000  eo 

000  00 
600  00 
000  00 
000  00 
200  00 


3,924,058  10 

5,400,000  00 

4,500,000  00 

17,055,0 '0  00 

52,000,000  00 

250,000  00 

3,618,237  33 

1,500,000  00 


Total , 


1847,488,296  90 


ff6,666  66 


$800,000  00 


$17,777 


40,473  22 
59,694  36 
15,060  24 
38,334  86 
7,201  94 


4,000,000  00 
19,784,000  00 


24,906  60 
39,366  44 


15,842,000  00 


25,206  85 


14,785  50 
68.278  26 
12,000  00 
55.524  70 
35,922  50 
12,067  80 
13,274  33 
18,072  28 
23,035  75 
29.069  76 
19,920  31 
30,230  49 
18,691  59 
16,812  37 
20,377  14 
52,830  18 
20,000  00 
,337,875  10 


65, 
12,410, 

123, 
2,994, 
4,845, 
1,739, 

600, 

818, 
8,057, 

485, 

550, 
1,022, 
2,000, 
1,075, 

250, 
1,400, 

182, 
10,000, 


000  to 
000  00 
000  00 
000  00 
000  00 
240  00 
000  00 
692  94 
000  00 
000  00 
000  00 
000  00 
000  00 
coo  00 
000  00 
000  00 
000  00 
000  00 


14, 

26, 

12, 

166, 

20, 

12, 

5, 

9, 

38, 

28, 

9, 

18, 

37, 

36. 

14, 

26. 

13, 

3,125, 


672  50 
404  26 
000  00 
240  97 
769  03 
930  19 
.309  73 
863  77 
922  71 
197  67 
960  15 
120  56 
383  18 
146  60 
285  71 
415  10 
000  00 
000  00 


24,782  48 
37,500  00 
19,556  71 
37,900  00 
33,661  31 
5, 915  76 
15,504  30 
30,388  97 


4,499,000  00 
1,800,000  00 
4,800,000  00 
9,800,000  00 

78,000,000  00 
300,000  00 

11.209,642  21 
1,500,000  00 


28,413  54 
12,500  00 
20,860  50 
20,000  00 
50,492  00 
7,098  91 
48,033  77 
30,388  97 


$25,573  37 


$920,683,061  73 


$27,540  44 


(1).    Includes  stock  and  bonds  of  the  St.  Louis  Bridge  Co,  and  stock  of  the  Tunnel 
Railroad  of  St.  Louis. 

(2).    Includes  $6,330,780.84  contingent  liabilities  of  leased  hnes. 

(3).    These  llgures  are  on  the  basis  of  one  mile. 

(4).    Inserted  to  show  proper  relation  of  road  following. 


59 


Continued. 


5 

6 

7 

8 

9 

10 

11 

Equipment  Tkust 
Obligations. 

Summary. 

o_or 

I     CO  o 

:  S'S- 
:  T^ 

p 
2. 

CD 
h; 

a 

Amount 
of  stock 
held  in 
Illinois. 

Amount 
outstanding. 

Amount 
per  mile 
of  road. 

Total  Capital 
Stock, Bonds  and 
Equipment  Trust 

Obligations. 

Total 
amount  per 
mile  of  road. 

«1, 100. 000  00 

$24,444  43 

79 

SO 

10,500,000  00 

49,784.000  00 

1,500,000  (10 

40,438,692  15 

29,600  00 

65,379  82 
99,060  80 
15,060  24 
64,343  64 

7,201  94 

6 
2 
5 
6 
56 

6 

SfiOO 

81 

1.276                  fi  000 

SS 

4 
773 

500 
148,000 
29,600 

84 

»504,000  00 

$801  93 

85 
87 

88 

130.500  00 

44.500,7a5  71 

246.000  00 

3,994,000  00 

13.282,000  00 

3,362.480  00 

2,100,000  00 

2,382,014  88 

12,825.400  00 

985, 000  00 

29,458  00 
94,682  52 
21,000  00 
221,765  67 
56,935  87 
24,997  99 
18.584  06 
28,698  97 
61,958  46 
57,267  43 
29,880  46 
48.351  05 
56,074  77 
52,958  97 
34,662  85 
79,245  28 
38,104  11 
6,462,875  10 

3 

22 

5 

3 

2,444 

3 

300 

212,200 

500 

89 

90 

91 

'n 

57,000  00 

244  34 

93 

29 

15 
3 

11 
4 

19 
2 
6 
5 

94 

70 

110 

2 

189 

409.720 

979.500 

1,000.000 

S>  600 

94 

95 

63,321  94 

762  92 

96 

98 

2'<              499!  700 

99 

1,550.000  00 

24 
52 
3 
24 
26 

258,100 

186,700 

899,800 

8,300 

50,800 

100 

2,727,000  00 
3.000,000  00 
1.575,000  00 

606,600  00 
4.200,000  00 

533, 457  64 
20,681,200  00 

101 

102 

103 

104 

105 

71,457  64 

5.104  11 

3 

1,500 

106 
107 

108 

8.423,058  10 
7,200,000  00 
9,300,000  00 
26,855,000  00 
130,000,000  00 
550,000  00 
14,827,879  54 
3,000,000  00 

53,196  02 
50,000  00 
40,417  21 
57,900  00 
84,153  31 
13,014  67 
63,538  07 
60,777,94 

186 
4 

12 
3 

87 

64 

262 

63 

342,150 
400 

560.000 

300 

Not  known. 

233.100 

109 

110 

111 

112 

114 

5 

3 

115 

116 

3 

3 

300 

117 

$1,449,505  41 

mu  08 

$1,769,620,864  04 

$53,757  89 

1,399 

30,398 

$32,480,885 

60 


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62 


Table  III.    Income  Account — Whole  Line, 


Name  of  Company. 


Gross 

earnings  from 

operation. 


Operating 
expenses. 


92 

93 

94 

95 

96 

98 

105 

lOti 

107 

108 

110 

111 

112 

114 

115 

116 


Atchison,  Topeka  &  Santa  Fe 

Baltimore  &  Ohio 

Belt  Railway  ot  Chicago 

Centralia  &  Chester 

Chicago  &  Alton 

Chicago  &  Atlantic 

Chicago  &  Calumet  Terminal 

Chicago  &  Eastern  Illinois 

Chicago  &L  Grand  Trunk 

Chicago  &  Iowa 

Chicago  &  Northwestern 

Chicago  &  Ohio  River 

Chicago,  Burlington  &  Northern 

Chicago,- Burlington  &  Quincy 

Chicago,  Milwaukee  &  St.  Paul 

Chicago,  Peoria  &  St.  Louis 

Chicago,  Rock  Island  &  Pacific 

Chicago,  St.  Louis  &  Pittsbur  gh 

Englewood  Connecting 

Chicago,  St.  Paul  &  Kansas  City 

Cleveland,  Cincinnati,  Chicago  &  St.  Louis 

Kankakee  &  Seneca 

Peoria  &  Eastern 

East  St.  Louis  &  Carondelet 

East  St.  Louis  Connecting 

Elgin,  Joliet  &  Eastern 

Fulton  County  Narrow  Gauge 

Grand  Tower  &  Carbondale 

Grand  Tower  &  Cape  Girardeau 

Illinois  Central 

Indiana  &  Illinois  Southern 

Indianapolis,  Decatur  &  Western 

Indiana,  Illinois  &  Iowa 

Iowa  Central 

Lake  Erie  &  Western 

Lake  Shore  &  Michigan  Southern 

Louisville  &  Nashville 

Louisville,  Evansville  &  St.  Louis,  Consolidated 

Louisville,  New  Albany  &  Chicago 

Michigan  Central 

Mobile  &  Ohio 

New  York,  Chicago  &  St.  Louis 

Ohio  &  Mississippi 

Ohio,  Indiana  &  Western 

Pawnee 

Pennsylvania  Co.    (Op.  Pittsburgh,  Ft.  Wayne  &  Chicago) 

Pennsylvania  Co.    (Op.  South  Chicago  &  Southern) 

Peoria  &  Pekin  Union 

Peoria,  Decatur  &  Evansville 

Quincy,  Omaha,  &  Kansas  City 

Rock  Island  &  Peoria 

St.  Louis,  Alton  &  Springfield 

St.  Louis,  Alton  &  Terre  Haute 

St.  Louis  &  Chicago 

St.  Louis  &  Peoria 

Terminal  Railroad  Association  of  St.  Louis 

Terre  Haute  &  Indianapolis 

Terre  Haute  &  Peoria 

Toledo,  Peoria  &  Western 

Toledo,  St.  Louis  &  Kansas  City 

Wabash 

Wabash,  Chester  &  Western 

Wisconsin  Central  Lines 

Totals 


$4,564 

2,588 

643 

5, 

8,063, 

2,678, 

5, 

2,911, 

3,956, 

476, 

27,433, 

70, 

1,942, 

28,238, 

26,473, 

683, 

17,915, 

6,483, 

3, 

4,225, 

11.131, 

63, 

719, 

80, 

149, 

459, 

47, 

83, 

14, 

14,365, 

83, 

436, 

326, 

1,604, 

2,500, 

20,462, 

1,175, 

1,145, 

2,583, 

14,340, 

727, 

5,548, 

4,214, 

771, 

3. 

11,650, 

28, 

462, 

778, 

247, 

656, 

115, 

1,207, 

62, 

11, 

1,739, 

1,832, 

340. 

904, 

1 , 460, 

13,352. 

61, 

4,780, 


391  9:^ 
,523  18 

719  58 
186  89 
498  50 
926  65 
040  69 
722  65 
315  43 
533  10 
180  94 
319  26 
340  49 
424  92 
486  44 
196  03 
916  32 

720  69 
124  78 
664  81 
259  76 
881  95 
142  01 
481  78 
703  82 
172  59 
059  43 
788  30 
018  55 
231  38 
713  36 
397  25 
887  38 
366  69 
097  86 
638  87 
540  40 
063  97 
610  50 
498  45 
094  91 
086  78 
746  65 
896  22 
274  80 
600  73 
193  15 
663  80 
912  00 

442  29 
026  00 
711  93 
302  80 
710  60 
009  24 

443  96 
991  26 
277  73 
980  50 
049  88 
872  40 
327  2(i 
344  67 


38,013 

2,141 

409, 

s: 

4,870: 

1,912, 

4, 

1,6.32; 

2,872, 

254, 

17,055, 

60. 

1,225 

17,306 

16,410, 

493 

12,004 

4,769, 

1 

3,178, 

7,131 

62 

497 

55 

14u, 

297 

47 

66 

13, 

8,772 

61 

321, 

2S5 

1,176. 

1,453, 

13,357, 

778 

707, 

1,648, 

10,068, 

538, 

4,220, 

2,770, 

622 

2 

7,283 

22 

276; 

416, 

170, 

309 

107 

649. 

50, 

12 

685, 

1,174 

246 

653 

953, 

9, 673, 

46 

2,770, 


960  10 
558  08 
942  18 
992  SO 
785  96 

953  37 
628  62 
442  20 
120  19 
290  47 
85(i  33 
534  29 
004  55 
244  80 

829  as 

600  42 
405  14 
374  50 
899  93 
885  34 
484  57 
565  97 
802  18 
288  06 
693  17 
845  07 
763  69 
464  54 
'5  25 
998  18 
171  24 
669  16 
349  81 
348  35 
903  17 
872  29 
991  87 
608  13 
061  27 
789  74 
400  69 
762  49 
311  48 
727  87 
604  39 
455  98 
402  57 
498  01 
233  30 
645  36 
784  82 
527  05 
116  09 

954  97 
550  20 
23{;  14 
240  98 
725  17 
591  91 
(i97  79 
221  18 
677  60 
157  18 


1262,091,753  14  ?170,399,077  53 


(4)  Deficit  from  operation. 


63 


for  year  ending  June  30,   1890. 


3 

4 

5 

6 

7 

8 

Income 

FKOM  OTHEE   SoUBCKS. 

Total  income. 

Income 

from 

operation. 

Interest 

on  bonds 

owned. 

Dividends 

on  stocks 

owned. 

Miscellaneous 
inconae 

less  expenses. 

Total  income 

fiom 
other  sources. 

fl, 550, 431  83 

$3,285  83 

$3,285  83 

$1,553  717  66 

446,965  10 

233,777  40 

(1)  805  91 

3,465,983  82 

797,323  11 

412  07 

1,311,272  54 

1,184,370  75 

222,242  63 

10,787,204  31 

9,784  97 

717,335  94 

11,976,059  05 

10,269,886  72 

255,449  40 

7,405,117  97 

1,726,365  43 

1,224  85 

1,046,779  47 

4,056,884  71 

1,315  98 

221,339  83 

25,268  72 

12,393  40 

247,094  19 

(1)  704  26 

17,323  76 

443  30 

6,372,735  46 

22,542  12 

114,728  09 

71,537  57 

428,489  84 

1,046,194  69 

7,653,831  83 

396.548  53 
461,804  27 

965.549  23 
4,326,519  41 

188,694  22 

1,336,317  58 

1,445,147  07 

149,168  35 

670  41 

4,512,324  56 

5,790  58 

186,165  79 

362,678  70 

106,322  65 

350,881  18 

8,184  88 

1,002,488  28 

11,755  63 

(1)3,540  96 

1,240,120  32 

658,750  28 

93,552  56 

285,238  59 

506,352  09 

3,952,0,85  73 

14,649  66 

1,810,211  08 

1 

446,965  10 

5 

233,777  40 

7 

(1)  805  91 

8 

3,192,712  54 
765,973  2- 

$233,290  00 

$32,032  00 
30,000  00 

7,949  28 
1,349  83 

273,271  28 
31,349  83 

9 

412  07 

13 

1,279,280  45 
1,084,195  24 

742  67 

26,061  85 

5,187  57 
100,175  51 

31,992  09 
100,175  51 

14 
17 

222, 242  63 

•J!0 

10,377,324  61 
9,784  97 

458  34 

285,243  00 

124,178  36 

409,879  70 

21 

?3 

717  335  94 

o^ 

10  932,180  12 

752,435  50 
32,400  97 

291.443  43 
116,677  64 

65,853  79 
1,436,606  79 

12,013  24 

1,043,878  93 
207,229  61 

65,853  79 
1,493,606  79 

12,013  24 

■^5 

10,062,657  11 
189  595  61 

58,151  00 

29 
30 

5,911,511  18 
1,714,352  19 

4,890  00 

52.110  00 

34 

36 

1,224  85 

37 

1,046,779  47 

38 

3,999,775  19 
1,315  98 

36,820  00 

19,899  52 

390  00 

57,109  52 

39 

4'^ 

221,339  83 

., 

'13 

25, 193  72 

75  00 
3,382  75 
&5,766  67 

75  00 
3,382  75 
85,766  67 

45 

9,010  65 

16 

161,327  52 

48 

(1)  704  26 

51 

17,323  76 

53 

443  30 

51 

5,592,233  20 
22,542  12 

529,289  47 

181,380  32 

69,832  47 

780,502  26 

55 
65 

114  728  09 

66 

71,537  57 

67 

428,018  34 

471  50 

471  50 

68 

1  046  194  69 

71 

7,104,766  58 
396,548  53 

45,290  00 

217,193  75 

286,581  50 

549,065  25 

72 
74 

437  455  84 

24,348  43 

24,348  43 
30.000  00 
54,810  70 

76 

935,549  23 

30,000  00 
42,015  50 

77 

4,2i!'l,708  71 
188,694  22 

460  00 

12,335  20 

78 

SO 

1,327,324  2!) 

•    8,993  29 
711  90 

8,993  29 
711  90 

83 

1,444,435  17 

85 

149,168  35 

86 

670  41 

87 

4,367,144  75 

145,179  81 

145,179  81 

88 

5,790  58 

88 

186,165  79 

9? 

362,678  70 

93 

76,796  93 

29,525  72 
4,000  00 

29,52572 
4,640  00 

94 

346,241  18 

640  00 

95 

8,181  88 

96 

558,186  71 

444,301  57 

444,301  57 

98 

11,755  63 

105 

(1)3,540  96 

106 

1,054,207  82 

185,912  50 

185,912  50 

107 

658,750  28 

108 

93,552  56 

no 

251,388  59 

33,850  00 

33,8.50  00 

111 

506,352  09 

n?i 

3,679,651  22 

51,000  00 

221,434  51 

272,434  51 

114 

14,649  66 

115 

1,810,187  49 

23  59 

23  59 

116 

:591, 697.726  74 

$1,636,076  95 

$1,025,726  94 

$3,721,837  68 

$6,383,641  .57 

$98,081,3flB  31 

64 


Table  III.    Income  Account — Whole  Line, 


Name  of  Company. 


10 


Deductions 


Interest  on 

funded  debt, 

accrued. 


Interest  on 
interest  bear- 
ing current 
liabilities 
accrued  not 
otherwise 
provided  for. 


92 
93 
94 
95 
96 
98 
105 
10(1 
107 
lOS 
no 

111 


Atchison,  Topeka  &  Santa  Fe 

Baltimore  &  Ohio 

Belt  Railway  of  Chicago 

Centralia  &  Chester 

Chicago  &  All  on 

Chicago  &  Atlantic 

Chicago  &  Calumet  Terminal 

Chicago  &  Eastern  Illinois 

Chicago  &  Grand  Trunk 

Chicago  &  Iowa 

Chicago  &  Northwestern 

Chicago  &  Ohio  River 

Chicago,  Burlington  &  Northern 

Chicago,  Burlington  &  Quincy 

Chicago,  Milwaukee  &  St.  Paul 

Chicago,  Peoria  &  St.  Louis 

Chicago,  Rock  Island  &  Pacific 

Chicago,  St.  Louis  &Pit<sburgh 

Englewood  Connecting 

Chicago,  St.  Paul  &  Kanaas  City 

Cleveland.  Cincinnati,  Chicago  &  St.  Louis 

Kanlcakee  &  Seneca 

Peoria  &  Eastern 

East  St.  Louis  &  Carondelet 

East  St.  Louis  Connecting 

Elgin.  Joliet  &  Eastern 

Fulton  County  Narrow  Gauge 

Grand  Tower  &  Carbondale 

Grau'l  Tower  &  Cape  Girardeau 

Illinois  Central 

Indiana  &  Illinois  Southern 

Indianapolis,  Decatur  &  Western 

Indiana,  Illinois  &  Iowa 

Iowa  Central 

Lake  Erie  &  Westei-n 

Lake  Shore  &  Michigan  Southern 

Louisville  &  Nashville 

Louisville,  Evansville  &  St.  Louis,  (ConsoHdated) 

Louisville,  New  Albany  &  Chicago 

Michigan  Central 

Mribile  &  Ohio 

New  York,  Chicago  &  St.  Louis 

Ohio  &  Mississippi 

Ohio,  Indiana  &  Western 

Pawnee 

Pennsylvania  Co., (Op.  Pittsburgh, Ft.  Wayne  &  Chicago). 

Pennsylvania  Co. ,  {Op.  South  Chicago  &  Southern) 

Peoria  &  Pekin  Union 

Peoria,  Decatur  &,  Evansville 

Ouincy,  Omaha  &  Kansas  City 

Rock  Island  and  Peoria 

St.  Louis,  Alton  &  Springfield 

St.  Louis,  Alton  &  Terre  Haute 

St.  Louis  &  Chicago 

St.  Lrniis  &  Peoria 

Terminal  liatlioad  Association  of  St.  Louis 

Tciro  Haul('  &  Indianapolis 

Terre  Haute  &  Peoria 

Toledo,  Peoria  &  Western 


1901,480  00 
464,640  00 


821, 
13, 

768! 

659, 

172, 

5,803, 

14, 

695, 
5,532, 
7,214, 
75, 
2,677, 
1,095, 


296  88 
605  36 
300  00 
662  83 
979  97 
000  00 
688  38 
270  00 
075  00 
620  17 
154  84 
000  00 
225  00 
782  79 


54,589  79 

1,439.081  02 

39,000  00 

206,100  00 

14,000  00 


171,350  00 
33,880  00 


21,000  00 
1,461,925  00 


132, 
51, 

296, 
296. 

3.234. 
300, 
329, 
679, 

1,073, 
160, 
786, 

1,054, 
282. 


880  00 
430  00 
796  76 
000  00 
765  00 
000  00 
618  38 
767  93 
800  00 
000  00 
660  00 
245  31 
099  28 


157,155  00 

275,157  50 

61,275  28 

42, 000  00 


469,000  00 

81,000  00 

6,066  67 

168.750  00 


$328,016  28 


2,8.51  45 
50,958  66 


280  00 


14,656  96 


63,631  59 

1,846  73 

795  83 


4,784  97 


46.722  29 


921  12 


11,034  02 


90.000  00 
180,210  00 


12,128  97 


65 


for  year  ending  June  30,  /^9(?.— Continued. 


n 

12 

13 

14 

15 

16 

From  Income. 

Net  income. 

Net  deficit. 

Eental  of 
leased  lines. 

Taxes. 

Other 
deductions. 

Total  deduc- 
tions from 
income. 

$700  934  22          Si  SO  413  19 

$1,782,827  41 
871,328  28 
128,005  00 

$229,109  75 
424,363  18 

1 

78.672  00 
28,000  00 

6 

100  005  00 

■    $105,772  40 

7 

805  91 

8 

670,316  57 
171  821  85 

243,198  67 

77,823  86 

S92,387  60 

1,827,199  72 

263,251  07 

7,300  00 

1,070,. 502  28 

998,920  17 

192,882  64 

6,764,301  42 

22,022  78 

879,060  16 

7,725,924  45 

8,044,20)  39 

112,786  66 

5,420,2:39  08 

1,533,722  57 

1,813  33 

437,824  66 

2,528.769  82 

45,496  59 

238,265  34 

17,135  72 

40,074  21 

242,500  59 

36,4(i9  81 

10,530  58 

21,402  92 

3,958,258  97 

9,179  03 

158,  .570  39 

64,585  52 

403,874  12 

829,583  97 

4,332,540  83 

342,929  70 

392,695  62 

863,681  67 

2,808,082  79 

232,120  37 

1,017,104  32 

1,259,631  35 

,336,246  89 

181  00 

3,492,817  56 

6,790  58 

180,091  45 

387,919  64 

73,385  29 

65,296  44 

8,655  21 

984,988  68 

87,729  69 

7,141  17 

1,030,183  52 

.549,897  38 

104,996  64 

284,808  18 

1,638,784  10 
534,072  04 

9 

12 

6,887  93 

13 

200  060  74 

98,927  26 
123,421  54 

16,566  87 
758,043  04 

7,752  78 

so  i9.\   ').9. 

240,770  26 

185,450  58 

29,359  99 

4,022,902  89 

14 

164  560  00 

17 

4,325  77 
202,570  00 

20 

21 

i2,237  si 
161,724  22 

23 

ioi  454  76 

2,109  18 
785,332  50 

24 

216  346  90         1   I'll  Pf>i  88 

4,250,134  60 
2,225,685  33 

142,662  74 
1,984,878  89 

192,642  86 

?5 

830,046  55 

16,737  61 

742,128  34 

190,818  88 

1,813  33 

87,000  00 

330,350  00 

6, 496  59 

9.000  00 

3,135  72 

2,100  .54 

13,6.39  35 

2,589  81 

5,030  60 

29 

20,769  05 

30 

2  000  885  74 

192;017'(}2 

34 

55  103  88 

36 

588  48 

37 

(1)    296,234  87 

608,954  si 
1,528,114  89 

,38 

744,584  76 

14,754  04 

39 

44,180  61 
16,925  51 

42 

23,054  67 

110  07 

8,'i33'(J6 

43 

45 

23  316  71 

iii '6(') 

27,68(1  81 

46 

57,397  24 

4,593  60 

48 

37, 174  07 

51 

5,499  98 

6,793  18 

,53 

402  92 

213,415  09 

75  (10 

2,694  .56 

2,100  00 

20,959  62 

54 

1,506,955  48 

709,331  81 
7,257  30 
22,21 10  00 
11.055  52 
59,3.57  23 
92.382  44 

503,416  61 
42,929  70 
45,486  34 
84.277  40 

315,162  35 
28,755  58 

135,932  20 

142,161  39 
31,354  35 

2, 414, 476  49 
13,363  09 

55 

65 

43,842  30 

66 

6,952  05 
24,615  72 
216,610  72 
3,321,291  00 
53,618  83 
69,108  65 
101,867  56 
1,518,436  62 

67 

42,935  16 

68 

441,201  53 
53,350  00 

71 

■541  009  22 

72 

74 

17,590  90 

76 

152,914  05 

77 

456  233  9" 

962,886  52 
43,364  79 

78 

43,426  15 

80 

94,512  12 

319,213  26 
185,515  72 

83 

62,303  53 

85 

22.793  26 

187,078  54 

86 

181  00 

489  41 
1,019.507  00 

87 

3,137,633  73 

355.183  83 

4,667  25 

22,936  45 

40.228  12 

12,110  01 

23,296  44 

8,6.55  21 

36,921  65 

3,729  69 

800  00 

81,079  05 

(2)     54,. 520  60 

14,996  64 

34,836  45 

88 

1,123  33 

88 

6,074  34 

92 

33.000  00 

25,240  94 

93 

32,937  36 
285,684  74 

94 

95 

470  33 

96 

341  318  77 

137,748  26 

17,499  60 

98 

75,974  06 
10,682  13 

105 

274  50 

62,245  70 

106 

718  108  77 

209,936  80 
108,852  90 

m"d 

107 

549, 897  38 

10S 

11,444  08 

110 

67,602  76 

111 

—5  R.  R. 


66 


Table  III— 


Name  of  Company. 


Deductions 


Interest  on 

funded  debt, 

accrued. 


Interest  on 
interest  bear- 
ing current 
liabilities 
accrued  not 
otherwise 
provided  for. 


112 
114 
113 
llti 


Toledo,  St.  Louis  &  Kansas  City 

Wabash 

Wabash.  Chester  &  Western 

Wiscon-  in  Central  Lines 


Totals. 


$2,801,920  82 
15,000  00 


$13,289,334  96 


?538,628  87 


Continued. 


67 


11 

12 

13 

14 

15 

16 

Fbom  Income. 

Net  income. 

Net  deficit. 

Eental  of 
leased  lines. 

• 

Taxes. 

Other 
deductions. 

Total  deduc- 
tions from 
income. 

$36,000  00 

306,490  54 

3,025  36 

35,321  04 

:i36,000  00 

3,714,294  23 

18,025  36 

562,861  26 

8470,353  09 
237,791  50 

11^ 

160,900  00 

«454,982  87 

114 

83,375  70 

115 

527,540  22 

1,247,349  82 

116 

813,810,097  01 

g«, 467. 080  58 

13,763,766  05 

869,868,907  47 

829,591,581  84 

81,384,172  13 

(!)    Includes  rent  of  equipment. 
(2)    Paid  by  lessor  company. 


Table  III.    Income  Account. —  Whole  Line, 


Name  of  Company. 

17 

18 

19 

20 

21 

Dividends  Declaeed. 

Peefekk'd  Stock 

Common  Stock. 

Other 
payments 
from  net 

Amount. 

Rate 
per 
cent. 

Amount. 

Rate 
per 

cent. 

1 

Atchison,  Topeka  &  Santa  Fe 

R 

Baltimore  &  Ohio 

7 

Belt  Railway  of  Chicago 

S 

Centralla  &  Chester 

<t 

Chicago  &  Alton 

$278,360  66 

8. 

f  1,1 29, 368  00 

8. 

T^ 

Chicago  &  Atlantic 

1.S 

Chicago  &  Calumet  Terminal 

11 

Chicago  &  Eastern  Illinois 

133,956  00 

3. 

17 

$185,450  58 

''0 

Chicago  &  Iowa 

Ml 

Chicago  &  Northwestern 

1,562,785  00 

7. 

1,882,194  00 

6. 

'« 

Chicago  &  Ohio  River 

M4 

Chicago,  Burlington  &  Northern  .... 

?■■) 

3,437,667  00 

4.5      

'?q 

Chicago,  Milwaukee  &  St.  Paul 

Chicago,  Peoria  &  St.  Louis 

1,296,829  00 

J2.5 
13.5 

SO 

31 

Chicago,  Rock  I'-land  &  Pacific 

1,846,229  00 

4. 

Sfi 

Chicago,  St.  Louis  &  Pittsburgh    .... 

S7 

Euglewood  Connecting 

38 

Chicago,  St.  Paul  &  Kansas  Citv 

;W 

Clevernd,  Cincinnati,  Chicago  &  St.  L. 
Kankakee  &  Seneca 

500,000  00 

5. 

820,000  00 

4. 

'I'? 

15  55 

13 

Peoria  &  Eastern 

15 

East  St.  Louis  &  Carondelet 

4,000  00 

Ifi 

18 

Elgin,  Joliet  &  Eastern 

51 

Fulton  County  Narrow  Gauge 

■-.3 

Grand  Tower  &  Carbondale 

54 

Grand  Tower  &  Cape  Girardeau  . 
Illinois  Central 

55 

2,400,000  00 

6. 

65 

Indiana  &  Illinois  Southern 

66 

Indianapolis,  Decatur  &  Western.  . . 

67 

Indian;! ,  Illinois  &  Iowa 

81,586  75 

68 

Iowa  Central .          

71 

Lake  Erie  &  Western 

355,200  00 

3. 

7'^ 

2,473,325  00 

5. 

74 

Louisville  &  Nashville 

76 

Louisville,  Evans villc  &  St.  L.,  Con.. 

77 

Louisville,  New  Albany  &  Chicago... 

78 

Michigan  Central 

936,910  20 

5. 

430,430  86 

8n 

Mobile  &  Ohio 

83 

New  York,  Chicago  &  St  Louis 

99,954  25 

85 

Ohio  &  Mississippi 

86 

Ohio,  Indiana  &  Western. 

87 

Pawnee 

88 

Penn.  Co.    (Op.  Pitts.,  Ft.  W.  &  Chi.) 
Penn.  Co.    (Op.  So.  Chi.  &  Southern! 
Peoria  &  Pekin  Union 

88 

">^ 

<)3 

Peoria,  Decatur  &  Evansville  

<^)4 

Quincv,  Om  iha  &  Kansas  City 

"15 

Rock  Island  &  Peoria 

75,000  00 

5. 

06 

St.  Louis,  Alton  &  Springfield 

"t8 

St.  Louis,  Alton  &  Terro  Haute 

105 

St.  Louis  &  Chicago  .         

1 06 

107 

Terminal  Railroad  Assoc,  of  St.  Louis 
Terre  Haute  &  Indianapolis           .... 

108 

110 

Terre  Haute  &  Peoria 



(>9 


for  year  ending  June  30,  1.99^— Contiimed. 


22 

23 

24 

25 

26 

27                      28 

Total 

payments 

from  net 

income. 

Surplus 

for  year 

emiing 

June  30,1890 

Deflc-it 

for  year 

ending 

June  30,1890 

Surplus  on 
June  30,1889. 

Deficit  on 
June  30,1889. 

Balance 
surplus  car- 
ried for- 
ward to  next 
year. 

Balance 
deficit  car- 
ried forward 
to  next  year. 

S229,]09  76 
424,363  18 

$1,179,2.S1  73 

3,941,720  23 

602,040  38 

«1, 408, 341  48 

4.366.089  41 

496,267  98 

805  91 

1 

5 

»105,772  40 

7 

805  91 

8 

$1,407,728  00 

231,056  10 
(11)573,045  20 

$2,493,242  14 

(4)12,358,25956 

»> 

19; 

6,887  93 

6,887  93 

13 

133  956  00 

106,814  26 

55,101  39 

(5)1,063,381  35 

14 

185,450  58 

17 

29,359  99 
577,923  89 

45.952  65 
5,042,579  52 

75.312  64 
(1)5,304,843  51 

?0 

3,444,979  00 

31 

12,237  81 
161,724  22 

17,750  33 
501.804  58 

29,988  14 
663,528  80 

23 

24 

3,437.667  00 
1,296,829  00 

812,467  60 

928,856  33 

142,662  74 
138,649  89 
192,642  86 

9,279,141  57 
1,538,682  44 

10,091,609  17 

(10)2,419,51455 

142,662  74 

?.5 

?& 

30 

1,846,229  00 

536.598  50 
933,408  18 

397,948  61 

740,765  32 

588  48 

34 

36 

588  48 

37 

608.954  81 
208,114  89 

(3) 

608,954  81 
(9)    633,717  40 

38 

1,320,000  00 
15  55 

449,538  52 

39 

44,196  16 
16,925  51 

244,259  50 

288.455  66 
16,925  51 

4?! 

43 

4  000  00 

4,133  00 

30,971  39 
64,320  81 
3,205  04 

35,104  39 

36,640  03 

7,798  64 

46 

27,680  81 

46 

4,593  60 

48 

37,174  07 

29,979  19 

67, 153  26 

51 

6,793  18 

11.671  33 

18,464  51 

63 

20,959  62 

20.959  62 

64 

2  400  000  00 

14,476  49 
13,363  09 

5,890,527  10 
21,843  44 

5,905,003  59 
35,206  53 

66 

a6 

43.842  30 
74,634  70 

70,472  66 

2,898,176  44 

20,773  36 

114,314  96 
2.972.811  14 

66 

81  586  75 

67 

24,615  72 

3,842  36 

253,051  00 

11,681.787  94 

23,346  09 

876,532  12 

1,237,852  62 

(6)6,879,181  34 

68 

138,589  28 

391,640  28 
10.833,821  94 

71 

2  473,325  00 

847  966  00 

72 

53  618  83 

30,272  74 

74 

69,108  65 
101,867  56 
151,095  56 

(14)807,423  47 

(13)1,135,985  06 

7,125,828  38 

76 

77 

1,367,341  06 

78 

43,426  15 

68,879  63 
1,182  71 

112,305  78 

80 

99  954  25 

(7)225,304  76 
185,515  72 

224,122  05 
423,435  06 

83 

237,919  34 

86 

187,078  54 

327,467  12 

514,545  66 

86 

489  41 
1,019,507  00 

489  41 
615,678  31 

87 

403,828  69 
5,985  34 

88 

5,985  34 

88 

6,074  34 

70,690  81 

181,864  02 

16,228  34 

76,765  15 
1.56,623  OS 

49.165  70 
646,202  98 

13,586  32 
301,438  57 

92 

25,240  94 



93 

32.937  36 
210,  .584  74 



94 

75  000  00 

435,678  24 
14  056  65 



96 

470  33 

96 

17,499  60 

(8)    283,938  97 

98 

75.974  06 
10,682  13 

81, 434  99 

157,409  05 
10,682  V^ 

106 

106 

209,936  80 
108,852  90 

53,734  78 

156.2112  02 
125, 192  58 

107 

16.339  68 

108 

11,444  08 

92,425  04 

163,869  12 

110 

lahle  III— 


Name  of  Company. 

17 

18 

19 

20 

21 

Dividends  Declaeed. 

Peeferk'd  Stock 

.Common  Stock. 

Other 
payments 
from  net 

Amount. 

Rate 
per 
cent. 

Anaount. 

Eate 
per 
cent. 

in 

Toledo,  Peoria  &  Western 

IT^ 

Toledo,  St.  Louis  &  Kansas  City 

(12)$470.352  09 

ni 

Wabash  . .         

115 

Wabash,  Chester  &  Western 

iifi 

Wisconsin  Central  Lines 

Totals 

$4,127,130  00 

$15,000,693  20 

$1,271,790  08 

(1)  Less  1315,659.90  charged  to  income  account  C,  St.  P.,  M.  &  0.  R.  E. 

(2)  includes  S133,862.56,  balance  impro-vement  account. 

(3)  $731,358.29  created  during  construction  period,  charged  to  cost  of  road. 

(4)  Surplus  on  June  30, 1890,  less  $360,038.74  charged  to  permanent  improvements. 

(5)  Includes  $901,465.70.  increase  in  'edger  value  of  other  stocks  owned. 

(6)  Less  accrued  interest,  $.397,742.60,  not  heretofore  deducted. 

(7)  Includes  $6,045.75  discount  on  bonds  of  company  purchased. 

(8)  Difference  between  amount  here  reported  and  amount  reported  in  last  year's  report 

as  surplus  on  June  30, 1889,  is  caused  by  a  change  in  the  method  of  auditing  taxes. 


Continued. 


71 


22 

23 

24 

25 

26 

27 

28 

Total 

payments 

from  net 

income. 

Surplus         Deficit 

for  year    :    for  year 

ending          ending 

June  30,1890 1  June  30,1890 

Surplus  on 
June  30,1889. 

Deficit  on 
June  30,1889. 

Balance 
surplus  car- 
ried for- 
wird  to  next 
year. 

Balance 
deficit  car- 
ried forward 
to  next  year. 

(2)8134,292  97 

$320,280  31 

$185,987  34 

m 

$470  352  00 

^^?, 

237,791  50 

$237,79150 

114 

$3,375  70 

75,286  79 

78,662  49 

115 

1.247,349  82 



1.247,349  82 

116 

$20,399,613  28 

19,584,089  56'si,597,411  66  $46,478,192  55*12,436.999  22!S53,966,169  38  812,761,279  12 

(9)  Less  net  deductions  for  year,  823,936.01. 

(10)  Less  net  deductions  for  year.  $48,024.22. 

(11)  Surplus  to  balance.  $38,973.16. 

(12)  Turned  over  to  contractors. 

(13)  Does  not  include  $123,397.49,  deductions  for  year. 

(14)  Includes  f384, 501.85  additions  during  current  year. 


72 


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75 


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76 


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--  -  —         —  Csl  1^  rH -*  CQ  cq 


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(MO  c;  Oi—  ^.  i-or- "-fO^LOt>-c<iOi— iiOCii-OTr»'*Or-T'^'rr-.  CO 
co"o'oo"c.ii— ":o"oc"^"-  '        ---- ,    ... 


>c-iior^i.ooco-»-t^o 


1-1  CO  CO  CI  O  —  r»  I^  O        C5        Ca  1— I        i-c  CO  C:  rl        r-  CO  t-  W  CI  00 
i-lC^l  ■—(CI        CO  rHi— Irtr-H  f-l-!fClt-lCq 


CJ  CO  lO  CO  »0  t^  t^  OO  t-  S;  3V  f»  O  lO  CO  ^  :0  t^  i-l  OC'  C-1 !?-.  Cq  i-O  O  r^  1.0  t~- 
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■tCQot^i.o-rcocococqcsoocO'Cqcir^-occo-rcqoo-crcoi— icoco^co-j- 


ioicoi  t^  ^^  ' 


ncoo-f— .  coco-i-<^ — rt»ocjt»iot^- 


(cqcgcJO-co^t^ooco-^rHiocoi— icqr-ocj.-~t~-c<ioCi^r^~.  oo 

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tCOli— 1       COi-Oi-Hf— <M 


CO  -*  I— <  I>  Cq  lO       C-1 


■t'-tOCCOC<ICO^^r>--3'C5CO'Cfr-<iOO^^C^C^OO-^t^COOOC^COOOC".  o- 

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cococjcococo-s-cocoioa-.  QOrt-rj-^c-^-iocc-rioooococoi^oooo 
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Net  loss  per  mile... 


Net     earnings 
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f— *              Ol                                 I— 1                     r— 1 

coo-it^n 

^-t  ^  -^  lO  1.0  •— 1 1— I  r^'  '^  cc  ^  "o  00  ^^ 
r>-ooo'— looniotDiO^oo^Dco 


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ci  oSJ^J'S 


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83 


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rHCO'*;OCO'^(M-T'COi— 'CO;0  0'>l"C---i'i— lOCCtO 

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-^l^O-TOTT— (TLOtOCtOtOOOCiriOOO 

PCMtOr-i— lO'i'OOt^^OOr^OiCOOCOiOi— I 

(M'ciJO?]CO"?7rHCOr-'cO'oo"?Ort        lOCq 


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t>-r»(Mr-irHC0»I^rt-Oi— IOC<J73i-0?qtO-*'CO>0 

totoai^otot^or^^^i-^oor*ior^co»o-f^> 
'^ooiocooooiOr^^S'ioco-^f^'rjr-.i^todasio 

10"^i— lOOOOOiO'Mi-H'OOOOCOlOiO-^^^t'-t^- 
ci'     t^"     iM'-M"r3-*r>.''uo(M"-r  o'-To'i-oc<f     Vim" 

C-q  i-c        rH  Kl 

toor~oooooo  =  -r>oc ■^'MHi'.o  -coos 
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co^(^^oto-*-*ml^^-»tooc<lrJcoco    -oooc 

?q  l-i  i-i -H  >-(  rt' rH  rt  X  i-<      '  r-i  i-i  r-i  i-i  r-< -<*     •  i-i 


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co0500cor~rH-^co'o-rcooo'Oiot^o~.  ooo-MCO 
lO  00  lO  to  r»  iM  ~  CO  tr  rH  30  to  rH  OHO  oq  00  CO  ct  t^ 

t'-  to  lO  Ct  CO  !>•  "M  ^>  fM  CO  O  f^  to  lO  *•  CI  -f  -T  00  CO 
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7-1  rHOOrH        rHCo"  Cq"  o"— <" 


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•  CO  -*  cv  CI  -o  to  tr  tc.  •:  r.  rH  lo  lo  CO  lo 

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•  lO   rH   rH  rH  rr  CO  rH  r- rH  Cq  rH  X  rH 


:'r^-frH0  5t— --^O' 


aciotorH 


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-  00  r^  to  CO  —  -O  J  -  rH  —  -^  (^  ^^  -^  -  -  (^  -M  lO  rH 

.  -!■  to  CO  — .  o  —  o  ■;  1  CI  o .  -  -H  -.  cr  jc  o  cq  -r 

•lOtOC".  T—  CJCIO  ~.  I-  X  -TCC  —  JC  l-Cl  Oct 


•  to  -^  CI  -t-  rH  CO  x;  "o  CO      to  cj ' 


CO  lO  rH  CO  rH  r^        rH 


cq-^toorHooi-ocq'Oooc;oooocor^ocq  to  rH-*toci  to  r^o^ootoo  CI  ort'rH  to 


jor^^ct  r-rHcqt^r~co: 


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cstoctcocotoiOGOootorHcotrcotoio— cqcqcjrHcoctr^cqco— --pcq-t^cqcqiocqtoco 
t-  C5  lO  r*  r^  !•"  00  lo  oo  to  -o  -o  to  r^  f^  to  X  00  'o  t>-  to  o  to  -*  ct  lo  x  rj<  -T  tO'  t^  t^  to  r*  c^  CO 

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to  CO  c  to  o  w .  -  -, 


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:  CO  to  ot  £^  c  o  ci  ci 


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1-3 


Estimated  cost  of 
carrying  one  ton 
one  mile,  in  cents. 


Average  receipts 
per  ton  per  mile, 
in  cents 

Average  amoun' 
received  for  each 
ton,  in  dollars  and 
cents 

Average  distance 
haul  of  one  ton, 
in  miles 


Number    of    Ions 
carried  one  mile . 


Number  of  tons  of 
freight  carried 
earning  revenue 


Estimated  cost  of 
carrying  each  pas- 
senger one  mile, 
in  cents 


Average  receipts 
per  passenger  per 
mile, in  cents... 


Average  amount 
received  fromeach 
passenger,  in  dol- 
lars and  cents.. 


Average    distance 
carried,  in  miles 


Number  of  passen 
gers  carried  one 
mile 


dumber  of  passen- 
gers carried  earn 
ing  revenue 


r-  1-.  i-HIM  !M  CI  'M  CI  C-1  CO  CO  CO  CO  CO  -^  -T  -^  lO  O  LO  i--^  -O  '.e  15  «5 


CO0C^»O<3>'Mr- IOC 
l^GOOl^iCCOOOO: 


COOC^f— l-rOlOOOOOC5 


io-*-coooojiOOoai 


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io  -w'  00 1^'  -t'*  -I-  o  ci  1-H  CO 

'*<i— I        oil— iClCOlOiOCO 


00  OJ  '^  -*  CO  00  'J  IM  lO  1— 1 
^PCOi— HOC^TCOt^CO-H 

cooo:or»i— ir~co'Xitco 


oi?M  —  Oir^aiiccoi— 1-^ 
a;JOco^^iOiOi>j»ococc 

0-.  lO        Cf:t>.i-lt^t^iOO 


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coiq      CO      co-i^icooo 


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«3  O        ■*  ^  00  CO 


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coc^coffioooor-C".  oooi-icoi- 


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—  01  COi*  f^ 


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dOOiOOCOO  OOOi— I 

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lOCOOJi-Hi-HOlOJCOIO-* 


COOO-cHOOOOCOO 

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COi— I        iO        1-H  i-H  CI -M  1-H 


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coLoaeM-<Mcooocccoi— I 


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o'cOOOCC  r-JoO  1—1  -tCOOOi-Hi— 100 
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CI  »0        OOiOi— ICO        rHCO-^CO 


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—    - iHiOOOC 

o  CI  a-,  c 
cico'co': 


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lo'co'cc'cq"  oTcQ  .  , _  .     „    .  „ 

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coca-ti 
t^ooo 

sn-ji'od 


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Fruit     and 

vegetables., 


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products.. 


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p-3o 


«-3 


.  O  o 


O  0=  OOOOOOpoCO  Srt  ^1-0   ^  5  V^ 

•;3.Si  cdcSoicCcacccSojajaj  a.\5n    a  O  rt-h  C 
J^-Ct:  o  u  o  c  o  o  o  .:j  a  o  >MPh.~  i,  gO  - 


gGgopq5>>>S 
csSSs  CSC  1^.2.2.23 

HHl— II— II— imi-Jmmi-]^ 


1— llOOOOiOl-Tt^— 1 


OlTt^  — COOJ-rfcOOOCMMCOOOi-IM-WlO 
'•^r-(r-l<M01IMWCOCOCO->r^^iO"5oiO 


lOCOt-OO  —  <M-*COt^00 

cotococor"!— r-t-«r»r» 


•^i»co5^^-c:lc      3<JC;oti 


•  oo  r^  i>-    •  f-H 


-  '-0  ^  CO  r-i  00 


•  CO     •  =-.     •  ^ 


•  =>      •—     -co     -i-l 


p-roo 
•  c^i  a-.  L-? 


87 


ooii-i-*om 

t-fMOOOOO-* 
-HltSCOOJ         C5 


t>.950US       113 


•  CO  (— I  ■'T  lO  O  O  lO 


.-1        OOOCl'* 


■  (Mi-Cj— 'Cisr^ 

•  a-.  -.O  DC'  ?J  CO  O  <M 
I- 1— I  -I<        (M        'M 


»-o  -f  a-.  30 

i-liCCOC-l 
05tO>-iu3 


•  a:i  r~  -o  S-.  -*  'ii  oo 

•  00  r-  CO  ^i-  o  o-  lo 

•  O  lO  t^ -H  I— I  CO  05 
-t'co'cJ       rH 


oacoooos 

^  Olio  00 


•  ■*ocooc--a-fooiooco 

so        r-r-lr-lOO        CO 


■1^?3 


•  CO  O  -*  O  00  OO  35 

r.  rt  ^  i  ,—  cq 
-i-f-M"c-i 


■  d  —  CO    •cocT-'-'    •    •'m: 

•  I— icqoo    'Ooti-jlo    •    -cot 

•lOCOCO      '^T-HrH      •      -Os 

•coco" CO    -i^i  •    ■     T 

•  O  lO  ~.  C-.  lO  -O  QCi  -^  CO  CO 

-502-ir<M^^C001'»'  — 


■  ccci --^  f ^ ^ 'CI CO r^ 
•  ox  oc  —  71 '/:  >:  — '  t-0 

;       CO  TT  x  c;  o  :t  -^ 

•  N    •      ci';ii-"=''-''cf-!' 

<i— I      •        rl  I— I'M 

■-l-CiCO00COiO00»-r(M 

•(M-O       oosoc.  ooco 
•f— lOO        CSOO'^f^'OOiO 

•  o  -i'"r^"crrtd.o'oo'o' 


oc  f—i  :o  ^  =o  o  r* 

-*  i-H -«  O  CO  00  o  ... 

»-i!Moqr»ire  =  i— it~o 


t-1000C00i"C:tCO-4Si0C000- 


ioo5r-io      i-i 


oqt~t>-oc  —  ooQi— lO".  ooooo-oi— lo 

"     •*        tOO^i— 100        O  I— I  00  C<I  r-i -^  iO 


00        O^rtOOr 


03  D. 


=at3 


23 
=5W 


^—  -  n  tn    .-7-  ^ 
?r5^'^^^^=^=^  g'S  a  a:'  K,  «) 

d  0=^0^1.5  trJ^  2S  22  =*  cePnCO 


OP  (D 

^^ 

L4  CS 

CO  d 

0)  03 


TO   »-*  k^ 

O   -.22-3 

J3-2§'2   :  d  d=^Q^-^  a-".2.2S.S2  ^  5e(iiM   ■   .-^    iS 

®>H=y      ■»  c3  03  >•'-' 2  o  o  o     ^  O  O  tn      9 

'i^  c.a^  cs  oj  a)  ®  33  3  o.j.jjjjj  (D  03  o  o^^rr^ 

OeOlOtOt-0000(NCO-*iO'J5  00iO-^OOOi-HCl-)-lO-0 
OOOOOOOOOOOOOOOXOXOlOlGTiOXOO'^i— ii-H^^i— t^-^H 


88 


.9 

o 
o 


o 


.=8 


Tile. 


Household 
goods  and 
furniture  . . 


Wines,  liauori!; 
beers,  etc 


Wagons,  car- 
riages, tools, 
etc 


Agricultural 
implements 


Cement,   brick 
and  lime 


Bar  and  sheet 
metal 


Machinery,  etc 


Iron  and  steel 
rails 


Iron,    pig  and 
bloom 


Naval  stores  . . 


Sugar., 


Oils, 


i-ii-(i-ici^iM«coOTTO-r-»-q>i-'5io>omto-.omi~r-i>r»t-.i^oo 


tOOOrt 


C<10C30 


1— .  OT  CO  CO  a-,  i-o  1— ,  r-  -^  -o  r^ 

C-.  O  lO  -O  1—  '-C  -O  1— I  (M  1-1  OT 


CCi— i(MOt— I 


CO0Oi—C<l-* 

-rt^ococo 

(M        COlO-^ 


(M^^iOOC<ICOlOi— I 

00  CO  CO  1-*  M"  <C>  ',^ 


O  -3'  1-1  lO  C-.  Ca  f-H 


^-  CO  00  -M  -,*  O  O  CI 
Ol  "-^^  -*  00       i-i  1-H  :o 

■O  to  to  i-H  1-H  00 


COOtOCO-^lOOO-^GOi— l01•O^^C0-f.--^*O:C0-'■ 
— -COr-<0--0—  t^oqoo^^o-.  r- <0'l-rtscioooo»o 

lO         1— t^OOC-.  rt         lOOClOlOi— ll-O         r-lrHrlCO 
Oq        COCOCQiffltO        -t-"io"r-<od'oo"i-rcO  Oo" 


l-HC, 

ooto" 


Ol,— icnocQ--mtococ;otr.  r^rHco-1 

OltOO-fTO-tCOOOCOtOOld^^COO 
~.  CO  C  lO  O:  Ol  '-O  IC  O  tC  J^  -,^        t^  ^^  -,g, 

rCtooi      o^co'r*i-*      i-T  r^ 

COOOOO       1—100  CO  to 


io-*tooci^ 
ooocotooo 


ooio  t:  r*oi 


r»02i— itoooi-ocooii— ito 

O^OO        lO  O  1-H -^  :0        to 
rH-*"       to'r-Tto'ofiO       CO 


c-.co 

o;co 


Ol  ^  cOl- 


t>  00  Ol  o -r  o^ 

0-.  1— I  to  O  00  oo 
■^  lO  1-H  C: '^  Ol 

^*oi"ar         o" 


^  —  to  o  to  t^  CO  o 

t03v01COCO  to  ^rH 
—  CO  ^  to  3-.  oil— I 


it  Ol  IC  1-1  ■*  01  o 


o;coi-HO^ 

rH  t^OM 
l>-  to  O  05 

■^r^toio" 


oo  -3-  m  C-.  lo  -H 
oi  00  00  io  Ol  r~ 

1— HOOI  t>"   Ci 


lO  r~  1— I  CO  CO  ^  to 

Ol  -r  rH  1—  C;  00  t^ 
lO  t>. -*  to  1-1 1~  CO 

co'i-t'oo'co"   i-Hto" 


^  00  O  O  CO'  1— t 

3-.  CO  1.0  —  ei  o 

iOOOl^COOlCO 


r>.toO'a:ojooooor* 
cc^ft^oo,cor^^Hio 

Ol  —  COOO-*!— iClt-t^ 

1-1  CO  o  -^"i-o"     Ol 

Olr-1  1-H 


■O  00  •  01  -H 

00 -r        

ClOl 

i-l'oi  -00 1—1 


rHOlOl 
01  CO  01 


oooococoto 

;=> -T  00  —  00  -:f 
i-H  r»  00  to  rH  to 

oioToi      t^ 


O  CO  0^  O:  lO 

coto^oooo 

1— f^tOlOOO 


—  ocoto 


OIOIO  t^OCf^ 

00  t^o  too  CO 
ooco»or»o  1-H 

cC—o"     o"i-* 

1-iCOi— (       Ol 


COOli-HtOOCO^^-OlOOtO^H^^tO 
^00CO'-~r-  — MtOlOOCOCO 

ot>-oooiocir— r^ticocco-* 

rH        Co'co'cfco'd'or-Tt^"        Oof 


r^^A  rH 


Ph  iij2  cc  cS 


3  p. 


§o|oooooop:ooog^--°OHg^ 
-  CD  --9'^  -•" 


si  cs 


2=y 


■=1  c 


o  o 
>■ 


=^ 


S  3'ce  MMMbtScMbtficMiriS  S  S^ 


to  ™  03  i'  (T  — — —  rt  K, 
i^i-<r-H01010^CO?5^5CO'^'t^-^iOJLO»0  0*j5:OtOl^t^r'-t^t 


r-'T^OOOiOl-l-t^i— iCOOl'^tOOOC^OlCOOOi— ICO-H" 


89 


li^tCt^.OOXlMCO'-fiOtCQOLO  —  OOOt— l^-rriOO 


00  00  00  o:'  00  c^  o^  a;  a;  c 


:a-.  =  OOi— II— (i-lr-ii-l,— ( 


?"l  C.  r-l  00  CO  CCi— I 

o  CO      o  CO      c; 


■  r~  —  CO  m  ^  CO  - 

•  -t-  O  -T  CO -+ C'  ^ 

■  CI  CO  C-.  OO  C  1— I  c 


•JTi-iT       ^       CO 


•  to  CO  CO -r  *M  »o 
•OOM      cocooo 


•COiO 

•ooo- 

•l-OCO 


■  C<1  C-1  CO  iO  -* 

•  -<-  GT.  -r  -f  »0 

•  CO  -»  -H  CO  --o 


r-ii-icqt^O(MCO=;cqco=;co 

O-^        lOCOOOCsIOO^^O'-lOtO 
-M-yS        in  ^<MC-.  COlO 


:  00  O  ^  00  Ol 


•  00  CO  oc  CO  r*  (^  CO 

•  —  Ol  iO  — «  o  O  :0 

•  C-.  O  --O  to  O        <M 


•  00  I— I  to       l-O 


IQOSCOCO'M 

;o-»coo-* 
oc;      -Tto 

r-rH        50--o" 


■  to  '-O  »— t 

■  ^  a;  t^ 

•  05  to  --O 

oJto' 


•  C  (M  0-.  00  O  to  to 


.2" 

■co=^ 

.2  eg 

a)  ^ 


r»co 
cqoJ 


t>- r^  to -M  r*  00 

to '75  CO  to  rH^Ji 
to  to  —  rH  -!f  00 

co'co"     ^o      i<f 


OOOOOOi ' 


•  CQ  lOl  CO  -*  f  >. 

--TO  to  05  0^ 

;  O  -0-  CJ  cr.  r- 
■  -^o'to'i-To" 

-  ?C|  T-l 

•  ot^ioai^+r^oioo    --^ 

•(OiOOCOt>-OOOQO      -n 

•ooo -r  ^^fto  t^  o    'T^ 

N  r-<       -lO 

t>-  to  —  r~  a-,  o  to 

OO-»0O-*C]i— '■O 

00  eq  t^  to  lo  (M  t-. 
ooco"     c^fr-ri-TrH 


-^      •  O  00  01 

rl  ■  to  to  -*" 
f>-"     -00       i-H 

oq  uototo  to 
a.  CO  -^  CO  CI 
CO  t^atic  t^ 


^02 


fl  c3 

tc  fl 

flea's  ,5 


^•2 


03  z: 


;^  ,_•  fl  g  fl  :e  s 

cct^^^|^=^|gfl|^^ 
uo  fl  b  ce     fl  fl-fl  o^"  -^  fl 

fl'fl  a:;  ed  TO      — ;, — ^^-^HH  flj  0  ^    "] 

fl  fl^  o  fl^<j<j<  ►!  Ki-iri;  c^ 

S"^    ■  >;^^POj5  to  cc  a;  73  cS  cSPhOJ 

o  d  £  s  |n-n  §^3333  £  £^?  J  J  § 

•fl-fl  S  G  fl  o  o-fl  u— '"""  d  C  — i-S^^  to 
-fl-flcSi  ©(BOJflO^^^^oajO  ©►2>5C 

OOP.PHpMP.FLi3-a:'Xty::KrHr-r'rH^^^ 

IC  to  t^  00  OC  Cl  CO  -t  lO  to  00  to  to  :(0  C:  r^  Ol  -r  ir>  to 

00  OC'  00  00  00-  S-.  c.  ct  c%  — .  o  o  S  S  —  — .  i-!  Z  iJ,  fl; 


90 


o 


o 

so 

9^ 


Total  tonnage  , 


Miscellaneous, 
other  commod- 
ities   


Ice 


Merchandise... 


Products  of  for- 
est   


i-HLtaoc-N-Tr-Oi— iM-i>u5J-. 


<ox)3J5acooo.-iM-*LTu5;or~oo— CM- 


r^>— 1— iTa<M(Mcsjeq(Meococco:ec-^-»-T»ni--5».oi.-:i-j-ito-.cr~t^t~-t^ 


fc^oor^ooo^^  —  —  a^o-r<o» 


- 1>-  ^1 :»  o  -+  n  o  ~  X  —  : 


i^HCsI00.-H00tCC^ii^C^=.(^i*^O00C.  wCltOO-rO^  =  r>-0t*lOCCrHrM^-r-. 


coco 
tico 

CO  -* 

too 

i-HrH       CO       i-l>-l       ~r       ~; 


r  o  -j;  ca  -T  t^  CO  ^  -.i  -T  r-.  CO  to  oc  o  C-.  o  c  C-.  cr.  Ti  c.  C]  :^ 


00  00 

coodio"o  io"--i~"rt'5  J2  oJocToo'— "r-^-r  .-<"3rc-r-i-'co'arco"--oo'r-'^  .!-■,■  — 


^r-iXCOf»^        ^.^.iOiOKI«3o-ri-l 


HOO        CO        Ol        1— l-TCO 


cir-oi- 


IM 


CO  -r  rt  o  lO  .-^  (M  CO  — .  =i  oi 
■"    -  '    cr. '-^  t~ -f  a  CO  ~  — ■ 


3  CIO 


00  .-H  r>-  c.  1— 1 00 


op  ^-  ^  f^  ^  r-.  r-.  --  o  •-  '-r  —  X  01 
S  -f  ^  -^  K'  S  f  ■;  i-  -H  r »  CO  01  ri!  P^ 


^  t>  Ol        O  00        lO 


£^  00  lO  '-Ci-H  Ol  lO 

o  r*  o  OC'  Ci  to  Ci 
o  CO  c^  W-.  CO  a;  CO 
r^oo"     »0'i-"iO'-H 


00--:  •. 

r~'i-o' 

00 -o 


coo 

toco 
d'co" 


05     •  O  00  O  -^  00 

O]    •  00  -5-  c;  i-0  r~ 

•O      •  O  -^  1-0  'i"  rl 


I— I      -OQC^OO 


:  3C  w  1-0  f^ 

:^i:  rHco 

"lOJO 


r-i .— I  Ol  OJ  O 


t-r>-o-i-r 


■i-or.oco-i-  =  t>-cix> 


-»■=;.— 100000000  —  tcx;c;r-i-,c^t» 
00  C-- 1-0  0--  C-.  t=.  -.c  r-  ci  — •  -T  C-.  o  -.c-i 

■-cco"iot~*ioooco'     oicQi-Ht^'o'co"-*" 


^»lO.— CO  (~=;  lo  0101.-  CO  CO— 'lO  00 

:oicooo-T=o]  —  e.—  X— oiacvico 
r  — (  00  or  ^^  —  01  01  CO  -^  —  01  —  oi  —  r^ 

5  op  r»'  i-o*  1— "  0  i  o  1  r;  co'  i-o'  -r  x  t>.'  oi  •.o"  co' 


tOl— ICO'O         i-li— I         r-1         -f         !— 1 


Salt.... 


oo(Moocroar-iooo 

C-OOCOd^OO  —  oc 
r-lOq<MCO--3i-li— IrHOJ 


Stone, 
sand,  and 
other  like 
articles... 


Ores  , 


Coke., 


Bitumin- 
ous coal, 


looiooooooiooatceqoo-* 
C-.  uo  r-.  1.0  ^<  O  t^  c:  r^  00  O- 

COiOOlOt^i— I'^OO-Tr-HOl 

co"r-''co"— "co'oi-*     of     -i 


OrH  t^OO 


i>  oi  cq  i-H  -H  lo  => 

— luoc^  -1-  lOC;  00 

^  =  T— I  CO  C^  Ol  0-. 

t^'i-Jo'-rr"        rtOo" 
^        I— <01  (M 


CCi-1 

co'tc 


r»o-.  oQoo 

-^rtooS; 

OO       i-H 


oi  ^o■—  z 

;  Ol  r^  I—  i-^ 


00  r^  C-.  -o  CO  r» 
r*  o-  oc  oi  »^  CO 

■.C  t^  ^  m  00  C-. 


CQ 1-0    ■  CO  r» 


rH  ■  01      •  rH 


1  1-0  Ol 

■^10  y:  01  —  rJ  t»  t^  "-C  o 
"  ~  " "  ~  r.  I'o  ^  ?o  01  ^  00  2  oi 

CO  r;?  r-^  r^  Ol 


^  CO  —  CC  1— I  01  00 


■-.00 


Anthra- 
cite coal 


— I  ,-H  Ol  ^  >-i  -O 


<oo-n-oq 


oa-TiOr- 

lO  f*co  o 


■i^.i 


,2nH 


=i3 


^CM^ 


D  «  g 


cncs.a 

2^'^2S^fS£ci  :S^og 
ao  -  -^  ■   •  •  ■---  —  —  ^- 


3 1-  s 


K  0=3 


cc 


M 


a  u^s. 


o  0;=  o  o  o  o  o  o  c  do  d d do  ?  S  =^.^►5^;-'^  „  cs  cscaj^r^'^"^ 

•sS^cScScSracSc:o3cScec3cSa3cS™a^COrioS=S033aJcST»,D  <d.£.S 


i-^ioooo^Cvi-^r»o^-co-^i-oajO'^coooaiO<iDOOOi— ioO'*io»rt".cf>oc^^(Mr=J*50 

^r-lr-l<M01o5cSl<MU05eOCOCOCO'^'V^i.Oi-0>0)"5»w500t-I>t^r» 


<>  00  o  CO  K'r  xi  r^  oc  00  c>i  ?:)  'Tfo  "-^  oc  ■  •:  --c  »  c: .— '  ^  -r  o  -^ 
■r^-c^oooooooooooooos^^c.  a;OiriOoo--i— '1— 1^(— .-- 


91 


to  "^  lO  »-C>  C:  t^  i-'r  r^  r:  C;'  !>-  -f  C^  'TC  OC  t-t-  >■  CTM  O  C:  CC  -r  1— I 

<—  lO  "^  '^  o  -r  —  73  'M  ^-  o  — '  L-s  -r  —  r:  71 1-7'  ~-  L*  L-  1-  r?  -.^ 
oo  ?o  -*  o  cr  1-^  71  — .  CI  —  '"-^  t^  I*  r-  r;  o  :z>  --r  '-c  t"  ^  -t  cC'  --c 


1:0  '^^  '*  f-i  r*  lO  <-H  o  ic  r^  c.  ;o  -t-  r-t  1.7  w-  ?7  i  •*  1— I  (^  t^  r*  71  r: 

'rfCOCOrHO^^lO        iOO^OOTlQOOOOO'^COt^'-OX^^r^r^f^ 
00  -J  1— 1 1— I  r-H        C-l        1— '  Ki        O         ^  1-7  7^1  L7  07  7-1        O 


-*  TC  CO  CO  := 

10  -^  00  :d  -f 

i-H  3;  00  1-.  OC 

C5t»ir 

-fOOIQCO 

rH  vs  oq  i-o 

kOXC 

•  T^  v::  l^ 

1 

1 

coo 

cor~ 
Si 

0  ^  00         '?]  ^1  r-  —  IC  « 
rH  H              CO  CI        (M        CO 

lO'M 

•  M  00  cq  00  — 1      t^ 

f^o 

i 

|g 

0 

CO 

i 

S 

%'i 

^s: 

'"' 

- 

t-hOO 
SO 

incocoio^^o^r — "-•Kjir-. r^-cOF-^jcoco-^cc 
oo(M^-cocrlr~^^IOC■.  ococor-r^cqcioo-^cocqiot^- 
oioi— ir:      iOd^^^Hi^o-mi-oi— if^r-tcQi-o  —  I— 100 


^00  00        (Mr-CT— lOO-^OCOrt        COC^C-.  C'OCqt 


l-ll— I  00 


'JZ:        r-iC<l-r 


-*  t^  —  r~  0-.  -fl- 1^  -j^  o  C-.  Ci  -t-  (-  c  ~i  -T  — .  o  o  -*  -o  -^  oq  lO 

1— l-f:]0  01-»'-r40-f'rOOrHir:.  lOt^^COOM-CvlOOf^^H 

00  00  00  o  o  ^.   rJ  10 1—  CO  C-.  cq  o  -^  o  n^  oq  o  CO  -^  10  r»  -o 
i>^r^^o'o-r  coio  ^'oq'rt^9?^*  '^rr^r^^f^^^f 


o  ^3  oq  -o  00 


00-^  10; 
s^coc^c 

lOrHCO 


iO -O  'M  — 


•  oqoo  ^ 

•  ^oooo 

•  co'oo" 


>.0  —  ■M      •  1— I  »0 
CO  ■M  CO      •  rt  — 


..JOOO^fCiCOO   . 

D  m  Oq  -T  1-1 10  -^  ?5  -45  -o 


TO00( 

COOOf ^.  _.. 

1MM-tOt>iOr^^n00-:rr-C^ 


T-HOO      coc-q 


c:coocq-fOO:r.  co^h:^. 
10  00  i^o  a:  t*  a;  oq  =-.  CO  r; 


1  oq  T—i  -T  -^  — .  —  r-- 

l-Hl-H  T-l  I—  CO 


o  3-.  1-0  o  1— I  oq  lo 

CO  00  QC  C^l  -T  -JS  ^ 
O        1-0  -TP  -^  10  ^H 


O        i-H       rH        r-l 


COOi-H33COr-33-Ot--        -    _ 
C0Ow-r:0003;rHC0-l<00l0 


'  00  c:  r^  00  d 


to-j3  0oooc-qcof^co'-3^-"-* 
oor^cirHcococ^oqoqcocooq 


=3 


=1^ 


P:hO 


oooq 

COCO-T 


ifA 


■-0      .  rl  OC  CO  00  =r.  1— I  -t< 
—  3-. -O  f— 00  00 -H 

^q  'OC'  c-q  iO  00      10 

co''i-roq''ci'co" 


2  = 
O)  eg 


^  -:^  d  d.2  o 


Sd 


,  Mca 


00 


cS 


;Sd=a'i^§'5  :?  ?  KjpOSrcaJtcrcS  5PhS  •"l-^    i2 


en  oj 


0-1 


Od 


4  c8  (D  a>  03  i'  3  o^j^-^j^j  <c  (D  o  Oi5i?r; 
:  fin  fL,  Ph  PL,  fL|  OPi  as  M  K  02  E-i  H  B-- ti  ;^  !^  t^ 


t^ooocoio^r^ooooc^co-^iooooio  —  ooo^-oq-^io!o 

r»t-00000000000000O-.  02C-.  C-.  cr.  0500Sr-i-Hr-l  —  1— Irt 


3:25 

O  O  P 

<»  03  02 
■3(3^ 


92 


other  trackmen. 


1— lrHr-lr-i<MniN?^C1iM?tCOC5C»JCO-*-5'-^-»-^iO»nuilO^ 


Oi  "^  CO       DO 


Se  tion  foremen. 


uCIM        IC  !M  .-■  CJ 


„^ . .,^LOCOOO-^OCO-^t^O*-JD      -C^l 


Other  shopmen. 


I-H  C>1      •  r-i        C4        l-l  -1-  (M 


^ r- (M o    'CO 


^(M        r-1  rl 


CO^:OrH:Of?li— lOiOOl^ySi— ir^r-HO:^:OOOC>-3:i 


CC  )lO  I— I       cq  -^  tli 


Carpenters . 


I-H  CO  00         :0  i-H  I-H  ^ 


Machinists 


'-  f—l  <M        r»  U^  (M  ^1  VO  ^  r-t  -o 
C-1        iO  QCi^       r*f— i^H-M 


t>-(M-*^<M(M(M0O-* 


iClOi— in- 


Other  trainmen. 


(mcoioc^-f-t"CO'-(r-.^eo-*'-<Tio 

0O(M'X>        Ol-f'OCC'OOC-.  O        00 
r-l        CO  C-ICO        00  CO  rH-.0 


S^  COC  uSOiO 
C•l       i-l       lO 


Conductors 


<M  'O  cq     CO  lO  m 


^0t^(?10^0:i— ICS»OC5'M'^C-l^CO''4'COC<lCOCq— CO 

t— <  I— I  lo     -^  r>»  lo  r-<  r^  lO  o  (^     oo  i—t  oo 

rH        :0  10:0       CO-HrH^3  CO 


Firemen , 


CQC^IiOi— lOOdC^-^CO^OdOOr ^'^CO^"'^00^i.OCO<Mt*(MlOCOt^?0 

**t>CO        iOOiOO        COi-HO        OOO^C-llOCO^riO        10        f—tt—i  CO      ■ 

l-H  1-1  1— (        i-l  0000        JOCJi— ICO  O 


coor^i— tr*C'id'<too-^cocioo^cO'*cocotooooaDt^:(Mr*(Miocoooco 
coaoco      loo-.oo      -ti-i— .      icoc^iMiOco ^^      ■-      — ^  '" 


Enginemen , 


0000       lOiMi-ICO 


other  station  men. 


o  CO  o  t~  a-.  00  ^ 
CO  CO  oq  -xi  -*  I— I  CI 
locoi—i     CO     1—1 


■*  o  cr.  ^  ?]  -.c  CO  r- 

iI0O5        <^  lOCl  O 


■  '-C  o  ca  o  rt  « r 


•0-*0i— I 


o-*r-oooocrr>-^ooo:o?^cooocOi— '^CO    .r-t-.^:o- 

■   -  C:  iO  O  CO  i-i -»■ :; 

:O00        T^Hi— iCO 


iocooo     to^:oi— iiociioocoi— i-^: 


station  agents 


50500)?-lOOCOi-li— liCi-lrH 

■*coi— I     r- -*  ^  1— I  <M  1— I  CO 


General  office  clei  ks 


i-i'*<ooco:ocoi— i^n-^co 
00  —  -oiq-i-co^r*      -* 


00  rl  rH  r-l  -Xi  CO 


General  officers 


COliOOi      .^iClrHO^lO-^^.  lOh»»OOi— f^lOOiOlOi— tlOtCCOi— 'CO 
CO        I— I       1—1        C-1       rHi— IjlOi— lr-tCO»— ICO       1— I  f— I 


-5  bOtZ3 


rp  ecu  cc  a  ^  „  ti 


'^.3 


a  a 


fclili!l?lilliei||SS2=2t^ii^i 

g  o-S:n  o  o  o  ?  o  o  o  o  p  odd  p  do  c-^'g^^»^"^  n^  ^ 

■-^.9^  !h  cs  cS  03^03  caa3o3=8sa3s3i:?cSce  OJk^o   ^^  O  O  orK  O  cS 
ri  io"t^  00  71  •M  -»■  lO  (^  r.  — I  to  -1-  i.o  — .  o  -!•  -o  00  r-.  -M  CO  lo  -x  00  -;  JO  -r  LO 10 

i-HrHi— Ir— ICOC'l*?0'M?lCOrOCOCOCOCO"T-n""^'n'"Ti-OiO*OlOtO 


93 


C;  LO  lO  «  00  (T]  CO  CC  tX)  CO  C-.  (M    -^   ^Ot>-^^^lC^H   ;^^-lO(M 
(M  CO  (M  (M  IM  ^  O  1— I  lO  00   ■*     i— I        <M        Cq   i— I 


*OOCOOO'MCOin-*CO-*<0(Mi-IOClM-X>r-IC0050NX><M?lCOCOO 
OJSQt>Cl  Cr.  C010Cn«3C0O^        CO  -"J-CMi— II— l-V  (MCO<M-* 


CO        1-11-1        rH 


lOOOi^cotM-ijiior^co^Ht^ij* 

*o        tO-^-rtCOCOfMO-^^H 
I-l  1—1  O  CO  rH  (M  r-        -^CO 


•C35-*-*0 


•lOi— l-Si         1—1 
•        (Mi-I         3^ 


tc  02  -*  i-it^  i.o  "o  o  JO  r-  -*  CO 

(M       lai  00  CO  00  lO  02  ^  1— I  iO  05 


•  !>■  CO  CJ  -^  t-  -.S  1— I 


lOlOOS-rJiloiaC^lJ^t^COCOCO 
rH        1* -*  OO  :0 -ir  lO  —  (M  05  CO 


<OmJi— llOrH 


^  O^  ^  CO  O:  rH  CO 


to-rooooc'i-ioioojo-*oc'i— I 

UrHr-IMOC-.  f--I^rH-*iO-»" 


•nooo^-*ooaicorHiooocoooioc»->*; 

-O        rH        iO  rHt^tM^rHOO        C 


o:oooo-^<aio^rHr>-r^c^. 

rH       COCO'XiMMiOmrHOOCI 
CO  IM        i-lr-l 


•rH-*»oo-*iocQrHtoaooqotjsc-.  ffqo 


coo^^corHcr.  oo-roo-fiOfi 

rH  rH  lO  00  '—  '^  i-O  Cj  1—1  ^  IC  (M 
to  lO       r^i-l 


•1— li-OOOCO-*-HI.]rHOCO-H<OtOr~lMOO 
O        1—1        CO  tO-XirHC0t~O>        CO 


lO  o  -r  t- 1^  lo  i^  oa  00  !0  -r  lO  -H  -x> 

rHrHiOOCeO-^-^OOOCOiOCl        CO 


•  '-or»t^cO'*coe<ii— iOoo?5  0ooooaco 

~"  "SI        i—f        CO  COlOrHCOtCr*        to 


ioocootDr»cio~.  1— lascoco 
C^i— iio:OTi"OoO'M'ti-it'3'io 

rHtOrH       rHOO       COIN 


■  I- CO  t» -T  to -* 


O5tOCTlC0C0r--t>-HtOC0rH  —  rHrHCOCOO:  <M"000-*00C^rH-*-Vl0OO05C0 

COrHCirHiOIMiOeiOKMOCl       CO  -^(MS'lrH-tf " 

rH(M  r^C-l        rnrH        rH 


iMCO-ia-o-* 


Ot>-rHC--<MiOCOr«c 


rH  rH  -»•  00  t- 


I0t--*j^a50 


tOOOOOOOOCJrHOOrHlMMitO 
<Mr^        rHrH<M       rH  rH 


=^1 


5=^ 

P'r! 


CI  o 


=!3 


tj) 


•  lO  r- lO  t^ -f  t^  rH 


■iOC't^OOOOr»rH-ti 
to       (NCOtO       rH 


•■^<Mr~lOiOO2C0<Mt^-^t^l0rH-*(M-H 
-I  rH  rHCO       <M 


O3 


CI  03 

eS  d 


23 


Si 


P»'=^^  S  fe  ;]; 


cfj  IB 


^L^^i^i^nqi-ji^gaiZiOfaPMPHpHPHO'P^aiX'cgxHH&^EHcgig^ 

to  t^  00  rH  iq  -r  to  t^  oc  o  CO  i.-:  t^  00  OC'  sq  CO  -r  o  tc  00  o  to  f^  00  o  r-  01  -T  o  to 

tCtOtOt^J>t»l>t-C^00  0C'00000000C-.  C.  01C-.  C-.  SVC^OOOrHrHrrrHr-rH 


94 


Total   yearly 
compensation 


1-H  i-T  r^  cc  n  c^i  ^  o  r^  o  -—  CO  -f-  o  c^  w  -t  tc  r>-  :c  c;  oi  ^^  lo  ^  00  ^-  CO  - 


I-(l-lr-ll-lT^^^lm^c^^l^:co(^5coccTO■' 


^  -^  lO  O  L'^  lO  o 


^o^toc 


lOt^tooooooO'Mcq- 


3o:cooooovs: 


>001 


-„_,     - --seqo— -fo 

c»io-^r^oOo^"0-rcc^Ht>-roccooi— 'lO^^'^iOiOi^i— <or^»— iTOcct>-c> 

:c  -f  00  CO  r^  i*  —  '  ■  ~  i^  r-.  -f  CO  ^Hi^  CO  »rt  ut  o  o  o  LO  o;  <— '  '^  •.  —  -f'X  i-.  o 
l>-^-(MCin  r-.  (^  ^-  :/:  -  'M'-o  lo  -T'^cocot^co^j  —  CO  o  --c  )-  —  c:  c-  *!  X  lo 
ofM^cOi— y:-»";ic;c-.  c)i~r~t^r»t>-CJ-Mocoi-i'Tt-^t-^».-y:^-M^vD 

ocicoic^c  ^(^'-^'oi  io'-^^o'^c-i^o  lOtNTr-i-i-' -* coo  i-'t  7100 --r  x'--^'o^ 

O^^OO  CO  £^  t~  CO -r  L- CO  CO  <M  •-' l^  »0  rH  —  CO  lO  C-3  lO  PO  t-^  —  71 -T  i— ^  O^ 
lO        Ol        CM        -^(Mi-I^CO        I— I  (M-^  CO  rH^  o        OJ        i-lCI  Oi 


fi^ 


71 


lO 


CI 


CO 


r>-^^oi;of>-c-oo>-fiot^'M'-ooioot^3^'^^^-r-^iOior*t^:Ci.oc;-^ 


Grand  total . . 


Total   yearly 
compensation 


Grand  total . 


^3 

B 
o 


:  o  CO  i—  ^  ^  t^  t 


::ccor^ojcocr.  -^'^o      ^-co-H'Oi»o:s-7'i-oa~.  lO^r^ 


COr-li— .C005  01Q0        C^«3OC0C0i-l        'i.— ■ 


;£c-.  Tt^ooc.  ior:oo-*i-»(Mr--oir-t~-T-t'Or- it>-r»or-oo-T'Ocoooo 

'^^-fOoco^Ho-fio-tr^O'^io^HiOcocoiooooior^t— itor«--t^-f'oo--o 
lO  o  iM  3-.  t-  o  CO  CO  -r  o  CO  to  !M  r~  -o  CO  <M  cr.  CO  -f  -r  :o  £^  -^  I- — r  — .  c;  ci  00  c» 

OOCOIMCOiOi— ■-*01iCr.  a:  r~iO00—lt>-p-00iO<MC0'»iOrHr-'0]00rH01»(M 

cioo"co"io"a.*r-."— -I-"-*  lo*  CO*  io"co'co'co"s —  sir"' -Ti—'co^o"  uf  01^' •-^'oc'-^'cT  CO 

l~r~'J0        '^(MQOOriOioe.eOt^O-.  iOiOI^-J2        toe-.  (MOCOr---71'?'r--Jm 

o  T-H  d      cci  o  a;  o'l  lO  f— 1 71      r*  lO  Ci  co  o  o      r*  -^      r*      i-h  ci  71 


71 1-1  I-H        ,— 


r-i-H        t^7J 


:ot^c^llOco:o^-0'*lOC07llO^— tt^0  7ico^7i^^t>-"-oooior^r*--cioor^ 
■x^coi-'-x>  =  f-r»o«5eor»oo-o«5->'C-.  73  -^o-t=.iocooooc-.  loooo 
-TOi^r      oqr-;ccoio7ico      cio-f-oooio      -^m      71      r-ico  toi— i 

Co"r-l  -^"i-Tr-r       71        oo"       r-T^'ci       i—'-*       TlOo'       i-T  o" 


g  o'S:=  ooo-oooopoooo  ot:  o  5-;;  h^-4j>-;'-':^  S  ,  c^ 
fSs  c.S;'.ii.Si".Si.H.S.2.i;.S:'.S5\2.2.2'^.i:  >^'^t?'S-Si;  §-^  C-- 

rHiot»ooc:7lT»nor^(0'— ico-f».oa;<^-r"-oi>-ooc;7ico»o«o0t— 'CO-^t-ioo 
i-lt-(r-(r-(717171717l5lCOCOCOCOCOM'a'Tt<-<»'^'^l«iOiOiOtC 


95  . 


COd-^CslCOOOOC 


:  =  r^co  —  or~^i>-o— ao;;ffis:  ccofMo  —  o-oo<Mt 


Cl  00  O  t^  lO  C-.  l~  3-.  •-=  r 
1-1   t»  1.0   r-l  -^  - 


uon-  —  CO  oo-o-TCOi-HO-Mcor-t^rtore^i 


1-1   C15K1   i-H 


1  «a  r-i  Ot  1-1  O:   ^ 


C5  •X>  C5  lO  CC  1— I  00  -H  «>.  -T  LO  -M   O  JQ  O  Ci    ■-■  C*  -.i  lO  CQ  O  i— I  -^  Tl  -M  O  "O  O 
r-li— 11— 11— iCOrti-i(MCOr-iOr-   II   -T-q-   Ml— 100     C-l— C^'.O'MaO   (M 


o  OJ  ?]  C<I  o  •.=  r-  -f  t^  o  o  !=  c:  f^  00  "  oc  o  o  o  =-.  'M  -*  o  00  -)■  C-.  00  00  X)  -r 


O  C.  CO  (>-  OC  C-.  CO  O  ^  w  O  ■?) 


;  ctcc-r-rfo^jc^i-oooo^  ci^Oi— 'COO-^t' 


M  =■  l>"  Oi  CI  ^  1— <  t*  —  CO  O  C:  O  --  '-r  C3>  lO  C-.  CI  'O  1— no  I— 1  CO  O^  CO  00  ^  **  ^^  Ci 
(M^iO00(M-rC0-irO-t-C0-O  —  i-OJCOOJOOOiO-MO-fCOt>-OOt^<NlO?^^ 
Ci0»iO10Or-1?C>-*00C0*>-r^C0C0;OO00^^C0lOiOOC0OCOC0i— ICSliOOOCO 


■VCT:  Cr.  ^t^-rCO<MO<M-?'»r--l-0  0]OC-.  O0q0i-<0  —  OCJi— ICOCOOCO 
OCOt^  =  OOOOuOi— Ir-ii— IC        lOi— ii—  f^OOOO-n-COi— lOOOqCOOOOOCOOO-* 

cir^'oor^^i-ooio^oioo  o  c^oii— 11— 1  -*    ;oop-icoior*  oo 


1— i-js  —  ^i^corrooi-iiM-.co»oiooi-*co  —  t>--H^.cooloor^^-oot»c^l- 
l— icocoi^-^ooi— loco-Ti— i:o   -"(M'OGO  —  —  C0-OiClM-T<M-i-d»OC003 


-5(1  (M  r-  r»  -.c  O]  O  00  CO  t-  .c  o 


■*  lO  O]  CO  ^  <» 


CO  r-  'M  -JS  00  IC   CO 


cooooot-iooi— lOiOooaoi    •=-. 

CO  r-COi-iCOlO 


c;t>-cr;r*— -oi  '  'of^oo-i-oo 

(M  -T  i-O  IM  M  »-0  f  ~  1-1  CO  O 


(M  C-.  -.C  -*  O  C-. 


i-(Mcooocor>.io 


^1 


<B  en 


Q 


3  c3 
o  o 


o— . 

bin 

cS  ft 


lO        l-ll-l 


00  oq  lo  CO  OJ  >^  « 


MOtOOO  —  '.Oi-iOO 
3001— it^(MCO       (N 


Ol  -t"  00  <M  00  00 
Oi'-O       CO  -I- 1- 


rtL0  5Ce<lCOOO-!t<01rtr-0«5      T-li— loa 


eeco 
^=3 


fcco 


2p3 
03  ca 


SGces=^ 


<i.s-S^ 


t>  cc 


■^d  fl-gop'' 


.§.2  ce  c  a3.2.2.2;c^t!  o  ?  '=  ='2"B  o_^  9  <2  ?  c  =;  «  air^-^;  os  cs 


o  o  o 


^5 


^  S  S  oi  Bi  o  o 

tot^GOi— iG^'^:cr»oooccirst-'-ooGioc<i  cc  m-  lo  ^  co  lO  to  r^  oo  c 


^  O)  <I>TJ  Q  03  ! 


o  "3 


ft  -^ 
tc    o 


w  a 

ca  ^ 


T3     ft 

la 

ft  <v 

!-     O        . 

5  «  a  o 
a 


k! 


o  o 


f3    en  's-  '5 

—     CD   _*  _^ 

d  5  'i  =s 

t-i  P  cc  CO 


1-1    Ol    CO    ■* 


96 


All  other   employes 
and  laborers 


i-lliCt»IX>Cl<M-*l0r»O»-iCQ-*lCOJ-*-^t>.00Ol(MC0i«=£00i-ic<5-*iOl0:S 


l-lT-Hr-li--(M5qC^C^CqcqC0CCCCCOCC- 


N  <M  i-l  2Q  pH  1-1  eq  1-H  i-H  rH  rH  e« -M        N  r-( 


o  c;  CO  c;  »c  r^ 


Employes— Account 
floating  equipment 


Telegi-aph  operators 
and  dispatchers  . .. 


Switchmen,  flagmen 
and  watchmen 


>  o  ^  o  t~  n 


-» «o  o  o  -^  r~  - 


r-<iO(M00C5 


t^  '30  C-.  1.0  l^  CO  ■«  O 
00  00  C-.  O  rH  lO  =  l-O 

i-lrH.-l01rHr-liq.-l 


=;  O  CT-.  C5  rH 


OJ  (M  (M  rH  rH 


Other  trackmen 


0'*oOLOOii^riooor^OrHcor^"^co 

lOrHCOOTOl— IDOrHrHjlOO^Oq  —  tM 


5(0  —  i"^i-oi-o-f-roo?cor^ 

-  <M  C5  O  Cq  CO  Ol  Oi  rH  rH  rH  rH  OT 


Section  foremen 


CO  1.0  =5  O  rH  «5  r»  Oq  O  OTJ5  ^  Oq  UO  C:  C-.  C. 

coioco»ooof^r^oOLOoct*i-o*ct^t^r^^^ 


00  i-O  i-O  OCCOOl  —  (MOl -*<OrH 

-f  t^  r~  -J  -js  CO  ~  CO  t^  r-  r>.  1.0  'o 


Other  shopmen. , 


-3>oqo'3>co^coooTC 
co(*r>-iooocooo:o-^ 


r»io    .uo    .loia    -cccooqiMm 

Oqi-1      -rHrHrHrHrH 


QOcot>-o;o-H'ni^ci- 


lo  i-o  m  — ' «  =>  no 


Carpenters  - 


Ot^rHlOOOOOCOOO-^O-TOlOOCOOO 
Oq  rH  (M  rH  03  rH  O]  eq  rH  (M  Ol  rH  01  rH  M  (M  O] 


Machinists 


3  00  CO 
30CO 

HiMcq 


r-  CO  'X»  OH^  CO  rH  "O  -+ 
OC'  CO  rH  OC  CC  O  —  O  OT 

r-1  (M  O]  01  r^  oq  oq  Ol  01 


OOrH-J?c0  01010CO'r~ 

0  r-  t>-  O  ai  ~  CT:  Ol  O  1.0 

01  Ol  01  CI  rH  Cq  Cq  01  01  rH 


»  -sC  CO  o  -o 
01  Oq  01  01  rH 


Other  trainmen.  . . . 


rHOO*0-1.:0-tlO^.  w 
~.  lO  Ci  Cl  O  00  GO  00  00 


lO  o  -o  -.c  CO 


Ci  lO  lo  lo  r^  o  CO 

-P  rH  rH  r- 00  00  rH 


Conductors. 


1.0  O  "*  CO  £^  1.0  rH 
00  1.0  t>-  00  Ci  ^r>  O 

oqcooi     oq-*co 


OlOf^CTiCOlOOlOOOi 
•JSOOO00Or^rH£~ 

OlCOCOCOOlCOCOCOOl 


U2COOOU001t~10  1.0t>-C001 

00  rH  o  rH  -o  -s-  c".  cr.  in  lO  r»  -o  « 
oicococooicooirHoieqoqoqoi 


Firemen , 


Oq^-.S<COCOO-.  •J3r-^00rH01u;r»'^rHiOOl 
10C0C000-(J"OOCT-.  COCirHioMOOlOlO 

<M  01  rH        CO  Oq-Ol  rHOlrHOlf^rHOlOlOlr-^ 


oooooooorHt^r^  —  0-- 

rHOCOt^OOCOiCOCiC-t>-OOJ^ 
OlOlOlrHOlrHrHrHrHrHrHrHrH 


Enginemen 


Cqt^CO(r^OOiOCOOOlOLOCOt>-t>-OOLOrH 
^OCOlOO^OOOOlCit^-n'rHCOiOiOlOl  rH 

-("^foqoiiocO'COcococococooicowcoco 


O  O  O  CO  lO  lO  CO  '.S  00  OO  1.0  o  •.= 

t^-.cc~cooqrHoi-*oo^oi.o 
cooocococococooioioicococo 


^flOOO      ■rH-.CrHtN.COOlt^      -rHOOOOOOO 


other  station  men.. 


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cr.  f^r*cor*     -^1— loo^OrH-fcotooi 

OlMOlOl^  OOOCQiMi-HOO— '1-lCO 

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02=13 


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118 


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1-H      i-Tio 


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-r  :^  t^  (M  t^  <M  lO 

O  ^  t»  O  r—i  t^  00 


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119 


Table  X/ 7.— Continued. 


Name  of  Company. 


26 


Q 

O  P 

p  s 


27 


28 


Bp 

CP!f? 

p.® 

S.tn 


> 

WD 

"Po 
!  «-o 


►1  a 


29 


30 


'.'a  < 


t2.o 


Atchisou,  Topeka  &  Santa  Fe 

Baltimore  &  Ohio 

Belt  Raihvay  of  Chicago 

Centralia  &  Chester 

Chicago  &  Alton 

Chicago  &  Atlantic 

Chicago  &  Eastern  lUinoi* 

Chicago  &  Grand  Trunk 

Chicago  &  Northwestern 

Chicago  &  Ohio  River 

Chicago,  Burlington  &  Northern. 
Chicago,  Burlington  &  Quincy... 
Chicago,  Milwaukee  &  St.  Paul.. . 
Chicago,  Rock  Island  &  Pacific  . . 
Chicago,  St.  Louis  &,  Pittsburgh. 
Chicago,  St.  Paul  &  Kansas  City  — 
Cleveland,  Cin. ,  Chicago  &  St.L 

Kankakee  &  Seneca 

Peoria  &   Eastern 

East  St.  Louis  &  Carondelet 

Elgin,  Joliet  &  Eastern 

Fulton  County  Narrow  Gauge 

Grand  Tow^r  &  Carbondale 

Grand  Tower  &  Cape  Girardeau. 

Illinois  Central 

Indiana  &  Illinois  Southern 

Indianapolis,  Decatur  &  Western 

Indiana,  Illinois  &  Iowa 

Iowa  Central 

Lake  Erie  &  Westei  n 

Lake  Shore  &  Michigan  Southern.. 

Louisville  &  Nashville 

Louisville,    Evansville  &  St.  LouiS: 

(Consolidated) 

Louisville.  New  Albany  &  Chicago.. 

Michigan  Central 

Mobile  &  Ohio 

New  York,  Chicago  &  St.  Louis 

Ohio  &  Mississippi 

Ohio,  Indiana  &  Western 

Pawnee 

Penn.  Co.  (Op.  P.,Fr.  W.  &  C.) 

Penn.  Co.  (Op.  So.  Chi.  &  Southern) 

Peoria  &  Pekin  Union 

Peoria,  Decatur  &  Evansville 

Quiney,  Omaha  &  Kansas  City 

Rock  Island  &  Peoria 

St.  Louis,  Alton  &  Springfield 


170, 
168, 
32, 

285, 
121, 
111, 

179, 

1,099 

1, 

(M61, 

7.57, 

990 : 

(1)589, 

(2)225 

212 

(5)438 

2 

027 

2 

19 
2 
3 
1 

552 
3 
14 
13 
6(i 
100 
558 
47 


896.00 
091.00 
685.00 
480.00 
492.00 
348.00 
705.00 
190.10 
064.00 
776.00 
986.00 
784.30 
966.00 
951.00 
.581.00 
760.49 
318.2.5 
457.00 
,189.00 
823.00 
,505.00 
,006.00 
328.00 
,219.00 
,615.55 
868.00 
585.00 
486.00 
119.00 
455.33 
748.00 
437.66 


49,017.00 

115,224.79 

514.466.00 

34,315.00 

258,732.10 

(1)178,589.00 

36,526.00 

197.00 

390,884.75 

1,415.95 

10,  .500. 00 

22,513.00 

8,360.00 

18,272.36 

5,300.00 


4,366, 

3,019, 

971, 

19, 

7,318: 

2,977, 

2,526, 

4,906 

28,826 

85, 

1,495 

(3)13,391 

26,682 

18,927 

7,208 

4,936 

12,174 

58 

703 

104 

444 

76 

56 

25 

14,931 

111 

615 

395 

1, 

2,990 
18,586, 
1,304 

1,686, 
2,756, 
15,397, 
1,023, 
5,953, 
4,671, 
961, 


9,849, 
41, 
526, 
780, 
218, 
447, 


959.00' 
723.00 
179.00 
967.00 
616.00 
898.00 
673.00 
464.00 
00  1.00 
827.00 
052.00 
531.00 
,178.00 
,423.00 
,212.00 
799.00 
,082.00 
,479.(10 
,659.00 
,462.00 
653.00 
372.00 
812.00 
313.00 
516.00 
015.00 
750.00 
405.00 
,955.00 
283.00 
767.00 
; 371. 00 

498.00 
218.00 
796.00 
140.00 
150.00 
635.01) 
762.00 
000.00 
409.00 
980.00 
000.00 
899.00 
872.00 
721.00 


82.00 
106.00 
67.00 
48.00 
78.02 
83.51 
88.40 
73.04 
76.25 
41.39 
83.00 
(*)97.85 
74.00 
62.34 
62.56 
98.28 
71.00 
83.60 
77.27 
54.00 
87.73 
62.53 
117.00 
92.00 
74.02 
.90 
56.00 
68.21 
71.91 
65.90 
60.12 
72.26 

58.06 
83.61 
66.82 
67.00 
86.90 
78.70 
72.00 
66.28 
79.37 
67.43 
40.00 
57.00 
76.00 
81.62 


?2  75 
1  56 
1  86 


n  61 

1  03 
3  25 


1  80 
1  69 

1  11 

2  05 
1 

1  15 

2  52 
1  38 
1 


1 

1  80 
(«)1  45 
1  45 
1  46 
1  20 
1  43 
1  02 
1  00 
1  00 
1  06 


1  45 


1  44 
1  64 
1  35 
1  00 


4  00 

1  09 

2  18 


2  61 
1  30 

1  75 

2  59 
2  48 


3  00 
2  65 
1  91 

1  84 

2  00 
2  70 
2  75 
2  00 


2  29 


1  79 

2  15 


1  92 


1  00 

2  40 


1  26 
91 

2  00 


2  52 
2  31 


1  2,5 
1  20 
3  59 


(1)  Cannot  give  amount  of  fuelconsumed  by  the  different  classes  of  locomotives. 
("]  Includes  fuel  consumed  by  Euglewood  Connecting  R'y  Co. 
(3)  Does  not  include  mileage  of  switching  and  construction  engines. 
(*)  Applies  to  passenger  and  freight  locomotives  only. 
(5)  Includes  1,695  cords  of  hard  wood. 
<")  Lump  coal.    Nut,  S1.16;  slack,  45  cents. 
<')  Includes  300  cords  of  hard  wood. 
*  Cost  of  anthracite  coal,  S8.26  per  ton. 


120 

lable  JC/F.— Continued. 


Name  of  Company. 


26 


Q 

Si 


27 


29 


30 


2  (:d  I-! 

^  O  CD 
2.PO 


1^  ,-!  p 


c-2 


105 
106 
107 
108 
110 
111 
112 
114 
115 
116 


St.  Loiiis,  Alton  &  Terre  Haute. . . 

St.  Louis  &  Chicago 

St.  Louis  &  Peoria 

Terminal  Railroad  Asso.  of  St.  L.. . 

Terre  Haute  &  Indianapolis 

Terre  Haute  &  Peoria 

Toledo,  Peoria  &  Western 

Toledo,  St.  Louis  &  Kansas  City 

Wabash 

Wabash,  Chester  &  Western 

Wisconsin  Central  Lines 

Totals 


37,104.00 

3,400.00 

605.00 

28,653.00 

68,933.00 

14,568.00 

32,051.00 

101,021.00 

560,425.00 

1,747,32 

167,858.25 


992,977.00 

90,783.00 

6,776.00 

(1) 

1,764,571.00 

372,044.00 

934.066.00 

2,540,990.00 

15,099,843.00 

80,428.00 

4,776,348.00 


74.73 
76.42 
179.00 


78.10 
78.31 
68.63 
79.50 
74.20 
43.45 
70.00 


76 
1  00 

60 
1  27 
1  03 
1  .55 
1  14 
1  00 

1  22 
73 

2  30 


3  25 

'2'66 


1  22 
'2"i5 


105 
106 
107 
108 
llO' 
111 
112 
114 
115. 
11& 


9,556,663.14 


252,958,280.00 


75.55 


(1)  Cannot  give  miles  run  by  switching  locomotives. 


121 


T--ii-HrHi-Hlj(rioqcq-qcq(;q(>icqc<;cocCCOCC-^^-*-St-$'ioiOtotoso 


Geand  Total... 


COOiO      •-rr-r  —  — -;        — llqOT-H     't— iiraOOIMXCO-Hi-irH 


Injured. 


-*(M-T<MC-lrHiO        i-lOO 


CO-O  CO 


-*  OC  (M  CO  CO  C~  00 


t~-*'*riO-.  1— lO-*-*i— 135     •TQ^SrtCOCO— <-<<<0«0(MlO     -?-lr-l(M 
"-I  ^  r-     •        05  i-cCO       CO       rHi-l 


Klled., 


coooM'— ":0'— ':ca5r^i— iioi-Hi— icor-icoajioooi>ioco 


Total.., 


Injured. 


Ci  O  Cl  t»  CO      •  CC  rt 


r-l  r-i  CO  f^  ■*  CO  ■M 


OCQOqT— lt^r-l-*<T-]-<*<r-ir» 


Killed. 


^CT>r-(7-10Oe']COuO1'COCO 
O  O^         t-H  1— I 


»o      ■*    •■^i-H'>q^ 


Total. 


Injured 


Killed. 


Total. 


Injured. 


Killed.. 


IC'^'M-.Cas      -iOi— (-fi^      .i-HCSt— (0Oai(M'>Ddr-« 


C3      •»»!— lO 


-*  -*  00  Tj-      •  C-.  r-H  T— I 


r-  O  r-      •  lO  'M  ^.  T-( 


COrHi-li-O 


■w  00  CT  r-  r^  r»  <M 


(M  00  O]  CO  r-HO  (M- 


=i3 


Sic3 


.grt  a 


op 


a'~>^ 


®  ^  9  n-2=Ht;  §«=  «°^'^  «  .T  ^  03  -*-  S 

^S52p5?''r' SjiiS  "-^^^  «-^  ®o  a  2r1 


"  •--  „;  a+i  -' 


o  o'S=:  00000000000  Sh^  p  c  o  -  o  5-3  s^ujf^^T^  S'ceV'? 

•ri.S^i:  s  03  cer?  cfi  cs  03  «  03  o3J2=:+e  c3  os  03  cs  ce  (C'3n  art  c  S  S  -ri 
^         2  2j^g„^^ 


5  ceo  S5S2    ,dj3Jd.dj3jd 


.fi.d.d.d/3rt 


Ifl5ci=555 


i-H  Ij:7  !>•  00  Cl  ^  'T  lO  r^  ^>  ^-  CO  'T  10  '-C'  f>-  a>  Cr.  :^  -T  ^D  00  C~-  CQ  CC  i-O  -^  00  ?t'  lO  '^  I  ^  30 


122 


CD 

0 

0 
•  I— I 

o 
o 


Geand  Totas . . 


Injured. 


Killed. 


Total.. 


Injured. 


Killed., 


Total. 


Injured, 


Killed., 


Total. 


Injured. 


Killed.. 


r-(CO-»  (M  C^ -3- 00  I— I  CO  »  N  rl  -»  i-H  jq  (M  00 


^oo(M-*-*ooc-. Or-i— loooooor-cw*    •cq-i-r--*Mcoaoo-. 


1 -r  r»  i-H  I— lo  r- 


coi-HiqiMio 


■1>-0(MCC1U5CO-»<M^IMCO<M     .(Mi-Hr-i     .(MOOfMCCC^O 


CCiOTKMlOi^^COlO'^'^OOrO 


t^io^cop;at(Mt-cct>-t»i-i 


CCXlt^i-KM-^ytt-loOi-Ht^i-M-M 


1— iODOCCi-H-Ji;Oi— ICCl>--*-^10 
1— irjIM  rtr-l-^W        i-HOi— I 


r-lr-i(N  rti—CCO        i-H^i-l 


O  o 


OT  -*     .  -^  LO 


^1  O  lO  O  CC  t^  r 


>-!  r-  -a-  ^iiQ  « i-H 


I— I  CC  rH  CO  1— I  <M 


O     .IQCO  — 0-H(M.— 00 
COt-l(M(M  — 


lO  i-H  !M  C<1  CQ  »-• 


lOi— i-W(M^  — 


w  —  ^  O  cfi 

-•^  3  H  cs  d  n9 1;;^ 


<iOrH     .i-Ht^ 


■S2 

o  S 


:a3 


tP  £3  ca  a-]3j 


yi      JjiWIz;  '^  J30  tc  So  '^  'i  St^IS  ^  ^^  i^  ®  ®  r^'^ 


3      cc 


^^•^PP-g-g  ^-2.2  g  S  §.S  o*^^^  I  ^  S^^-g  g 

03  cs  o  o  o^2  cca  03  a>  4)  3  o^j^^j  (s<v  ;v  o  OfSS 


—.lyq-r  ^1 


lO^QOCMCO-riOOOO'^C^OOOi— lOl-^'T' 


t>-t^t^{>..t>-r»ooo6ooooo6avaioso;o^oo 


123 


r3 


o 


{^ 

X 


1^ 


rH  10  t~  00  C-.  C-]  -f 

iot>.o— 1 

r-ir-KMjq 

S 

rr 

i?^^S13S 

o 
CO 

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!a 

s 

0 
0 

0 

0 

Injured. 

CO       i-H     ; 

!M 

•(NrH  CO 
I— (i—t 

^  rH  M  VO     ■ 
<£>             1-1     • 

i-H  CO  00  — -Tf  CO  IC     • 
i-O  CO             I— <     • 

<M      ; 

CO     ; 

02 

Killed.. 

LOCO     ; 

0 

■l—lr-l^ 

^ 

CO  C-.  Cf.  CO  00  0  -»■  --O      ; 

85 

1  cc 

«riH  0 

Injured. 

•COCOr^     ; 

i-HCO     ; 

"  i  : 

Oli-I 

S5 

Killed.. 

rH      -i-H      •      ; 

r-trH 

CO 

^ 

Injured. 

(MCOlOlOrH 

^ 

*"* 

00 

lOrH 

^ 

Killed.. 

;     -(M     • 

i-HOO     ; 

CTi-i 

"  i 

tl-H 

(M     ; 

55 

Injured. 

■^ 

10 

(Mas --esq 

CO 

CO     ; 

OjCO 

?j  : 

?3 

Killed.. 

OC  i-HCO 

■M 

•(MCO 

00 

'?  : 

1   05 

Kg 

Injured. 

s^ 

*"" 

^c-. 

" 

(M     ; 

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Killed.. 

t> 

CO 

;i-(CO 

T-H     ; 

S 

o3o 

Injured. 

CO 

ci 

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t^ 

CSI 

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1-1 1^ 

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05 

Killed.. 

'"' 

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00 

M    *^    Cfl    '-^    ^ 

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oq 

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rHT-l 

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" 

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'"' 

7^ 

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0 

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0 

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CO 

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m  CO  Ol  CJ  c» 

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s;s^ 

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c 
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^■^r-IViC^ 

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05 

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•  co'i'co 

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to 

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00 
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1    M 

Injured. 

rl  ?i    •  ;i 

t^co 

lOl-H 

^l-H?5 

1-1     ■  CJ  rt 

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Killed.. 

;i-lC'l 

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CO     • 

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-TT-HS-lrH 

M(N 

^^ 

^ 

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^ 

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'"' 

CO     ;     ;rf 

''"' 

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CO 

10 

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0-.  IM 

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10 

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eq 

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l-Ht^ 

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t^ 

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Cq-NlNtO 

CO  CO  C2  1-1  CJ  CO  ^ 

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rHi-IOOi-l^lOOO-^ 

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125 


Table  XYl— Taxes  paid  in  Illinois  in  1888,  1889  and  1890,  for 
years  ending  June  30. 


Name  of  Company. 


1889. 


18S0. 


Atchison, Topeka  &  S.  Fe.  (Form.  C.S.  F.  &  C. 

Baltimore  &  Ohio 

Belt  Railway  of  Chicago 

Chicago  &  Alton 

Chicago  &  Atlantic 

C  icago  &  Eastern  Illinois 

Chicago  &  Grand  Trunk 

Chicago  &  Iowa 

Cliicago  &  Northwestern 

Chicago  &  Ohio  River 

Chicago  &  Western 

Chicago,  Burlington  &  Northern 

Chicago,  Burlington  &  Quincy 

Galesburg  and  Rio 

Illinois  Valley  &  Northern 

St.  Louis,  Rock  Island  &  Chicago 

Chicago,  Milwaukee  &  St.  Paul 

Chicago,  Peoria  &  St.  Louis 

Chicago,  Rock  Island  &  Pacific ., 

Chicago,  St.  Louis  &  Pittsburgh 

Englewood  Connecting 

Chicago,  St.  Paul  &  Kansas  City 

Cleveland,  Cincinnati,  Chi.  &  St.  Louis 

Kankakee  &  Seneca 

DePue,  Ladd  &  Eastern 

East  St.  Louis  &  Carondelet 

East  St.  Louis  Connec;ing 

Elgin,  Joliet  &  Eastern 

Fulton  County  Narrow  Gauge 

Grand  Tower  &  Carbondalo 

Illinois  &  St.  Louis  Railroad  and  Coal 

Illinois  Central 

Indiana  &  Illinois  Southern 

Indiana,  Bloomington  &  Western 

Indianapolis,  Decatur  &  Western 

Indiana,  Illinois  &  Iowa 

Iowa  Central 

Joliet,  Aurora  &  Northern 

Lake  Erie  &  Western 

Lake  Shore  &  Michigan  Southern 

Louisville  &  Nashville 

Louisville,  Evansville  &  St.  L.  Consol 

Louisville,  New  Albany  &  Chicago 

Michigan  Central 

Mobile  &  Ohio 

M  ew  York,  Chicago  &  St.  Louis 

Ohio  &  Mississippi 

Ohio,  Indiana  &  Western 

Pennsylvania  Co.    (Op.  Calumet  River) 

Pennsylvania  Co.     (Op.  P.,  Ft.  W.  &  C.) 

Pennsylvania  Co.  (Op.  So.  Chi.  &  Southern). 

Peoria  &  Pekin  Union 

Peoria,  Decatur  &  Evansville 

Quincy,  Omaha  &  Kansas  City 

Rock  Island  &  Peoria 

St.  Louis,  Alton  &  Springfield 

St.  Louis,  Alton  &  Terre  Haute 

St,  Louis  &  Central  Ilhnoi^ 


834,038  88 

15,890  48 

25,800  00 

190,878  57 

30,655  50 

61,757  09 

38,923  98 

17,640  89 

186,338  31 

7,110  00 

1,3S3  80 

20, 3?6  66 

310,065  55 

1,632  63 


53,867  71 
87,151  33 
(1)10,598  26 
144,860  02 
36,131  70 


1,276  62 

118,119  21 

6,218  21 


4,098  24 
10,315  97 


1,934  54 

5,4a5  26 

7,355  40 

486,909  13 

8,615  31 

18,627  60 

13,968  08 

10,134  34 

17,355  21 

2,191  05 

7,984  06 

45,168  87 

34,595  26 

9,583  37 


23,299  64 
29,938  15 
15.206  63 
83,72:3  82 
13,305  43 


63,070  12 


20,072  08 
32,946  23 


22,933  06 


38,271  37 
5,935  58 


f 57, 355  86 

4,151  43 

27,000  00 

200,084  00 
24,842  31 
66,910  00 
39,. 379  14 
16,720  38 

210,2)3  00 
7,280  00 


22,193  73 

286,445  77 

1,525  87 

5,812  30 

48,214  53 

91,084  40 

(2)12,322  12 

143,203  90 

47,528  89 


19,693  41 

117,850  15 

6,660  44 


4,349  22 
1,458  83 
7,492  75 
1,931  98 
4,948  45 


507,403  42 
5,445  06 


13,-547  49 
10,098  12 
12,071  37 


15,559  44 
46,089  95 
32, 633  36 
10,828  72 
45  07 
25,905  75 
32,362  80 
17,348  55 
80,630  08 
31,483  47 


69,209  80 

3, 872  72 
22,184  29 
35,128  85 


22,008  83 

6,052  50 

34,742  53 


$112,197  79 
14,512  28 
28,000  00 
186,403  13 

31,0.55  29 
74,075  82 
41,140  57 
10,556  87 
188, 485  86 
7,752  78 


20,884 

295,403 

1,485 

8,389 

50,455 

90,608 

16, 737 

148,505 

49,224 

1,813 

22,681 

135,471 

6,496 

150 

3,155 

2, 100 

17,524 

2,589 

5,030 


555, 634  39 
5,814  41 


13,592  30 

8,826  94 

12,067  10 


18,062 
48, 069 
37,232 
17,652 
14,513 
18,617 
28.755 
18,756 
86,134 
14,453 

1,257 
66,548 

4,667 
22,936 
34, 193 

1,206 
23,296 

8,655 
36,921 


126 

Table  XFZ— Continued. 


Name  of  Company. 

1 

2 

3 

1888. 

1889. 

1890. 

105 

St.  Louis  &  Chicago 

SI, 712  83 

SI, 750  00 

$3,729  69 
800  00 

105 

106 

St.  Louis  &  Peoria 

106 

St  Louis  Bridge  &  Tunnel                           .  . 

54  101  i.9 

107 

Terminal  R.  E.  Association  of  St.  Louis 

36,457  54 
(3)52,341  70 
14,996  64 
34,836  45 
13,787  79 
171,202  60 
3,025  36 

107 

108 

Terre  Haute  &;  Indianapolis 

(3)57,  ioS  38 
16,053  85 
34,308  29 
13,071  02 

(3)54,517  90 
15,239  93 
34,451  22 
11,152  93 

108 

110 

Terre  Haute  &  Peoria 

110 

111 

Toledo,  Peoria  &  Western 

111 

U'^ 

Toledo,  St.  Louis  &  Kansas  City 

ll'l 

114 

Wabas  ii 

114 

115 

Wabash,  Chester  &  Western 

3,177  81 

173,229  12 

2,326  50 

4,969  93 

2,490  18 
123,175  10 

1,778  00 
9,726  44 

115 

Wabash,  St.  Louis  &  Pacific 

Wabash  Western 

116 

Wisconsin  Central  Lines  ....         

13,941  01 

116 

Totals 

$2,739,612  53 

$2,825,988  72 

$3,021,904  49 

(1)  Jacksonville  Southeastern  in  18b8. 

(2)  Louisville  &  St.  Louis  in  1889. 

(3)  Paid  by  lessor  company. 


C:  = 

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lo'i— '     (rfo'     -p      zScoiO     i.-^     t-^     o      o'lo      -^oco      o"             '^i-I' 
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lOO        LOO        "O        r^ODiiti        O        (M        O        O-CO 

O        O        -TZ'i 

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Income  from   lease 

i-»i— 1        ClO        lO        i—ii— t'^         w        (M        I— I        "^O 

of  road 

lOi—T       coo"       ■^''       o'oOiO*       o"       I—"        O        i-hlO 
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128 


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Net  income. 


Total      deduc 
tions   from 
income  ... 


o  o  lO  o  ac  ^  o 

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occoo  — o  s 

^H -r  10  ^  "^  c?  ^ 

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cc 


other    deduc- 
tions   


Inter  est    on 
funded  debt. 


Salaries  and 
maintenanc  e 
of  organiza 
tion 


"      Total  income . 


000000  $ 

0>  0>  O  O'  o  o  o 

oooooo>  o 

O  O  OJ  o  o  o  gj 


-1 1— I  OC  10  <M  r-l        -H 


O  ^1  CO  O  C^  O        Oi 
00  ^  C-l  O  I—  o       tc 

(M^  t^OO 
COO  — O-J 
O  -T  Ol  O  Oi 

o*t^»oo'r* 


000        M 


3i— lOOiO'^r 


Income  from  other 
sources  


Income  from  lease 
of  road 


O  O  t»  O  CT-.  O       J; 
O-  00  i-O  O  f^  O        CO 

000000     gj 

O  M  S  O  3  O        00 

c>"t>rioo'r>-'o 

CO  I— <  00  i — ^ 

^     1-1 


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l-a  :  o 


:    3 

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en  (C 


_M H 

oooioi— iiMco;l'9£2 

0050000000 
1-1  r-l  i-H  i-H  r-l  1-1 1-1 


129 


Deficit  for  year  end- 
ing June  30, 1890... 


Surplus  for    year 
ending  June  30,1890 


to 


>?5 


CO  00 

CIO 
,  .  Old 
CO        1^00 

lO      ooi" 
1— I       00  <M 


rt        Old 


|-ICI^ 

•*oo 


Total  payments 
from  net  income . . 


Other     payments 
from  net  income.. 


-p 

G 
O 


65 


Eate  per  cent . 


Preferred 
stock 


Rate  per  cent 


Common  stock 


oiq      lo 


Net  deficit. 


o 

be 

03 


CO  o>co 

05  cooo 

(M  <MO 

—I  o-.ja 

CO  t^oo 

lO  005 


5  a 

go? 


CO 

oj'p 

a  o 

.5i-] 


o 

be 

cS 
O 


—  9  R.  R. 


130 


.2 

o 


Deficit  for  year  end- 
ing June  30. 1890... 


Surplus   for    year 
ending  June  30.1890 


Total  payments 
from  net  income.. 


Other    i)ayments 
from  net  income.. 


Rate  per  cent 


Preferred 
stock  


Rate  per  cent . 


Common  stock 


Net  deficit. 


CO  05  O -<  CO  00  Oi 
CSOiOOOOO 


•^  (M  00  i-(  CTl 

OCT  -^-^  O 

Oi— Id-f  00 

CCO-TIM  O 

020(M10  <M 


w< 


5  1=1 


to  0 


;S  ®  m  ©  03  a)  tn 
,„•  !>  f-  ?►  o  S  o    i2 
Q  dj  o  <D^j  a).j      o 


OOOOip-lCOOOOJ 

oosoo  ooo 


Railroad  Officials. 


133 


ATCHISON,  TOPEKA  &  SANTA  FE  RAILROAD  COMPANY. 


OFFICEBS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President 

Assistant  to  President 

Vice-President,  1st 

Vice-President,  2d 

Secretary  and   Treasurer 

Assistant  Treasurer 

Assistant  Secretary 

General  Solicitor 

General  Counsel 

Comptroller 

Assistant  General  Auditor 

Auditor 

Freight  and  Traffic  Manager 

Assistant  Freight  and  Traffic  Manager 

General  Freight  Agent 

Assistant  General  Freight  Agent 

Assistant  General  Freight  Agent 

Assistant  General  F  eight  Agent 

Assistant  General  Freight  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

General  Baggage  Agent 

Superintendent  of  Telegraph 

Land  Commissioner 


Geo.  C.  Magoun... 

Allen  Manvel 

J.  D.  Springer  .... 
J.  W.  Keinnart.. ., 
A.  A.  Robinson 

E.  Wilder 

Geo.  L.  Gooilwin., 

L.  C.  Denning 

Geo. R.  Peck 

Jno.  J.  McCook... 
Jas.  P.  Whitehead 

W.  K.  Gillett 

H.  C.  Clements... 

J.  A.  Hanley 

W.  B.  Biddle 

F.  C.  Gav 

J.  G.  Miller 

A.  P.  Tanner , 

Chas.  R.  Hudson., 

O.  H.  Brown , 

Geo.  T.  Nicholson 

Jno.  J.  Byrne 

P.  Walsh 

R.  B.  Gemmel 

Jas.   E.  Frost 


Boston,  Mass 

Chicago,  111 

Boston,  Mass 

Topeka,  Kas 

Boston.  Mass 

Topeka,  Kas 

New  York,  N.  Y. 

Boston, Mass 

Topeka,  Kas 

Chicago,  111 

Topeka,  Kas 

Chicago  III 

Topeka,  Kas 

Chicago,  111 

Topeka.  Kan 


CHICAGO,  SANTA  FE  &  CALIFORNIA  RAILWAY  COMPANY. 

OFFICERS. 


Title. 


Location  of  Oflflce. 


President  

1st  Vice-Presid  nt 

Secretary  and  Treasurer 

Assistant  Treasurer 

General  Solicitor 

Comptroller 

General  Auditor 

Acting  Auditor 

Assistant  general  Freight  Agent 

Assistant  General  Passenger  Agent. . . 

General  Superintendent 

Manager  of  Elevator 


A.  Manvel..  

J.  D.  Springer 

D.  L.  Gallup 

Geo.  L.  Goodwin 

Geo.  R.  Peck 

J.  P.  Whitehead 

J.  VV.  Reinhart 

S.L.  Crim 

J.  G.  Miller 

J.  J.  Bvrne 

C.  O.  Wheeler 

Charles  Counselman 


Chicago,  111. 


Boston 
Topi  ka 
Boston 


Chicago,  111 


Mass. 
Kas  . 
Mass, 


134 

ATCHISON,    TOPEKA  &   SANTA  FE  RAILROAD   COMPANY 

IN  CHICAGO. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President A.  Manvel 

Chicago,  111 

Vice-President  

S.  B.  French 

Secretary  and  Treasurer 

D.  L.  Gallup 

< ' 

Assistant  Treasurer 

C.  S.  Tuckermau 

Boston,  Mass 

ComDtroller 

J.  P.  Whitehead 

General  Auditor 

J   W.  Reinhart  .. 

• ' 

Acting  Auditor 

S   L    Crim 

Chicago,  111  

THE  MISSISSIPPI  RIVER  RAILROAD 

COMPANY. 


AND   TOLL   BRIDGE 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

A .  Manvel 

Chicago.  Ill 

Secretary 

D   L    Gallup            

Treasurer 

D.  L.  Gallup 

' ' 

Assistant  Treasurer 

G.  L.  Goodwin 

Boston,  Mass 

Assistant  Secretary 

C.  S.  Tuckerman 

Comptroller 

J.  P.  Whitehead 

' ' 

Auditor  General 

J.  W.  Reinhart 

' ' 

Acting  Auditor 

S.  L.  Crim 

Chicago,  111 

Chief  Engineer 

Topeka,  Kas 

THE  BALTIMORE  &  OHIO  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


Attorney  or  General  Counsel 

Auditor,  General 

General  Manager 

Chief  Engineer 

Traffi !  Manager 

General  Freight  Agent 

General  Passenger  Agent 

Assistant  General  Passenger  Agent . . 

Division  Superintendent 

Superintendent  of  Telegraph 

General  Haggage  Agent 

Agent  in  Illinois,  tor  transfer  of  stock, 


John  K.  Cowen. 
W.  i.Thelin... 

J.  T.  O'Dell 

H.  T.  Douglas.. 
Frank  Harriott 
C.S.Wright.... 

CO.  Scull 

L.S.Allen 

F.  H.  Britton... 
Chas.  Selden.. 
B.  E.  Peddicord 
P.  C.  Sneed 


Baltimore,  Md  . 

Pittsburgh,  Pa. 
Baltimore,  Md. 
Chicago,  111 

Baltimore,  Md,. 

Chicago,  111 


135 


BALTIMOKE  Sc  OHIO    &   CHICAGO    RAILROAD   COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  OfQce. 

President 

Secretary  and  Treasurer 

Orland  Smith 

Baltimore,  Md 

P.  C.  Sneed 

Chicago,  111 

BELT  RAILWAY  CO.   OF  CHICAGO. 

OFFICERS. 


Title. 

Name. 

Location  of  Oflace, 

1 
Chairman  of  the  Board VnlnR v  T.  Ma.lntt 

Chicago,  111 

President 

VolneyT.  Malott 

B.  Thomas 

Vice-President 

M.J.Clark 

Treasurer 

J.  E.  Murphy 

Chas.  M,  Osborn 

M.J.Clark 

■General  Manager 

B.  Thomas 

CENTRALIA  &  CHESTER  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

T.  B.  Needles 

Nashville,  111 

Vice-President 

C.  E.  Smith 

New  York,  N.Y.... 

Secretary 

S.  L.  Dwight           ....           .... 

Centralia,  111 

J.  M.  McCutcheon 

Sparta,  111 

Auditor 

R.  H.  Rosborough 

General  Manager 

J.  M.  McCutcheon 

< ' 

General  Freight  Agent 

<  < 

General  Passenger  Agent 

H.  G.  Borneman 

■  • 

Agent  in  Illinois,  for  transfer  of  stock  . . 

S.  L.  Dwight 

Centralia,  lU 

CHICAGO  &  ALTON  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary  and  Treasurer 

General  Solicitor 

All  ditor  General 

General  Manager 

Chief  Engineer 

General  Freight  Agent 

General  Passenger  Agent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph 

Superintendent  of  Transportation 

General  Baggage  Agent 

Agent  in  Illinois,  for  transfer  of  stock. . . 


T.  B.  Blackstone 

J.  C.  McMullin 

C.  H.  Foster 

Wm.  Brown 

Chauncey  Kelsey 

C.  H.  Chappell 

K.  ¥.  Booth 

H.  H.  Cowrtright 

James  Charlton 

A.  M.  Richards 

M.  K.  Morley 

H.  V.  Miller 

T.  M.  Bates 

C.  Huntington 

C.  H.  Foster,  Secretary 


Chicago,  111. 


Bloomington,  111. 
Roodhouse,  111... 
Bloomington,  111. 

Chicago,  111 


136 
JOLIET  &  CHICAGO  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  OflBce. 

President 

John  B .  Drake 

Chicago,  111        . . . . 

Secretary  

Ohas.  H.  Foster 

Agent  in  Illinois  for  transfer  of  stock 

Chas.  H.  Foster,  Secretary... 



MISSISSIPPI  RIVER  BRIDGE. 


OFFICERS. 


Title. 

Name. 

Location  of  OfiBce. 

President  

James  C. 
Chas.  H. 
Chas.  H. 

McMullin 

Chicago,  111 , 

Secretary  and  Treasurer 

Foster 

A.gent  in  Illinois  for  transfer  of  stock  .... 

Foster 

< ' 

CHICAGO  &  ATLANTIC  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Oflace. 

Volney  T.  Ma'ott 

Chicago,  111 

Attorneys  or  General  Counsel 

Raker  &  Daniels            

Indianapolis,  Ind.. 

Assistant  Attorney  or  General  Counsel.. 

John  A.  Henry 

Chicago,  lU 

J.  D.  Kershaw 

General  Agent  for  Receiver 

L.  G.  Cannon 

G.  G.  Cochran 

' ' 

General  Freight  Agent 

'  • 

General  Passenger  Agent 

F.  C.  McDonald 

' ' 

F.  C.  McDonald 

Supei'intfndent 

C.  L.  Mayne 

Huntington.  Ind . . . 

Master  Mechanic 

J.  H.  Berry 

Paymaster 

H.D.Hamilton 

Chicago,  111 

F,  C.  McDonald 

CHICAGO    &   CALUMET   TERMINAL   RAILWAY    COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

David  S.  Wegg 

Chicago,  111 

Secretary    

Henry  S.  Boutell 

Treasurer   

David  S .  Wegg 

< ' 

137 


CHICAGO  &  EASTERN  ILLINOIS  RAILROAD  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President  and  General  Manager 

Vice-President 

2d  Vice-President  nnd  Treasurer 

Secretary  and  Auditor 

Assistant  Treasurer 

Cashier  and  Paymaster 

Chief  Engineer  and  Sup't  of  Maintenance 

General  S  )licitor 

General  Traffic  Manager 

General  Freight  Agent 

General  Passenger  and  Ticket  Agent 

Ass't  General  Passenger  and  Ticket  Ag't 

Ass't  General  Freight  Agent 

General  Superintendent 

Superintendent  of  Transportation 

General  Master  Mechanic 

General  Baggage  Agent 

Purchasing  Agent 

Agent  in  Illinois,  for  transfer  of  stock 


H.  H.Porter 

Geo.  W.Saul 

O.  S.  Lvford 

C.  VV.  Hillard 

H.  A.  Rubidge 

A.  R.  Flower 

A.  S.  (Nullum 

H.  F.  Baldwin 

W.H.  Lyford 

G.  J.  Grammer 

F.  V.Davis 

Wm.Hill 

Chas.  L.  Stone 

H.  E.  Felton 

D.  R.  Pateison 

T.  W.  Burrows 

Allen  Cooke 

F.R.  Wheeler 

Robert  Spencer 

H.  A.  Rubidge,  Sec'y 


Chicago,  111 

New  York.  N.  Y. 
Chicago,  111 

Evansville,  Ind.. 
Chicago,  111 

Danville,  111!!!;!; 

Evansville,  Ind  .. 
Chicago,  111 


CHICAGO  &  WESTERN  INDIANA  RAILROAD  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

Volney  T.  Malott 

Chicago,  111 

Volney  T.  Malott 

Vice-President 

B.  Thomas 

Secretary 

M    J    Cla  k 

Ti  easurer 

Genera;  Solicitor 

Chas.  M.  Osborn 

Auditor 

M   J    Clar     

General  Manager 

B.  Thomas 

EVANSVILLE,     TERRE     HAUTE     &     CHICAGO     RAILWAY 

COMPANY. 


OFFICERS, 


Title. 

Name. 

Location  of  Office. 

President 

C.  W.  Hillard 

Chicago,  111 

Secretary.  .      ... 

S.  H.  Spooner  

Treasurer 

C.  W.  Hillard 

' « 

138 
CHICAGO  &  GRAND  TRUNK  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

Sir  Joseph  Hickson 

Montreal   Prov  Q 

Presi'ient 

Sir  Joseph  Hickson 

L.  J.  Seargeant 

' ' 

Charles  Percy 

' ' 

Treasurer 

James  H .  Muir 

Detroit,  Mich 

Chief  Engineer 

Geo.  Masson 

General  Solicitor            

E.  W.  Meddaugh 

' ' 

General  Manager 

W.  J.  Spicer 

>  < 

Traffic  Manager 

Geo.  B.  Reeve 

Chicago,  111 

Ass't  General  Freight  Agent 

David  Brown 

General  Passenger  and  Ticket  Agent. . . . 

W.  E.  Davis 

< ' 

Superintendent 

A.  B.  Atwater 

Detroit,  Mich 

Ass't  Superintendent 

A.  R   Mclntyre 

Battle  Creek,  Mich. 

Mechanical  Superintendent 

Herbert  Roberts 

Detroit,  Mich 

General  Storekeeper 

Jno.  S.  Lorimer 

Genef  al  Baggage  Agent 

J.  E.  Quick 

« ' 

Agent  in  Illinois,  for  transfer  of  stock 

F.  A.  Hofve 

Chicago,  111 

GRAND  TRUNK  JUNCTION  RAILWAY  COMPANY. 


OFFICERS. 


Title. 

Name.          * 

Location  of  Office. 

Chairman  of  the  Board 

Sir  Joseph  Hickson 

Montreal,  Prov.  Q. 

President          .             

Sir  Joseph  Hickson 

Vice-President 

F.  A.  Howe 

Chicago,  111 

Secretary 

Charles  Percy 

Montreal,  Prov.  Q. 

Treasurer 

James  H.  Muir 

Deiroit,  Mich 

General  Solicitor 

E.  W.  Meddaugh 

General  Manager 

W.  J.  Spicer 

' ' 

Agent  in  Illinois,  for  transfer  of  stock  . .. 

F.  A.  Howe 

Chicago,  111 

CHICAGO  &   ILLINOIS    SOUTHERN    RAILROAD  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  office. 

President.          ....            .        

John  S.  Hannah 

Chicago,  111 

Vice- Pre- ident 

Wm.  P.  Harvey 

Geo.  M.  Pate  h 

Baltimore,  Md 

Chicago,  111 

Treasurer 

Geo.  S.  McReynolds 

189 


CHICAGO  &  IOWA  RAILROAD  COMPANY 


OFFICERS. 


Title. 

Name. 

Location  of  office. 

President  

F.  H.  Head 

First  Vice-President 

J.  C .  Peasley 

Second  Vice-President 

G.  B.  Harris 

< ' 

Secretary  

L.  0.  Goddard. . 

'  <          

Treasurer  

J.  C  Peasley 

<  <          

Assistant  Treasurer 

F.  Clark 

Roehelle   111 

Assistant  Attorney  or  Counsel 

M.  D.  Hathaway 

Auditor,  General 

Jno.  L.  Lathrop 

Chicago,  111 

Roehelle,  111.. 

Auditor 

F.  Clark 

General  Freight  and  Passenger  Agent. .. 

H.  D.  Judson 

General  Superintendent 

H. D.  Judson 

'  < 

General  Baggage  Agent 

E.  A.  Sadd 

Ghicapro,  111 

Agent  in  Illinois,  for  transfer  of  stock 

L.  0.  Goddard 

CHICAGO  &  NORTHWESTERN  RAILWAY  COMPANY 


OFFICERS. 


Chairman  of  the  Board 

President 

Vice-Piesident 

Second  Vice-President 

Third  Vice-President 

Secretary 

Treasurer 

Assistant  Treasurers 

Chief  Engineer 

General  Counsel 

General  Attorney 

Auditor 

General  Manager 

General  Freight  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

General  Superintendent 

Division  Superintendent,  in  Illinois.. 
Division  Superintendent,  in  Illinois.. 

Superintendent  of  Telegraph 

General  Baggage  Agent 

Land  Commissioner 

Agent  in  Illinois,  for  transfer  of  stock 


Albert  Keep 

Marvin  Hughitt 

Martin  L.  Sykes 

Marshal]  M.  Kirkman 

William  H.  Newman 

MartinL.  Sykes 

Martin  L.  Sykes 

S.  O.  Howe  and  J.  B.  Redfleld 

JohnE.  Blunt 

William  C.  Goudy 

William  B.  Keep 

Joseph  B.  Redfleld 

JohnM.  Whitman 

Hiram  R.  McCullough 

William  A.  Thrall 

William  A.  Thrall 

Sherburne  Sanborn 

William  A.  Gardner 

Otto  Miller 

Geo.  H.  Thayer 

Nathaniel  A.  Phillips 

Charles  E.  Simmons 

J.  B.  Redfleld,  Ass't  Secret'ry 


Chicago,  111. 


New  York,  N.  Y. 
Chicago,  111 


New  York, N.  Y.... 

New  York,  N.  y!"' 

and  Chicago,  111.. 

Chicago,  111 


140 


CHICAGO  &  NORTHERN  PACIFIC  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Office. 


President 

Vice-President 

Secretary 

Treasurer 

Assistant  Treasurer 

Casliier — 

Chief  Engineer 

General  Solicitor 

Attorney 

Auditor,  General 

Auditor 

General  Manager 

Traffic  Manager 

General  Superintendent 

Agent  in  Illinois,  for  transfer  of  stock  . 


David  S.  Weg? 

James  B.  Williams 

Henry  S.  Boutell 

Geo.  S.  Barter 

Conway  W.  Hillman 

William  E.  Dunscombe  , 

Willis  S.  Jones 

Henry  S.  Boutell 

Kemper  K.  Knapp 

James  A.  Barker 

Thomas  J.  Hyman 

Andrew  A.  Allen 

Henry  A.  Hawley 

John  T.  McBride 

Henry  S.  Boutell,  Secy 


Chicago,  111 

New  York.  N.  Y.... 

Chicago,  III , 

New  York.  N.  y..., 
Chicago,  111 

St.  Paul,  Minn ■.!"!! 
Chicago,  111 


CHICAGO  &  OHIO 


RIVER  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

Albert  N.  Parlin 

Albert  N.  Parlin    

Boston,  Mass 

President 

Vice-President 

Austin  Corbin 

E.  R.  Reynolds 

C.  W.  Fairbanks    

New  York,  N.  Y.... 

Secretary  and  Treasurer 

General  Solicitor 

Indlanopolis,  Ind.. 

General  Manager 

J.  D.  Livingston 

General  Freight  Agi^nt 

F.  N.  Boyer 

Olney,  111 

General  Passenger  Agent 

J.  D,  Livingston 

Kansas,  111 

Ass't  General  Ticket  A.gent.    . 

J.  D.  Livingston 

Wm.  A.  Bell 

General  Superintendent 

•  • 

Superintendent  of  Telegraph 

C.  E.  Achuff 

'  • 

CHICAGO,    BURLINGTON    ct    NORTHERN 

COMPANY. 


OFFICERS. 


RAILROAD 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

J.  Murray  Forbes 

Boston,  Mass    .... 

President 

J.  Murrav  Forbes 

Vice-President                       

Geo.  B.  Harris 

St.  Paul,  Minn 

Secretary    

F.  B.  Beaumont 

Boston,  Mass 

Treasurer 

J.  Murray  Forbes 

Cashier                      ...            

F.  Dabnev 

St.  Paul,  Minn 

Chief  Engineer 

S.  D.  Purdy 

LaCrosse,Wis 

Attorney  or  General  Counsel    .           .... 

Yound  &  Lightner 

St.  Paul,  Minn 

Auditor 

N.  B.  Hinkley 

St.  Paul.  Minn 

General  Freight  Agent 

W.  J.  C.  Kenyon 

General  Passenger  Agent 

W.  J.  C.  Kenyon  

'  • 

J.  R.  Hastings 

<  < 

AsJBistant  Superintendent 

D.  Cunningham 

LaCrosse,  Wis 

Assistant  Superintendent 

Superintendent  of  Telegrai)h 

General  Baggage  Agent 

Minneapolis,  Minn. 

P.H.Hough 

E.  A.  Sadd 

ijaCrosse.Wis 

Chicago,  III 

141 
CHICAGO,  BQRLINGTOiN  <t  QUINCY  RAILROAD  COMPANY. 

OFFICERS. 


Chairman  of  the  Board 

President 

Vice-  President,  1st 

Yice-Pr  esident,  2d 

Secretary  

Treasurer 

Assistant  Treasurer 

Cashier,  Acting 

Chief  Engineer 

Attorney  at  Chicago 

Attorney  at  Galesburg 

Comptroller,  Acting 

Auditor.  General 

Ass't  General  Auditor 

General  Manager 

General  Freight  Agent 

General  Passenger  and  Ticket  Agent  — 
Ass't  General  Ticket  and  Passenger  Agt. 
Ass't  General  Freight  Agents 


General  Superintendent 

Divi-ion  Superintendent 

Division  Superintendent 

Division  Superintendent 

General  Supt.  of  Illinois  Lines 

Supt.  of  Freight  Terminals  at  Chicago.. .. 

Superintendent  of  Telegraph 

General  Baggage  Agent 

Land  Commissioner 

Agent  in  Illinois,  for  transfer  of  stock 


J.  M.  Forbes 

C.  E.  Perkins 

J.  C.  Peasley 

Geo,  B.  Harris 

T.S.  Rowland 

J.  C.  Peasley 

E.E.Pratt 

W.J.Fabian 

E.  J.Blake 

C.  M.  Dawes 

O.  F.Price 

W.J.  Ladd 

J.  L.  Lathrop 

0.  A.    turgis 

G.  B.Harris 

Thos.  Miller 

P.  S.  Eustis 

L.  Wakeley , 

F.  Rogers,  E.  R.  Puffer,  W.  B. 
Hamblin 

J.  D.  Besler 

L.  E. Johnson 

E.  M.  Herr 

W.  B.  Throop 

F.C.Rice 

C.G.Wilson 

W.  W.Nihols 

E.  A.  Sadd 

W.  W.Baldwin 

H.  W.  Weiss 


Boston,  Mass... 
Burlington,  la... 
Chicago,  ILI 

Boston,  Mass... 

Chicago,  III 

Boston,  Mass... 
Chicago,  111 

Galesburg,  111... 
Boston.  Mass... 
Chicago,  111 

Aurora,  111 

Galesburg,  111... 
Beardstown,  111. 
Galesburg.  111... 
Chicago,  111 

Burlington,  la... 
Chicago,  Hi 


GALESBURG  &  RIO  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Office. 


President., 
Secretary., 


J.  L.  Lathrop. . 
L.  0.  Goddard 


Chicago,  111. 


ILLINOIS   VALLEY    &  NORTHERN   RAILROAD    COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

J.  L.  Lathrop 

Chicago,  111 

Vice-President      

J.  C.  Osgoocl 

New  York, N.  Y.... 

H.  W.  WeiBS 

Chicago,  111 

142 


ST.    LOUIS,    ROCK   ISLAND    &   CHICAGO  RAILROAD    COM- 
PANY. 


OFFICERS. 


Title. 


Name. 


Location  of  Office. 


President 

Yice-President 

Secretary  and  Treasurer 


'J.  N.  A.  Griswold 

J.  L.  Lathrop 

L.  O.  Goddard  ... 


New  York,  N.Y.... 
Chicago,  111 


CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Roswell  Miller 

Chicago,  111 

Prank  S.  Bond 

New  York,  N.Y.... 

E.  P.  Ripley    

Chicago,  111 

President   Assistant  to 

J.  F.  Tucker 

P.  M.  Myers 

Milwaukee,  Wis 

F.  G    Ranney 

Chicago,  111 

Jno .  McNab 

D.  .J.  Whittemore 

J.  Y   Fish 

General  Counsel 

Jno.  W.  Gary 

E.  0.  Sewall 

J.  P.  Whaling 

W.  N.  D.  Winne 

General  Manager 

A.  .J.  Earling 

A.  C   Bird  

Freight  Traffic  Manager 

J.  H.  Hiland 

A.  V.  H.  Carpenter 

General  Ticket  Agent    

A.  Y .  H .  Carpenter 

General  Huperintendent 

W.  G.  Collins 

Superin'  endent  of  Telegraph 

W   J  Fry          

Milwaukee,  Wis .... 

General  Baggage  Agent 

W.  D.  Carrick 

Lund  Commissioner .         

H.  G.  Hangan 

CHICAGO,  PEORIA  &  ST.  LOUIS  RAILAVAY  COMPANY 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

WilUamS.  Hook 

Jacksonville,  111 

Vice-President  

Isaac  L.  Morrison 

Peoria,  111 ." 

Jucksonville,  HI. 

Marcus  Hook 

Cashier 

Francis  Hook 

Attornev  or  General  Counsel 

Isaac  L .  Mor'^ison 

Marcus  Hook 

Assistant  General  Freight  Agent 

Edward  A.  Nixon 

General  Freight  Agent 

W.  C.  Alvord 

General  Passenger  Agent 

Weston  W.  Kent 

David  W.  Rider 

Agent  in  Illinois,  for  transfer  of  stock 

Marcus  Hook 

143 
CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-  Hresident,  1st 

Vice-President,  2d 

Vice-President,  3d., 

Secretary  and  Treasurer 

Ass't  Treasurers  and  Ass't  Secretaries  . 

Cashier 

Assistant  to  President 

General  Counsel 

General  Attorney 

General  Attorney 

Auditor 

General  Manager 

Traffic  Manager 

General  Freight  Agent '. 

Assistant  General  Freight  Agent 

General  Passenger  and  Ticket  Agent. . . 
Ass't  Gen'l  Passenger  and  Ticket  Agent 

Assistant  General  Passenger  Agent 

General  Superintendent 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

General  Baggage  Agent 

Land  Commisi^ioner 

Agent  in  Illinois,  for  transfer  of  stock . . . 


K.R.  Cable 

Benj.  Brewster 

W.  G.  Purdy 

H.  A.  Parker 

W.  G.  Purdy 

J.  R.  Cowing,  I.  P.  Phillips 

F.E.  Hayne 

A.  Kimball 

Thos.  F.  Withrow 

Thos.  S.  Wright 

M.  A.  Low 

P.  W.Porter 

E.  St.  John 

W.M.  Sage 

J.  M.  Johnson 

H.  Gower 

John  Sebastian 

S.F.Boyd 

Geo.  L.  Rhodes 

H.F.Royce 

W.LAllen 

R.  H.  Chamberlain 

John  Givin 

C.  L.  Ewing 

C.N.  Gilmore 

W.  H.  Stillwell 

W.  J.  Lawrence 

C.H.  Hubbell 

J.  D.  Marston 

J.L.Drew 

W.G.Purdy 


Chicago,  III 

New  York,  N.  Y 

Chicago,  III 

New    York,   N.' Y'.,' 
and  Chicago,  111.. 

Chicago,  111 

Davenport,  la 

Chicago,  111 

Topeka,  Kas 

Chicago,  111 

Topeka,  Kas 

Chicago,  III 

Topeka,  Kas 

Chicago,  III 

Des  Moines,  la 

Trenton,  Mo 

Des  Moines,  la 

Horton,  Kan 

Colorado     Springs 

Colo 

Herington  Kas 

Chicago,  III 

Davenport,  la 

Chicago,  III 


PEORIA  &  BUREAU  VALLEY  RAILROAD  COMPANY. 


OFFICERS. 


Title. 


Name. 


Location  of  Office. 


President 

Secretary 

Treasurer  

Agent  in  Illinois,  for  transfer  of  stock 


Jas.  R.  Cowing, 
I.  F.  Phihips... 
Wm.  A.  Nash  .. 
LF.  Phillips.  .. 


New  York,  N.  Y . 

Chicago,  111 

New  York,  N.  Y. 
Chicago,  111 


144 


CHICAGO,  ST.  LOUIS  &  PITTSBURGH  RAILROAD  COM- 
PANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President,  1st 

Vice-President.  2d 

Vice-Pi  esident  3d 

Secretary 

Treasurer 

Assistant  Treasurer 

Chief  Engineer 

GeneraU'ounsel 

Assistant  Counsel 

Comptroller 

Auditor  Pre  ght  Receipts 

Auditor  Passenger  Receipts 

General  Manager 

Auditor  Disbursements 

Gen'l  Supt.  Transportation 

Purchasing  Agent 

General  Freight  Agent 

Ass't  Genii  Freight  Agent 

Gf^neral  Passenger  and  Tirket  Agent  . 
Chief  Ass't  General  Passenger  Agent. 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Sup^'rintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent. 


Geo.  B.  Roberts... 
J.  N.  McCuUough. 

James  McCrea 

Thos.  D.  Messier.. 

S.  B.  Liggett 

Jno.  E.  Davidson.. 

M.  C.  Spencer 

M.  .J.  Beck-r 

J.  T.  Brooks 

J.  J.  Brooks 

Thos.  D.  Messier.. 

A.  McRlvey 

J.  P.  Farley 

Joseph  Wood 

James  Instan 

E.  B.  Taylor 

Wm.  MulUns 

Wm.  Stewait 

D.  F.  McCabe 

E.  A.  Ford 

Frank  Van  Dusen.. 

J.  F.  Miller 

C.  M.  Bennett 

F.  G.  Darhngton  .. 

W.  B.  See  s 

E.  C.  Bradley 

R.  R.  Bentley 


Philadelphia.  Pa... 
Pittsburgh,  Pa 


Columbus,  O... 
Pittsburgh,  Pa. 


Columbus,  O 

Logansport,  Ind.. 
Indianapolis,  Ind. 

Richmond,  Ind 

Pittsburgh,  Pa 


ENGLEWOOD  CONNECTING  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Thos.  D.  Messier 

Pittsburgh,  Pa 

Sceretary  

S.  B.  Liggett 

Treasurer                      

Jno.  E.  Davidson 

' ' 

145 
CHICAGO,  ST.  PAUL  &  KANSAS  CITY  RAILWAY  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-rresidentand  Transfer  Agent . 

Vice-President 

Secretary  

Treasurer 

Assistant  Treasurer  and  Secretary  . 

Attorneys  or  General  Counsel 

Auditor,  General 

General  Manager 

Traffic  Manager 

General  Freight  Agent 

Assistant  General  Freigiit  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

Assistant  Genei-al  Passenger  Agent , 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent , 

Assistant  General  Ticket  Agent , 

Superintendent  of  Telegraph 

General  Baggage  Agent 

Land  Commissioner 


A.  B.  Stickney.... 
Wm.  Lewis  Boyle 

C.  W.  Benson 

M.  V.  Woodruff . . . 

W.  B.  Bend 

Jno.  L.  Piatt 

Lusk  &  Bunn 

M.  C.  Healion 

Jno.  M.  Egan 

H.  Fernstrom 

P.  C.  Stohr 

F.  H.  Tibbitts 

W.  R.  Busenbark  . 
W.  R.  Busenbark . 

F.  A  Lord 

C.  Shields 

J.  McGuire 

B.  F.  Egan 

J.D.Ferrell 

C.  A.  Cairns 

J.  Berlingett 

John  Colley 

J.  C.  Ford 


St.  Paul, Minn... 
New  York,  N.  Y. 
St.  Paul,  Minn. . 
Dubuque,  Iowa. 
St.  Paul, Minn... 


Chicago,  111. 


St.  Paul, Minn. 


Dubuque.  Iowa  . . . 
Chicago,  111 


DesMoines,  Iowa. 

Chicago,  111 

St.  Paul,  Minn 


CLEVELAND,  CINCINNATI,  CHICAGO  &  ST.  LOUIS  RAIL- 
WAY COMPANY. 

OFFICERS. 


Title. 


Location  of  Office 


President 

Vice-President 

Secretary 

Treasurer 

Chief  Engineer 

General  Solicitor,  Att'y  or  Gen'l  Counsel 

Auditor 

General  Manager  

Assistant  General  Manager 

Traffic  Manager 

Freight  Traffic  Manager 

General  Freight  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

General  Superintendent  

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 

—10  R.  R. 


M.  E.  Ingalls 

J.  D.  Layng 

E.F.Osborn 

G.  S.  Russell 

W.C.Irwin 

JJ.  T.Dyednd.  &I11.).... 

I H.  H.  Poppleton  (Ohio). 

P.  A.Hewitt 

W.M.Green 

J.  A.  Barnard 

®.  G.  Murray 

E.  S.  Washburne 

Edgar  Hill 

D.  B.  Martin 

John  Egan — 

E.  A.  Peck 

J.  W.  Simmons 

C.  J.  Stedwell 

J.  0.  VanWinkle 

G.  W.  Bender 

A.  G.  Wells 

T.  J.  Higgins 

D.  M.  Calkins 


Cincinnati,  Ohio 
New  York,  N.  Y. 
Cincinnati,  Ohio 
Cleveland,  Ohio 

Indianapolis,  Ind 
Cleveland,  Ohio. 

Cincinnati,  Ohio 
Indianapolis.  Ind 
Cincinnati,  Ohio 


Indianapolis,  Ind 
Mt.  Carmel,  111... 
Cleveland,  Ohio 
Indianaiiolis,  Ind 


Cleveland,  Ohio. 


146 


PEORIA  &  EASTERN  RAILWAY  COMPANY 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

J.  A.  Barnard 

Indianapolis,  Ind . .- 

W.  W.  Lynn 

KANKAKEE  &  SENECA  RAILROAD  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

T.  P.  Bonfield 

Kankakee,  111 

E.  F.  0-born 

Cincinnati,  0 

G.  S.  Kussell 

Cleveland,  0 

P.  A.  Hewitt 

Agent  in  Illinois,  for  transfer  of  stock  — 

T  P  Bonfleld 

Kankakee,  111 > 

The  road  is  operated  for  this  company  by  the  C.  C.  C.  &  St.  L.  Ey.  Co.^ 
and  its  officers  and  heads  of  departments  are  in  charge. 


DePUE,  LADD  &  EASTERN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President                  Albert  Tj.  Sweet 

Chicago,  111 

Wm.  S.  Cherry 

Thomas  A.  Lemmon 



EAST  ST.  LOUIS  &  CARONDELET  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Thomas  D.  Messier 

Pittsburgh,  Pa 

S.  B.  Liggett 

Treasurer 

John  E  Davidson 

' ' 

(leo.  K.  Thomas 

East  St.  Louis,  111.. 

Jos.  Hill 

St.  Louis,  Mo 

Geo.  K.  Thomas 

East  St.  Louis,  111.. 

147 


EAST  ST.  LOUIS  CONNECTING  RAILWAY  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  0  ffice. 

John  Seullin 

St.  Louis,  Mo 

A.  C.  Churcli 

S.  C.  Church 

• ' 

H.L.Clark 

' ' 

Isaac  A.  Smith 

' ' 

C.  H.  Sharman 

' ' 

W.  S.  Hodges 

' ' 

R.  N.  Bothuer 

East  St.  Louis,  111.. 

Chas.  A.  Haines 

Agent  in  Illinois,  for  transfer  of  stock  — 

S.  C.  Church 

' ' 

ELECTRIC  CITY  &  ILLINOIS  RAILWAY  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

C.  D.  McLure 

Venice,  111 

L.  M    Rumsey 

J.  H.  Overall  

' ' 

P.  A.  Fusz 

St.  Louis,  Mo 

John  Greenough 

Robt.  Ulone 

' ' 

H.  W.  Gays 

'  • 

Agent  in  Illinois,  for  transfer  of  stock. . . . 

J   H    Overall        

Venice,  111 

ELGIN,  JOLIET  &  EASTERN  RAILW^AY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Samuel  Spencer 

New  York.  N.  Y.... 

Vice-Pre>ident 

Norman  Williams 

Chicago,  111 

Secretarv  and  Treasurer 

F   D .  Raymond 

General  Solicitor 

Arthur  D.  Wheeler 

'  < 

Auditor 

F.  W.  Sutton 

' ' 

Traffic  Manager 

H.  J.  Page 

<  < 

Superintendent 

(f.  0.  Clinton 

Joliet,  111 

Agent  in  IlUnois,  for  transfer  of  stock. . . . 

F.  D.  Raymond 

Chicago,  111 

148   • 
GARDNER,  COAL  CITY  &  NORTHERN  RAILWAY  COMPANY. 

OFFICERS. 


President 

Vice-President 

Secretary 

Treasurer 

Attorneys  or  General  Counsel, 
Auditor 


Norman  Williams Chicago,  111 

Samuel  Spencer New  York,  N.  Y.. 


Arthur  D.  Wheeler. 

F.  D.  Raymond 

Williams.'  Holt  &  Wheeler 
P.  W.  Sutton 


Chicago,  111. 


WAUKEGAN  &  SOUTHWESTERN  RAILWAY  COMPANY 

OFFICERS. 


Title. 

Name. 

Location  of  Office . 

President 

Chas.  S.  Holt 

Chicago,  111 

Secretary 

ArihurD    Wheeler 

Treasurer  

F.  D.  Raymond 

.  1 

Attornevs  or  Counsel 

Williams,  Holt  &  Wheeler 

F.  W.  Sutton 

Auditor 

•  • 

FULTON  COUNTY  NARROW  GAUGE  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

S.  H.  Mallory  

Lewistown,  111 

Vice-President 

Henry  Phelps 

Secretary 

D.  J.Thayer 

Chariton,  Iowa 

Treasurer 

F.  R.  Crocker 

Auditor 

Jno.  D.  Temple 

Lewistown,  111 

General  Manager 

S.  H.  Mallory 

Chariton,  Iowa 

Gen'l  Freight,  Passenger  and  Ticket  Agt. 

A.  C.  Atherton 

Lewistown,  III 

Superintendent 

A.  C.  Atherton 

149 
GRAND  TOWER  &  CARBONDALE  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

E.  A.  Hitchcock 

St.  Louis  Mo 

Vice-President 

0.  L.  Garrison 

J.  D.  Peters 

Treasurer 

0.  L.  Garrison 

St.  Louis  Mo 

Attorney  or  General  Counsel 

W.  W.  Barr 

Carbondale  111 

All  ditor 

J.  P.  Foster 

Traffice  Manager  

Robt.  BpII 

Superintendent 

J.  D.  Peters 

Murphysboro    111 

GRAND  TOWER  &  CAPE  GIRARDEAU  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Office, 


President 

Vice-President . 

Secretary  

Treasurer 

Counsel 

Auditor , 

Superintendent 


E.  A.  Hitchcock 

W.  W.  Barr 

J.D.Peters 

0.  L.  Garrison _ 

W.  W.  Barr i  Carbondale,  ill 

J.  P.  Foster I  St.  Louis,  Mo 

J.  D.  Peters Murphysboro,  111. . 


St.  Louis,  Mo 

Carbondale,  111  ... 
Murphysboro,  111. 
St.  Louis,  Mo 


ILLINOIS  CENTRAL  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary  

Treasurer 

Assistant  Treasurer 

Local  Treasurer 

Chief  Engineer 

General  Counsel 

General  Solicitor 

Comptroller 

Auditor  of  Freight  Receipts 

Assistant  Auditor  of  Freight  Receipts. 

General  Manager 

Auditor  of  Passenger  Receipts 

Auditor  of  Di-bursements 

Traffic  Manager 

Assistant  Traffic  Manager 

General  Freight  Agent 

General  Passenger  Agent 

Assistant  General  Freight  Agent 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Acting  Division  Superintendent 

Acting  Division  Superintendent 

Division  Superintendent 

Sup't  of  Telegraph  (Northern  lines) 

Superintendent  of  Car  Service 

Superintendent  of  Machinery 

General  Baggage  Agent 

Land  Commissioner 

Agent  in  Illinois,  for  transfer  of  stock.. 


Stuyve.sant  Fish 

E.  H.  Harriman 

A.  G.  Hackstaff 

H.  DeWolf 

E.  T.  H.  Gibson 

R.  S.  Charles 

L.T.Moore 

B.  F.  Ayer 

Jas.  Fentress 

J.C.  WelUng 

F.  Fairman 

J.  F.  Tibus 

C.  A.  Beck 

A.  D.  Joslin 

Isaac  Anderson 

T..L  Hudson 

M.  C.  Markham 

Horace  Tucker 

A.  H.  Hanson 

W.  E.  Keepers 

A.W.Sullivan 

J.  G.  Hardigan 

J.C.  Jacobs 

D.  S.  Bailey 

G.  W.  Hatter 

H.  L.Frisbie 

C.  S.  Jones 

E.  M.  Horton 

H.  Schlacks 

H.  A.  Winker 

L  P.  Morehouse 

John  Dunn,  Assistant  Sec'y 


Chicago,  111 

New  York,  N.Y. 


Chicago,  111 

New  York,  N.Y. . 
New  Orleans,  La. 
Chicago,  111 


Cairo,  111 

Amboy.Ill 

Rockford.  111... 
Springfield,  111. 

Pontiac,  111 

Chicago,   111 


150 


CHICAGO,  HAVANA  &   WESTERN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Oflfice. 


President 

Vice-President 

Secretary  

Treasurer 

Comptroller  . . . 


Chicago,   111 

New  York.  N.Y.. 


Stuyvesant  Fish 

E.  H.  Harriman 

W.  G.  Bruen IChicago.   Ill 

HenryDeWolf 

J.  C.  Welling 


CHICAGO,  MADISON  &  NORTHERN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Stuyvesant  Fish 

Chicago,  111 

E .  H.  Harriman 

New  York.  N.  Y.... 

W.  G.  Bruen 

Chicago,   111 

Henry  De  Wolf 

Compti  oiler 

J.  C    Welling  

CHICAGO  &  SPRINGFIELD  RAILEOAD  COMPANY. 


OFFICERS. 


Title. 


Name. 


Location  of  Office. 


Secretary W.  G.  Bruen. 

Treasurer Henry  De  Wolf. 

Comptroller J.  C.  Welling. . . . 


President Stuyvesant  Fish 'Chicago,   111 . 

Vice-President !E.  H.  Harriman New  Y'ork,  N.  Y. 


Chicago,   III. 


KANKAKEE  &  SOUTHWESTERN  RAILROAD  COMPANY. 

OFFICERS. 


Tiiie. 

Name. 

Location  of  Office. 

Stuyvesant  Fi^h 

CJiiicago,  III 

E.  H.  Harriman 

New  York.  N.  Y.... 

W.  G.  Bruen 

CbicagC',  11: 

Hsnry  De  Wolf 

J.  C.  Welling 

'  •          

151 


KANTOUL  RAILROAD  COMPANY. 


OFFICEKS. 


Title. 

Name. 

Location  of  Office. 

Stuvvesant  Fish 

Chicago,   11 

E.  H.  Harriman 

New  York,  N.  Y.... 

W.  G.  Bruen 

Chicago,  111 , 

Henrv  DeWolf 

J.  C.  Welling 

' ' 

SOUTH  CHICAGO  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Stuvvesant  Fish 

Chicago,  111 '. 

E .  H .  Harriman 

New  York.  N.  Y.... 
Chicago.  Ill 

W.  G.  Bruen 

Henrv  De Wolf 

J.  C.  Welhng 

• ' 

INDIANA  &  ILLINOIS  SOUTHERN  RAILROAD  COMPANY. 


OFFICEES. 


Title. 

Name. 

Location  of  Office. 

W.  H.  Alley 

Chicago,  111 

.John  B   Lyon 

P.H.  Blue 

Sullivan,  Ind 

Treasurer.. . .              

M.  B.  Wilson 

Consulting  Engineer, 

A.  B.  Fitch 

Terre  Haute,  Ind.. 

John  S.  Cooper 

Chicago,  111 

Assistant  Solicitor   

JohnT.  Hays 

Sullivan,  Ind 

Auditor 

C.  E.  Hinkle 

General  Manager 

P.  H.  Blue 

' ' 

General  Freight,  Passenger  and  Ticket 
Agent 

F.  E.  Basler 

,, 

Train  Master 

W.  R.  Battenfield 

• ' 

Koad  Master                    

James  Hoskins 

' « 

Mfst.er  Mfip.hani'' 

M.  E.  Hotchkiss 

Palestine,  111 

152 

INDIANAPOLIS,  DECATUR  &  WESTERN  RAILWAY  COM- 
PANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Henry  B.  Hammond 

New  York,  N.Y.... 

Thos.  Batkins 

Robt.  B.  F.  Pierce 

Indianapolis,  Ind.. 

J.  V.  McNeal 

General  Ticket  Agent 

Jno.  S.  Lazarus 

L.  A.  Bovd 

General  Baggage  Agent 

Jno.  S.  Lazarus 

INDIANA,  ILLINOIS  &  IOWA  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

F.  M.  Drake 

Centerville,  la 

Geo.  H.  Holt 

New  York.  N.Y.... 

Secretary  and  Treasurer 

Jno.  A.  Drake 

Chicago,  111  

H.  K.  Wheeler 

Kankakee,  111 

M.  J.  Hartnott 

T.  P.  Shonts 

Chicago,  111 

Gen'l  Freight  and  Passenger  Agent 

C.  W.  Cook  

C.  H.  Smith 

Kankakee,  111 

IOWA  CENTRAL  RAILWAY  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President  

Yice-President 

Secretary  

Treasurer  

Assistant  Treasurer 

Local  Treasurer 

Chief  Engineer' 

General  Solicitor 

Auditor . ' 

General  MaTiager 

Traffic  Manager 

Assistant  General  Passenger  Agent 
Assistant  General  Freight  Agent. .. 

Superintendent 

Superintendent  of  Telegraph 


Russell  Sage.  . 
Russell  Sage.  . 
H.  J.  Morse... 
Geo.  R.  Morse 
E.  H.  Perkins 
Geo.  R.  Morse 

Seth  Zug 

G.  E.  Pruden. 
A.  C.  Daly  .... 
C.  S.  Benson  . 
C.  H.  Ackert.. 
A.  F.  Banks... 
T.  P.  Barry  ... 
Jas.  Mahoney. 
J.  H.  Redmon. 
G.  N.  Gish.... 


New  York,  N.Y. 


Marshalltown,  la 


lo 


LAKE  ERIE  &  WESTERN  RAILROAD  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President 

Vice  President 

Secretary  and  Treasurer 

Assistant  Treasurer 

Chief  Engineer 

Attorney  or  General  Counsel 

Assistant  Attorney  or  General  Counsel.. 

Auditor 

General  Manager 

TrafHc  Manager 

Assistant  General  Freight  Agent 

Assistant  General  Freight  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

General  Superintendent 

Master  of  Transportation  and  Superin- 
tendent of  Telegraph 

General  Baggage  Agent 


Calvin  S.  Brice 

Calvin  S.  Brice 

Nelson  Robinson.. 

L.  M.  Schwan 

A.  D.  Thomas 

F.  H.  Perry 

W.  E.  Hackedorn  . 

F.  S.  Foote 

W.  A.  Wildhack... 
Geo.  L.  Bradbury. 

H.  C.  Parker 

S.  A.  Weikel 

S.  B.  Sweet 

C.  F.  Daly 

C.  F.  Daly 

D.  S.  Hill 


O.  W.  Bell 
C.  F.  Daly. 


New  York.  N.Y.. 
Indianapolis,  Ind 


LAKE    SHORE  &  MICHIGAN    SOUTHERN 

PANY. 


RAILWAY    COM- 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  B  ard 

Wm.  K.  Vanderbilt 

New  York,  N.  Y.... 

President 

John  NcAvell 

Cleveland,  Ohio 

Vice-President 

E.  D.  Worcester 

New  Yoik,  N.  Y.... 

E.  D.  Worcester 

Assistant  Treasurer 

D.  W.  Pardee  

,  I             <  I 

Local  Treasurer 

Chief  Engineer 

N.  Bartlett 

G.  H.  Kimball 

Cleveland,  Ohio 

Attorney  or  General  Counsel 

Geo.  C.  Greene 

<  <              .1 

Assistant  Attorney  or  General  Counsel.. 

O.  G.  Getyen-Danner 

>  <              < . 

Cyrus  P.  Leland 

c   .                                      <   < 

General  Manager  

John  Newell 

. .                 .  < 

General  Freight  Agent 

John  T.  E.  McKay 

• '                 ' ' 

Assistant  General  Freight  Agent 

James  G  James 

. .                 <  < 

Assistant  General  Passenger  Agent 

E.  C.  Luce 

11                 .< 

General  Passenger  Agent.           

A.  J.  Smith  

' '                 '  < 

General  Ticket  Agent 

A.  J.  Smith 

<  <                 << 

Assistant  General  Ticket  Agent 

E.  C.  Luce 

<    C                                             1    < 

General  Superintendent 

Phineas  P.  Wright 

' '                 ' ' 

Assistant  General  Superintendent. . . . 

W.  H.  Canniff 

•  >                  .  < 

Division  Superintendent 

C  B  Couch  

Division  Superintendent . 

Thomas  Flesher,  Jr 

Division  Superintendent 

T.  J.  Charlesworth 

A.  G.  Am=den 

Toledo,  Ohio 

Division  Superintendent 

Chicago,  111 

Division  Superintendent 

T.  W.  Niles  

Youngstown,  Ohio. 

Division  Superintendent 

S.  S.  Hand 

Detroit,  Mich 

Division  Superintendent 

T.  F.  Wh  ttelsey 

Hillsdale,  Mich 

S  Liperintendent  of  Telegraph 

Wm.  Kline 

Toledo,  Ohio 

Genei'al  Baggage  Agent 

.Tnhn  T.   Freeman                     

Cleveland,  Ohio 

i 


154 
LOUISVILLE  &  NASHVILLE  RAILROAD  COMPANY 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Yiee-President 

Vice-President,  2d  ... . 
Vice-President,  3d  ... . 

Secretary 

Treasurer 

Assistant  Treasurer. . . 

Oasliier 

Otiief  Attorney 

Comptroller 

Assistant  Comptroller 

Genera]  Manager 

Chief  Engine 


Eckstein  Norton 

Milton  H.Smith.... 

A.  M.  Quarrier 

E.  B.  Stahlman 

J.  H.Ellis 

Wm.  W.  Thompson. 

S.H.Edgar 

G.  W.  Proctor 

Russei  Houston 

C  jshman  Quarrier  . 

Charles  Haydou 

J.  G.  Metcalfe 

R.  Montfort 


Traffic  Manager IS.  R.  Knott. 

General  Freight  Agent John  M.  Culp  . . , 

Assistant  General  Freight  Agent P.  J.  McGovern 

General  Passenger  Agent C.  P.  Atmore. . . 

Assistant  General  Passenger  Agent J.  A.  Boyd 

General  Baggage  Agent J.  B.  Bro\vning 

Division  Superintendent B.  F.  Dickson  . . 


New  York,  N.  Y.. 
Louisville,  Ky 


Nashville,  Tenn. 
Louisville,  Ky... 


Evansville,  Ind 


SOUTHEAST  &  ST.  LOUIS  RAILWAY  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

M.  H.  Smith 

Louisville,  Ky 

J.  H.  Elhs 

W.  W.  Thompson 

C .  Quarrier 

J.  G.  Metcalfe 

S.  R.  Knott 

General  Superintendent            

B    F.  Dick-son 

Evansville,  Ind 

LOUISVILLE, 


EVANSVILLE  &  ST.   LOUIS  CONSOLIDATED 
RAILROAD  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary  and  Treasurer 

■Chief  Engineer 

Attorneys  or  General  Counsel 

Auditor 

General  Manager  

General  Traffic  Manager 

General  Passenger  Agent 

General  Freight  Agent 

15uperintendent  of  Transportation 
General  Baggage  Agent 


D.  J.  Mackey 

Wm.  Heilraan 

W.  J.  Lewis 

Theo.  L.  Dunn 

Ingleheart  &  Taylor 

E.  B.  Cooke 

Geo.  F.  Evans 

G.  J.  Grammer 

J.  S.  Odiorne 

L.  S.  Parsons 

Geo.  K.  Lowell 

F.  R.  Wheeler 


Evansville,  Ind 


New  Albany,  Ind. 
Evansville,  Ind  . 

Louisville,  Ky... 
Evansville,  Ind  . 
Louisville,  Ky... 

New  Albany,  Ind. 
Evansville,  Ind 


15; 


LOUISVILLE,    NEW    ALBANY    &    CHICAGO 

COMPANY. 


RAILWAY 


OFFICERS. 


Title. 


Name. 


Location  of  OiTice. 


President 

Vice-President 

Yice-President 

S  cretary  and  Treasurer 

Assistant  Treasurer  and  Secretary. .. 

Chief  Engineer 

General  Solicitor , 

Auditor 

General  Manager 

Traffic  Manager 

General  Freight  Agent 

General  Passenger  and  Ticket  Agent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 


Wm.  L.  Breyfogle 

Geo.  F.  Poste'ithwaite. 

Hiram  W.  Hunt 

W.  H.  Lewis 

Jno.  A.  Hilton 

Fer'dHall 

E.  C.  Field 

IH.  H.  Kendrick 

W.  F.  Black 

W.  H.  McDoel 

R.  M.  Arnold 

James  Barker 

J.  B.  Safford 

J.  O.  Ewan 

F.  G.  McCurdy 

James  Barker 


Chicago,  111 

New  York,  N."y !'.'.'. 
Chicago,  111 

Indianapolis,  Ind... 

Lafayette,  Ind 

Chicago,  111 


MICHIGAN  CENTRAL  RAILROAD  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


Presiilent 

Vice-President 

Secretary 

Treasurer 

Cashier 

Chief  Engineer 

General  Counsel 

General  Attorney 

Auditor 

Assistant  Auditor 

General  Managi^r 

General  Freight  Agent 

Assistant  General  Freight  Agent 

General  Passenger  and  Ticket  Agent 

Ass't  General  Passenger  and  Ti<^et  Ag't 

General  Superintendent 

Assistant  General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph 

Genera^  Baggage  Agent 


H.  B.  Ledyard 

E.  D.  Worcester 

E.  D.  Worcester 

Henry  Pratt 

John  E.  Griffiths 

J.  D.  Hawks 

Ashley  Pond 

Henry  Eussel 

D.  A.  Waterman 

A.  J.  Burt 

H.  B.  Ledyard 

A.  Mackay 

B.  E.  Hand..i 

O.  W.  Ruggles 

G.  E.  King 

E.  C.  Brown 

Robt.  Miller 

R.  H.  L.  Hommedieu. 

C.  B.  Bush 

W.  J.  Martin 

D.  S.  Sutherland 

'\  E.  Torrey 

'■ .  P.  Dearing  .  


Detroit,   Mich.. 
New  York,  N.  Y 


Detroit,  Mich 


Chicago,   111. 


Detroit,  Mich 

Chicago,   111.. 
Jackson,  Mich 
Bay  City,  Mi  h 
Detroit,  Mich. 


156 
JOLIET  &  NORTHERN  INDIANA  RAILROAD   COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

C.  Vanderbilt 

New  York.  N.Y.... 

H.  B.  Ledyard 

Detroit,  Mich 

E.  D.  Worcester 

New  York,  N.  Y.... 

Henry  Pratt 

MOBILE  &  OHIO  RAILROAD  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

Wm   Butler  Duncan 

New  York,  N.  Y.... 

President 

J.  C.  Clarke 

Mobile,   Ala 

Vice-President 

Jas .  H .  Fav 

New  York,  N.  Y.... 

Secretary  and  Treasurer 

Henry  Tacon 

Mobile,   Ala 

Assistant  Secretary           

A.  Mackintosh 

New  York.  N.  Y.... 

Cashier 

C   M.  Shepard 

Mobile,   Ala 

General  Solicitor 

E.  L.  Russell 

Auditor,  General 

R.  V.  Taylor 

< .         <  ■ 

General  Manager 

J   C   Clarke 

"         < ' 

Traffic  Manager 

H    S .  Depew 

St.  Louis,  Mo 

General  Passenger  Agent 

G   W.  King 

Mobile,   Ala 

General  Freight  Agent 

J.  T.  Poe 

St.  Louis,  Mo 

General  Superintendent 

D.  McLaren 

Mobile,   Ala 

Division  Superintendent 

C    S    Clarke 

Division  Superintendent 

J   H.  Scale 

Jackson,  Tenn 

Division  Superintendent 

H.  W.  Clarke 

Murphysboro,  111.. 

Superintendent  of  Machinery 

M.  T.  Carson 

Jackson,  Tenn 

Superintendent  of  Telegraph  

K   McKenzie 

NEW  YORK,  CHICAGO  &  ST.  LOUIS  RAILROAD  COMPANY, 

OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President 

Secretary  and  Treasurer 

Assistant  Treasurer 

Attorney,  General,  or  Counsel. 

Auditor 

General  Passenger  Agent 

General  Freight  Agent 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph... 


Wm.  K.  Vanderbilt.. 

D.  W.  Caldwell 

AUyn  Cox 

H.  Hammersley 

Sam'l  E.  Williamson. 
James  P.  Curry 

B.  F.  Horner 

S.  B.  Spriggs 

Lewis      illiams 

A.  W.  Johnston 

C.  D.  Gorham 

Geo.  T.  Williams  .... 


New  York,  N.  Y. 
Cleveland,  Ohio. 
New  York,  N.  Y. 
Cleveland,  Ohio. 


Fort  Wayne,  Ind. 
Cleveland,  Ohio.. 


157 


CHICAGO  &  STATE  LINE  RAILROAD  COMPANY 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

John  Newell  ... 

Chicago,  111 

Vice-President 

James  A.  Roosevelt  ... 

Secretary 

James  P.  Curry 

Treasurer 

H.  Hammersley 

Auditor 

James  P.  Curry 

<  <              ■  ■  ■  • 

Agent  in  Illinois,  for  transfer  of  stock 

W.  G.  Purdy 

OHIO  ct  MISSISSIPPI  RAILWAY  COMPANY. 


OFFICERS. 


Title. 


Location  of  Office. 


President 

Secretary  

Treasurer 

Chief  Engineer 

General  Solicitors 

Auditor 

General  Manager 

General  Passenger  Agent 

General  Freight  Agent 

Superintendent 

Assistant  Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 

Agent  in  Illinois,  for  transfer  of  stock 


J.  F.  Barnard 

E.  P.  Cutter 

Robt.  Reid 

C.  C.  Chandler 

Ramsey,  Maxwell  &  Ramsey 

E.P.  Cutter 

J.  F.  Barnard 

W.B.  Shattuc 

Wm.  Duncan 

C.  C.  F.Bent 

C.  M.  Stanton 

A.  Hay  ward 

W.  I.  Robinson 

F.  W.Tracy 


Cincinnati, Ohio 


St.  Louis    Mo 
Cincinnati,  Ohio 
Springfield,  111. 
Cincinnati, Ohio 

Springfield,  111. 


PAWNEE  RAILROAD  COMPANY 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

John  White 

Pawnee,  111 

President.           

John  White  

Vice-President 

H.  R.  Davis 

' ' 

Secretary 

C.  E.  Clayton 

' ' 

Treasurer 

H   R    Davis 

Chief  Engineer 

Joseph  E.  Burtie "         

Attorneys  or  General  Counsel  . 

Conkling  &  Grout 

Springfield,  111 

Auditor 

C   E.  Clavton 

Pawnee,  III 

General  Manager 

H.  R.  Davis 

General  Freight  Agent 

H   E  Farman    

' ' 

General  Ticket  Agent 

< ' 

Superintendent  of  Express 

H.  E.  Farman 

' ' 

158 


PENNSYLVANIA  COMPANY 

OFFICERS. 


Title. 

Name. 

Location  of  Office, 

George  B.  Roberts 

Philadelphia.  Pa... 

J.  N.  McCullough 

Pittsburgh,  Pa 

Vice-President  2d    

James  McCi'ea 

Thomas  D .  Messier 

< ' 

S.  B.  Liggett 

' ' 

S.  W.  White 

Philadelphia,  Pa... 

John  E.  Davidson 

Pittsburgh,  Pa 

J.  P.  Henderson 

Chief  Engineer       

Thomas  Rodd 

' ' 

General  Counsel 

J.  F.  Brooks , 

J.  J.  Brook-^ 

• ' 

< ' 

Thomas  D.  Messier 

' ' 

Auditor  of  Freight  Receipts 

A.  McElvey 

' ' 

J.  P.  Farley 

' ' 

James  Instan 

' ' 

Assistant  Comptroller  

John  W.  Reuner 

'  < 

Joseph  Wood 

' ' 

William  Mulllns 

' ' 

General  Freight  Agent           

William  Stewart 

<  • 

L.  C.  Cole 

'  < 

Assistant  General  Passenger  Agent 

E    A    Ford    

'  • 

F.  VanDusen 

<  < 

General  Sup't  of  Transportation 

E.  B.  Taylor 

' ' 

General  Superintendent 

Charles  Watts 

• ' 

C.  D.  Law 

Ft.  Wayne,  Ind.... 

E.  C.  Bradley 

Pittsburgh,  Pa 

General  Baggage  Agent 

R.  R.  Bentley 

CALUMET  RIVER  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Thomas  D.  Messier 

Pittsburgh,  Pa 

Secretary 

S.  B.  Liggett 

Treasurer 

John  E.  Davidson 

' ' 

PITTSBURGH,    FT.    WAYNE    &   CHICAGO   RAILWAY 

COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Louis  H.  Meyer 

New  York  N  Y 

Secretary  and  Treasurer 

John  J.  Haley 

Pittsburgh,  Pa 

Attorney  or  General  Counsel 

Chas.  W.  Cass 

New  York,  N.  Y.... 

159 
SOUTH  CHICAGO  &  SOUTHERN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

T.  D.  Messier 

Pittsburgh,  Pa 

Secretary  

y.  B.  Liggett 

Jbo.  E.  Davidson 

Treasurer 

' ' 

PEORIA  &  PEKIN  UNION  RAILWAY  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Office. 


President Jos.  Ramsey,  Jr 

Vice-President. Wm.  S.  Hook 

Secretary  and  Treasurer '  H.  K.  Pinkney 

Chief  Engineer j  Jas.  E.  Palmer 

General  Solicitors i  Stevens  &  Horton 

Auditor I T.  T.  D wight 

General  Superintendent M.  S.  Connors 

General  Freight  Agent |M.  S.  Connors 

Superintendent  of  Telegraph 'J.  H.  Morrison 

Agent  in  Illinois,  for  transfer  of  stock  . ..  IH.  K.  Pinkney,  Secy. 


Cincinnati,  Ohio. 
Jacksonville,  111.. 
Peoria,  111 


PEORIA,  DECATUR  &  EVANSVILLE  RAILWAY  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary  and  Treasurer 

Chief  Engineer 

Attorney  or  General  Counsel 

Auditor 

General  Manager 

General  Traffic  Manager 

General  Freight  Agent 

Assistant  General  Passenger  Agent 

Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 


D.  J,  Maekey... 
Wm.  Heilman.. 
W.  J.  Lewis.  .. 

T.  A.  Allen 

J.  S.  Stevens  .. 

E.  B.  Cooke  ... 
Geo.  W.  Saul.. 
G.  J.  Grammer 

E.  O.  Hopkins. 
S.  D.  McLeich.. 
R.  B.  Starbuck 
R.  B.  Starbuck 

F.  R.  Wheeler 


EvansTille,Ind, 


Peoria,  111 

Evansville.Ind. 

Chicago,  111 

Evansville,  Ind 


Matte  on.  Ill  .... 
Evansville,  Ind 


160 


QUINCY,  OM/VHA  &  KANSAS  CITY  RAILWAY  COMPANY 

OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President 

Vice-President  and  General  Manager.. 

Secretary 

Treasurer 

General  Solicitor 

Auditor 

Traffic  Manager 

Superintendent  of  Transportation 

Superintendent  of  Telegraph 

Agents  in  Illinois,  for  transfer  of  stock. 


Chas.  H.  Bull 

Chas.  H.  Bull 

Amos  Green 

C.  H.  Spencer 

E.  J.  Parker 

William  McFadon 
John  M.  Savin  ... 

J.  H.Best 

C.  E.  Soule 

A.  B.  Cowan 

L.  andC.  H.  Bull 


Quincy,  111. 


ROCK  ISLAND  &  PEORIA  RAILWAY  COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary  and  Treasurer 

Cashier 

Chief  Engineer 

Auditor 

General   Freight,  Passenger  and  Ticket 

Agent 

General  Superintendent 

Superintendent  of  Telegraph 

Agent  in  lUinois, for  transfer  of  stock... 


R.  R.  Cable 

A.  Kimball 

H.  B.  Sudlow.... 

R.  Slaymaker 

J.  Elder 

R.  H.  Hudson... 

R.  Stockhouse  .. 
H.  B.  Sudlow... 
H.  P.  Greenough 
H.  B.  Sudlow.... 


Rock  Island,  111. 
Davenport,  Iowa. 
Rock  Island, 111. 

Peoria,  111 

Rock  Island,  111. 


ST.  LOUIS,  ALTON  &  SPRINGFIELD  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Vice-Presiden*^ 

Chas.  E.  Kimball 

New  York,  N.  Y' 

Secretary 

Joseph  Dickson 

Springfield,  111. 

Treasurer 

Chas .  E .  Kimball 

Cashier  

D.  S.  Mitchell 

Chief  Engineer 

H.  C.  Swift 

Joseph  Dickson  

Auditor 

D.  S.  Mitchell 

General  Manager 

H.  A.  Fisher 

General  Freight  and  Passenger  Agent. .. 

F.  E.  Fisher 

Superintendent  of  Telegraph  .. 

H     A     Fisher 

161 


ST.  LOUIS,  ALTON  &  TERIIE  HAUTE  RAILROAD  COMPANY. 

OFFICERS. 


Title. 


Name. 


Location  of  Office. 


'Chairman  oi  the  Board 

Presid'ent 

Secretary 

Treasurer 

Cashier 

Auditor 

General  Manager 

■General  Fi-eight,  Passenger,  Ticket  and 

Baggage  Agent 

Superintendent 

Superintendent  of  Telegraph 

Agent  in  Illinois,  for  transfer  of  stock. . 


Geo.  Foster  Peabody. 

Geo.  W.  Parker 

E.  F.  Leonard 

Geo.  W.  Parker 

Henry  T.  Nash 

Henry  T.  Nash 

Geo.  W.  Parker 


Geo.  E.  Lacv  . 
W.  S.  Wilson  . 
W.  S.  Wilson.. 
E.  F.  Leonard 


New  York,  N.  Y 
St.  Louis,  Mo 
Springfield.  II 
St.  Louis,  Mo 


Pinckneyville,  111 
Springfield,  111 . .. 


BELLEVILLE  &  CARONDELET  RAILROAD  COMPANY. 

OFFICERS. 


Tiile. 

Name. 

Location  of  Office. 

M.  T.  Stookey 

Belleville,  111 

Henry  T.  Nash 

Geo.  W.  Parker 

St.  Louis,  Mo 

.Agent  in  Illinois,  for  transfer  of  stock. . . . 

Springfield,  111 

BELLEVILLE  &  ELDORADO  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

E.  F.  Leonard 

Springfield,  111 

Secretary 

Henry  T.  Nash 

St.  Louis,  Mo 

R.  Fulton  Cutting 

New  York,  N.Y.... 

Agent  in  Illinois,  for  transfer  of  stock  — 

Springfield,  Ih 

BELLEVILLE  &  SOUTHERN  ILLINOIS  RAILROAD  COM- 
PANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Thos.  Denny 

New  York,  N.  Y.... 

Secretary  

E .  F .  Leonard 

Springfield,  111 

Assistants  cretary 

H.  A.  Crosi>y 

New  York,  N.  Y.... 

Treasurer 

J.  K.  Gapen 

Agent  in  Illinois,  for  transfer  of  stock . . . 

E.  F.  Leonard 

Springfield,  111 

—11  R.  R. 


162 
CHICAGO,    ST.    LOUIS    &  PADUCAH  RAILWAY    COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

W.  K.  Murphy 

Pinclcneyville,  111.. 

Henry  T.  Nash 

S  .  Louis,  Mo 

Henry  A.  Crosby 

New  York,  N.Y.... 

E.  F.  Leonard 

Springfield,  111 

ST.  LOUIS  SOUTHERN  RALLROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office^ 

Ephraim  C.  Davies 

Cincinnati,  0 

C.  W.  b'au-banks 

Indianapolis,  Ind.. 

C.  H.  Bosworth 

Springtield.  Ill 

John  E.  McGettigan 

Indianapolis,  Ind.. 

CARBONDALE    &    SHAWNEETOWN   RAILROAD   COMPANY 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board           

John  E.  McGettigan 

John  E.  McGettigan 

C.  ri.  Bosworth 

Indianapolis,  Ind.. 

President          

Springfield,  111 

ST.  LOUIS  &  CHICAGO  RAILWAY  COMPANY 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Eeoeiver 

Attorney  or  General  Counsel 

Auditor 

General  Manager 

Genei  al  Fi  eight  Agent 

General  Passenger  Agent 

R.  J.  Cavott 

Springfield,  III 

Frank  H.  .Jones 

0    H    Bosworth 

C    H.  Bosworth 

C   H   i:!  osworth 

C  H.  Bosworth 

ST.  LOUIS  &  PEORIA  RAILROAD  COMPANY. 

OFFICERS. 


TiMo. 

Name. 

Location  of  Office. 

President 

Giles  E.  Taintor 

New  York,  N.  Y.... 

A.  J.  Moorshead 

Springfield,  111 

Gene''al  Manager          

A.  J.  Moorshead 

163 
TERMINAL  RAILROAD  ASSOCIATION  OF  ST.  LOUIS. 


OFFICERS. 


Title. 


Location  of  Office. 


President 

Vice-President 

Secretary 

Treasurer 

Assi'^tant  Treasurer 

Cashier 

Chief  Engineer 

Attorney  or  General  Counsel. 

Auditor 

Assistant  Auditor 

General  Manager 

General  Passenger  Agent 

General  Freight  Agent 

Genera]  Superintendent 

Superintendent  of  Telegraph . 
General  Baggage  Agent 


Wm.  Taussig 

John  F .  Barnard 

James  Hanna 

A.  H.  Cal"p 

James  Hanna 

Fred.  C.Daal 

Wm.  Taussig 

S.  M.  Breckinridge  . 

James  Hanna 

Emil  Ulric 

Wm.  Taussig 

V.  W.  Fisher 

Wm.  G.  Broughton  , 

Frank  Stillwell 

E.  A.  Chenerv 

W.  M.  Steele 


St.  Louis,  Mo. 


New  York,  N.Y... 
St.  Louis,  Mo 


TERRE  HAUTE    &   INDIANAPOLIS    RAILROAD   COMPANY. 

OFFICERS. 


Title. 


Location  of  Office. 


President  and  General  Manager 

Vice-President 

Secretary  

Treasurer  

Chief  Engineer 

General  Counsel 

Auditor 

Assistant  General  Manager 

General  Freight  Agent 

General  Passenger  Agent 

Ass't  General  Passenger  Agents [ 

Superintendent  of  Transportation 

Assistant  Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 


William  E.  McKeen. 
John  G.  Williams  . . 
Geo.  E.  Farrington 

J.  W.  Cruft 

A.  J.  Gibbons 

John  G.  Williams... 

W.  S.  Roney 

.Tos.  Hill 

H.  W.  Hibbard 

E.  A.  Ford 

J.  M.  Chesbrough. . 

H.  R.  Bering 

N.  K.  Elliott 

E.  R.  Darlon 

R.  B.   Woolsey 

R.  R.  Bentley 


Terre  Haute,  Ind . 


St.  Louis,  Mo 

Pittsburgh,  Pa 

St.  Louis,  Mo 

Indianapolis,  Ind. 
Torre  Haute,  Ind. 

St.  Louis.  Mo 

Terre  Haute,  Ind. 
Pittsburgh,  Pa 


ST.    LOUIS,    VANDALIA  &   TERRE   HAUTE   RAILROAD 

COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Thos.  D.  Messier 

Pittsburgh,  Pa 

Secretary                       .                  

S    B.  Liggett 

' ' 

.JohnE.  Davidson 

• ' 

CD.  Holies 

Greenville,  111 

164 


TERRE  HAUTE  &  PEORIA  RAILROAD  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Board 

C.  W.  Fairbanks 

President 

C    W   Fairbanks          

Secretary 

F.  J.  Richman  .            

< ' 

Treasurer 

I.  H.  Burgoon 

Cashier 

F    M    Hobart . 

General  Solicitor 

E.  Jacoby  

Indianapolis,  Ind.. 

Auditor 

W.  M.  Strange 

Decatur,  111  

General  Manager 

I.  H.  Burgoon , 

A .  Stevens 

General  Freight,  Passenger  and 
Agent 

Ticket 

Superintendent  of  Telegraph 

I .  H .  Burgoon 

<  • 

TOLEDO,  PEORIA  &  WESTERN  RAILWAY  COMPANY. 


OFFICERS. 


Title. 

Name. 

Location  of  Office. 

Chairman  of  the  Executive  Committee... 

Charles  Moran 

New  York,  N.  Y.... 

President 

E.F.Leonard 

Vice-President 

E.N.  Armstrong 

Secretary 

E.  D.  Usner 

' ' 

Treasurer 

' ' 

General  Solicitor 

Walter  S .  Horton 

" 

Auditor 

E   D    Usner            

General  Manager 

E.  F   Leonard 

General  F  reight  Agent 

H.  D.  Gould 

< ' 

Assistant  General  Freight  Agent 

Daniel  Mowat 

General  Passenger,  Ticket  and  Baggage 
Agent 

H.  D.  Gould 

. , 

General  Superintendent 

E   N    Armstrong 

' ' 

Superintendent  of  Telegraph 

C.  B.  Plantz 

• ' 

Agent  in  Illinois,  for  transfer  of  stock 

E.  D.  Usner 

•  < 

TOLEDO,  ST.  LOUIS  &  KANSAS  CITY  RAILROAD  COMPANY, 

OFFICERS. 


Title. 

Name. 

Location  of  Oifice. 

President 

S   R    Callaway                    

New  York,  N.  Y.... 

Secretary  and  Treasurer 

Isaac  W .  White 

Chief  Engineer 

A.  L.  Mills 

Toledo,  Ohio 

General  Solicitor 

Clarence  Brown 

Auditor 

D.  D.  Davis 

<  • 

General  Manager 

S.  R.  Callaway 

' ' 

General  Freight  Agent 

W.  S.  Weed 

' ' 

Assistant  General  Freight  Agent 

D.  F.  Jenuing  

St.  Louis,  Mo 

General  Passenger  Agent 

C    C   Jennings    

Toledo,  Ohio 

Superintendent 

C.  N.  Pratt 

Frankfort,  Ind 

Superintendent  of  Telegraph 

N .  McKinnon 

Toledo,  Ohio 

165 


WABASH  RAILROAD  COMPANY 

OFFICERS. 


Title. 


Location  of  Office. 


Chairman  of  the  Board 

President 

Vice-Piesident 

Vice-President 

Secretary  

Treasurer 

Chief  Engineer 

General  Solicitor 

Auditor 

Assistant  Auditor 

General  Manager 

Traffic  Manager 

General  Freight  Agent 

Assistant  General  Freight  Agent 

General  Passenger  Agent 

General  Ticket  Agent 

Assistant  General  Ticket  and  Passenger 

Agent 

General  Superintendent 

Division  Superintendent 

Division  Superintendent 

Division  Superintendent 

Superintendent  of  Telegraph 

General  Baggage  Agent 


O.  D.  Ashley.... 
0.  D.  Ashley.... 
Edgar  T.  Wells  . 
James  F.  How .. 
J.  C.  Otte.son  ... 
F.  L.  O'Leary... 
W.  S.  Lincoln... 
W.  H.  Bl(->dgett. 

D.  B.  Howard... 

E.  B.  Prvor 

C.  M.  Hays 

Wm.  Knight 

S.  B.  Knight.... 
J.  D.  Lund 

F.  Chandler 

F.  Chandler 


C.  S.  Crane  

H.  L.  Magee 

E.  A.  Gould 

J.  S.  Goodrich ... 

F.  H.  MoGuigan., 

G.  C.  Kinsman  .. 
S.  H.  Overholt... 


New  York,  N.  Y.... 


St.  Louis,  Mo... 
New  York,  N.  Y, 
St.  Louis,  Mo  ... 


Peru,  Ind 

Chicago,  111 

Kansas  City.  Mo. 

Decatur,  111 

iSt.  Louis,  Mo 


WABASH,  CHESTER  &  WESTERN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President 

Nathan  Cole 

Vice-President 

C.  B   Cole          

Chester      Til 

Secretary 

H.  C.  Cole 

< 

Treasurer 

C.  B.  Cole 

Auditor 

C.  E.  Kingsbury.           

General  Manager 

C.  B.  Cole 

General  Fr't,  Passenger  and  Ticket  Ag't. 

General  Superintendent. 

Agent  in  Illinois,  for  transfer  of  stock. . . . 

J.  R.  Hawkins 

H.  C.  Cole,  Sec'y 

WISCONSIN  CENTRAL  LINES. 

OFFICERS. 


Title. 

Name. 

Location  of  Office, 

Local  Treasurer 

R .  W .   Maguir e 

Chief  Engineer 

F.  W.   Fratt 

General  Solicitor 

D    S    Wegg 

' ' 

Assistant  Attorney 

Howard  Morris 

■  < 

Auditor 

T   J   Hyman  . 

<  < 

General  Manager 

R    S.  Ainslie 

1  < 

Traffic  Manager 

H.  C.  Barlow 

Chicago,  111 

General  Freight  Agent 

J .  B .   Cavanaugh 

General  Passenger  Agent 

Louis  Eckstien            .        .... 

' ' 

Division  Superintendent 

A.  R.  Hoin, 

St.  Paul,  Minn 

Division  Superintendent 

M.  B.  Cutler 

Stevens  Point,  Wis. 

Division  Superintendent 

E.  R.  Knowlton 

Waukesha,  Wis 

Superintendent  of  Telegraph 

0.  C.  Green 

St.  Paul,  Minn 

166 


CHICAGO  &  WISCONSIN  RAILROAD  COMPANY. 

OFFICERS. 


Title. 

Name. 

Location  of  Office. 

President  and  Treasurer 

Chas.  L.  Colby 

Milwaukee,  Wis 

Edwin  H.  Abbott 

167 


LIST  OF  RAILROADS    INCORPORATED  FOR    YEAR    END- 
ING JUNE  30,   1890. 


The  Chicago  and  Blue  Island  Railroad  Co.  From  the  village  of  Blue 
Island,  in  Cook  county,  111.,  to  the  citv  of  Chicago,  in  Cook  countv,  111. 
Office,  Chicago,  111.  Capital  stock,  $50,000.  Directors,  Charles  S.  Harmon, 
Frank  O.  Young,  William  Hansbrough,  Blue  Island,  111.:  Charles  C.  Col- 
lins, Chicago,  111.,  and  Austin  Wissall,  Morgan  Park,  111.  Filed,  July  9,  1889. 

East  St.  Louis  and  St.  Louis  Electric  Railway  Co.  From  a  point  in  the 
Illinois  and  St.  Louis  Bridge,  where  the  same  is  intersected  hy  the  bound- 
ary line  between  tlie  states  of  Illinois  and  Missouri,  thence  eastwardly  to 
and  through  the  city  of  East  St.  Louis,  111.,  thence  to  the  National  Stock 
Yards,  in  the  county  of  St.  Clair,  111.,  and  thence  to  some  eligible  and 
convenient  point  in  St.  Clair  county.  Office,  East  St.  Louis,  111.  Capital 
stock,  $100,000.  Directors,  Charles  C.  Carroll  and  Henry  C.  Latham, 
Springfield,  111.:  S.  A.  Barton,  Chicago,  111.,  and  D.  R.  Powell  and  E.  C. 
Lackland,  St.  Louis,  Mo.    Filed,  July  30,  1889. 

Streator  and  Seneca  Railroad  Co.  From  Streator,  LaSalle  county.  111., 
to  Seneca,  LaSalle  county.  111.  Office,  Chicago,  111.  Capital  stock,  $600,000. 
Directors,  George  H.  Harlow,  John  J.  Allen,  Charles  C.  Whitacre,  Russell 
H.  Stevens  and  Lawson  A.  Gilbert,  all  of  Chicago,  111.  Filed  August 
10,  1889. 

Fort  Wayne,  Wilmington  and  Western  Railway  Co.  From  a  point  in 
Will  county.  111.,  thence  westerly  through  Washington,  Peotone  and  Wil- 
mington in  said  county  to  Blodgett  Station  in  said  county,  on  the  Atchi- 
son, Topeka  and  Santa  Fe  Railroad.  Office,  Wilmington,  111.  Capital 
stock,  $2,000,000.  Directors,  Edmund  Allen  and  M.  N.  M.  Stuart,  of  Wil- 
mington, 111.:  Charles  Smith,  Channahon,  111.:  Michael  Collins,  Peotone, 
111.,  and  David  Willard,  Wesley,  111.    Filed,  August  22,  1889. 

The  Perry,  Pittsfield  and  Southern  Railroad  Co.  From  Perry,  Pike 
county.  111.,  to  Pittsfield  in  said  county,  with  branches  from  Pittsfield  to 
Nebo,  in  said  county,  and  from  Pittsfield  to  a  point  in  said  county  on  the 
Mississippi  river,  opposite  Louisiana,  Mo.  Office,  Pittsfield,  111.  Capital 
^tock,  $500,000.  Directors.  Clark  P.  Chapman,  Pittsfield.  111.:  Asabel  Hin- 
man.  Perry,  111.;  Eden  M.  Seeley,  Pittsfield,  111.;  George  W.  Witham, 
Terry,  111.,  and  Edward  F.  Binns  and  George  Barber,  Pittsfield,  111.  Filed, 
August  26,  1889. 

The  Illinois  Elevated  Railway  Co.  From  a  point  within  the  corporate 
limits  of  the  city  of  Chicago,  Cook  county.  111.,  in  a  northerly  direction 
to  the  line  of  said  county,  and  again  from  a  point  within  the  corporate 
limits  of  Chicago,  111.,  in  a  westerly  direction  to  the  line  of  said  county, 
and  again  from  a  point  within  the  corporate  limits  of  Chicago,  111.,  in  a 
.southerly  direction  to  the  line  of  said  county,  and  again  from  a  point 
within  the  corporate  limits  of  Chicago,  111.,  in  a  southwesterly  direction 
to  the  line  of  said  county,  together  with  necessary  branches  or  loop  lines. 
Office,  Chicago,  111.  Capital  stock,  $10,000,000.  Directors,  Michael  W. 
Eyan,  John  Tyler,  Edward  C.  Donnellan,  Will  aui  W.  Bell  and  Paul 
Brown,  all  of  Chicago,  111.    Filed,  August  28, 1889. 


168 

The  Perry,  Pittsfleld  and  Southern  Eailroad  Co.  From  Perry,  Pike 
county.  111.,  to  Pittsfleld  in  said  county,  with  branch  from  Pittsfleld  to 
Ifeho  in  said  county,  and  from  Pittsfleld  to  a  point  in  said  county  on  the 
Mississippi  river  opposite  Louisiana,  Mo.  Office,  Pittsfleld,  111.  Capital 
stock,  $100,000.  Directors,  Clark  P.  Chapman,  Pittsfleld,  '111.;  Asahel  Hin- 
man.  Perry,  111.;  Eden  M.  Seeley,  Pittsfleld,  111.;  George  W.  Witham, 
Perry,  111.,  and  Edward  F.  Binns  and  George  Barber,  Pittsfleld,  111.  Filed, 
August  31,  1889. 

Chicago  and  Kenosha  Railway  Co.  From  such  terminus  within  the  city 
of  Chicago,  111.,  as  may  be  selected  by  said  corporation  to  a  point  on  the 
Illinois  State  line  in  Lake  county.  Office,  Chicago,  111.  Capital  stock, 
$100,000.  Directors,  Adams  A.  Goodrich,  Jerseyville,  111.,  and  Frank  H. 
McCulloch,  Frank  II.  Bowen,  Harry  P.  Young  and  James  C.  Hutchins, 
Chicago,  111.    Filed,  Sept.  20,  1889. 

Joliet  and  Blue  Island  Railway  Co.  From  a  point  at  or  near  Joliet, 
Will  county.  111.,  to  a  point  at  or  near  the  village  of  Blue  Island,  Cook 
county.  111.  Office,  Chicago,  111.  Capital  stock,  $100,000.  Directors,  Adams 
A.  Goodrich,  Jerseyville,  111.,  and  Frank  II.  McCulloch,  Frank  H.  Bowen,. 
Harry  P.  Young  and  James  C.  Hutchins,  Chicago,  111.  Filed,  Sept. 
20,  1889. 

Calumet  and  Blue  Island  Railway  Co.  From  such  terminus  within  the 
City  of  Chicago,  111.,  as  may  be  selected  by  said  corporation,  to  a  point  at 
or  near  the  village  of  Blue  Island,  Cook  county.  111.  Office,  Chicago,  111. 
Capital  stock,  $200,000.  Directors,  Adams  A.  Goodrich,  Jerseyville,  111., 
and  Frank  H.  McCulloch,  Frank  H.  Bowen,  Harry  P.  Young  and  James 
C.  Hutchins,   Chicago,  111.     Filed,  Sept.  20,  1889. 

Ava,  Grand  Tower  and  Cairo  Railroad  Co.  From  the  village  of  Ava,. 
Jackson  county,  111.,  to  the  city  of  Cairo,  Alexander  county,  111.,  and 
passing  through  the  town  of  Grand  Tower,  in  Jackson  county,  and 
passing  through  the  town  of  Thebes  in  Alexander  county,  and  passing 
through  the  county  of  Union.  Office,  Ava,  111.  Capital  stock,  $1,000,000. 
Directors,  Johnston  Husband,  Wm.  E.  Talbott,  Murry  Dean,  Whitney 
Gilbreath,  Don  E.  Detrich,  John  Conner  and  Samuel  H.  Douglas,  all  of 
Ava,  111.    Filed,  Oct.  16,  1889. 

Chicago  Central  Railway  Co.  From  the  city  of  Chicago,  Cook  county, 
111.,  to  a  point  on  the  west  boundary  line  of  the  State  of  Illinois  at  or 
near  the  south  boundary  line  of  Adams  county,  and  also  from  the  city  of 
Chicago  to  a  point  on  the  south  boundarv  line  of  Iroquois  county.  Office, 
Chicago,  111.  Capital  stock,  $1,000,000.  Directors,  Milton  R.  Wood.  Charles 
W.  Needham.  Erwin  E.  Wood.  William  L.  Moss  and  Edwin  L.  Waugh,  all 
of  Chicago,  111.    Filed,  Oct.  18,  1889. 

Chicago  and  Central  Southern  Railroad  Co.  From  a  point  to  be  here- 
after selected  on  the  State  line  between  the  states  of  Indiana  and  Illi- 
nois, in  Edgar  county,  111.,  through  the  counties  of  Edgar.  Vermilion, 
Iroquois,  Kankakee,  Will  and  Cook,  to  such  terminus  in  the  city  of  Chi- 
cago as  may  be  selected.  Office,  Chicago,  111.  Capital  stock,  $4,000,000. 
Directors,  Benjamin  T.  Lewis,  LaGrange,  111.;  B.  D.  Harris,  Frederick  S. 
Winston  and  .James  F.  Meagher,  Chicago,  111.,  and  Frank  P.  Crandon. 
Evanston,  111.    Filed,  Oct.  26,  1889. 

The  St.  Louis,  Indianapolis  and  Eastern  Railroad  Company  of  Illinois.. 
From  East  St.  Louis,  St.  Clair  county.  111.,  in  an  easterly  direction  through 
the  counties  of  St.  Clair,  Madison.  Clinton,  Bond,  Fayette,  Marion,  Clay. 
Effingham.  Jasper  and  Crawford,  to  the  center  of  the  Wabash  river,  at  a 
point  near  the  village  of  Palestine,  111.,  a  distance  of  about  148  miles; 
also  to  purchase,  own,  operate  and  maintain  as  a  part  of  said  main  line- 
of  railroad  a  railroad  commencing  at  the  city  of  Effingham,  Effingham 
county,  111.,  and  running  southeasterly  to  a  connection  with  said  main  line 
near  the  city  of  Newton,  .Jasper  county.  111.,  bohig  a  distance  of  about  22 
miles.  Office,  Chicago,  111.  Capital  stock,  $6.S()0,0()0.  Directors,  Horatio 
H.  Gardner,  Thomas  B.  Rice.  John  Prhidiville,  .lohn  L.  Stockton  and  Ira 
C.  Wood,  all  of  Chicago,  111.     Filed,  Oct.  .30,  1889. 


169 

Chicago  aucl  State  Line  Terminal  Railway  Co.  From  tlie  Indiana  State 
line  between  ttie  sontli  line  of  tlie  town  of  Thornton,  Cook  county,  111., 
and  Lake  Micliigan.  northwesterly  to  and  througii  the  city  of  Chicago, 
Cook  county.  111.  Office.  Chicago,  111.  Capital  stock.  $:3.()0(),0()0.  Directors, 
Charles  E.'  Rand.  Theo.  Emery,  John  Emmet  Phillips.  Joseph  McH. 
Holmes  and  Charles  H.   Pringle,  all  of  Chicago,  111.      Filed,  Nov.  2.  1889. 

Chicago  and  Northern  Pacific  Railroad  Co. — 

1st.  From  tlie  southwest  corner  of  Harrison  street  and  Fifth  avenue  in 
the  city  of  Chicago,  Cook  county,  111.,  westerly  and  southwesterly  through 
the  city  of  LaSalle  to  the  Mississippi  river. 

2d.  From  a  point  in  the  vicinity  of  the  intersection  of  Crawford  avenue 
and  West  Randolpli  street  in  the  city  of  Chicago,  westerly  to  the  Missis- 
sippi river. 

3d.  From  some  convenient  point  on  route  number  two  in  tlie  town  of 
Proviso,  southerly  and  southwesterly  to  the  city  of  East  St.  Louis. 

4th.  From  a  point  in  the  vicinity  of  the  intersection  of  Crawford  ave- 
nue and  West  Randolph  street  in  the  city  of  Chicago,  southerly  to  the 
southern  limits  of  Cook  county,  with  a  branch  easterly  to  Lake  Michigan 
and  a  branch  westerly  to  the  west  limits  of  Cook  county. 

5th.  From  some  convenient  point  on  route  number  one  in  the  west  divi- 
sion of  the  city  of  Chicago,  southerly  to  the  Ohio  river,  with  branches 
from  three  convenient  points  in  Cook  county  easterly  to  the  eastern  bound- 
ary of  the  State  of  Illinois. 

6th.  From  some  convenient  point  in  Macon  county  on  route  number 
three  southerly  to  the  Ohio  river. 

7th.  From  some  convenient  point  on  route  number  one  in  the  town  of 
Cicero,  southerly  to  the  southern  limits  of  Cook  county. 

8th.  From  some  convenient  point  on  route  number  one  between  Craw- 
ford avenue  in  the  city  of  Chicago  and  the  west  limits  of  the  town  of 
Cicero,  southwesterly  to  the  western  limits  of  Cook  county.  Office,  Chi- 
cago, 111.  Capital  stock,  $30,000,000.  Directors,  James  L.  High,  Alfred  D. 
Eddy,  Chauncey  W.  Martyn,  James  E.  Rogers  and  David  Eichberg,  all  of 
Chicago,  111.    Filed,  Nov.  23,  1889. 

Belleville  and  East  St.  Louis  Railway  Co.  I'rom  Belleville,  111.,  to  East 
St.  Louis,  111.  Office,  Belleville,  111.  Capital  stock,  $500,000.  Directors, 
Julius  Kohl,  Belleville,  111.;  Henrv  Seiter  and  James  D.  Baker,  Lebanon, 
111.;  Herman  G.  Weber,  Belleville,  111.;  J.  L.  Wiggins,  East  St.  Louis,  111.; 
Joseph  Fuess,  Belleville,  111.;  Henry  D.  Sexton.  East  St.  Louis,  111.,  and 
Charles  P.  Knispel,  Belleville.  111.     Filed,  Nov.  27,  1889. 

Belleville  Terminal  Railway  Co.  From  a  point  within  or  adjoining  the 
city  of  Belleville,  111.,  around  said  city  of  Belleville  so  as  to  connect  all 
the  railwavs  within  said  cytv  with  one  another.  Office,  Belleville,  111. 
Capital  stock,  $100,000.  Directors,  Julius  Kohl,  Belleville,  111.;  Henry  Seiter 
and  James  D.  Baker,  Lebanon,  111.;  Herman  G.  Weber,  Belleville,  111.;  J. 
L.  Wiggins,  East  St.  Louis,  111.;  Joseph  Fuess,  Belleville,  111.;  Henry  D. 
Sexton,  East  St.  Louis,  111.,  and  Charles  P.  Knispel,  Belleville,  111.  Filed. 
Nov.  27,  1889. 

St.  Louis  and  Illinois  Central  Railway  Co.  From  Eureka,  Woodford 
county,  111.,  southerly  through  the  counties  of  Woodford,  McLean,  Taze- 
well, Logan,  Sangamon,  Montgomery,  Macoupin  and  Madison  to  Alhambra. 
Madison  county.  111.,  with  necessary  side  tracks.  Office.  Springfield,  IlL 
Capital  stock,  $2,800,000.  Directors,  Robert  McWilliams.  Litchfield,  111.;  J. 
M.  Stark,  Pawnee,  111.:  H.  R.  Phinnev.  Alton,  111.;  H.  W.  Dana.  Lincoln, 
111.;  John  E.  Rislev,  New  York,  N.  Y.:  Trace v  E.  Roberts.  B-ooklvn,  N. 
Y.,  and  Frank  C.  Hollins,  New  York,  N.  Y.    Filed,  Nov.  27,  1889.' 

Chicago  and  Southeastern  Railroad  Company.  From  Chicago,  111.,  to  a. 
point  on  the  Indiana  State  line  in  the  township  of  Thornton,  Cook  county, 
111.     Office,    Chicago,    111.     Capital   stock,  $100,000.     Directors,  Adams  A. 


170 

Goodrich,  Jerseyville,  111.:  Eugene  E.  Prussing,  Highland  Park,  111.,  and 
James  C.  Hutchins,  Frank  H.  McCulloch  and  Frank  II.  Bowen,  Chicago, 
111.    Filed,  Dec.  5,  1889. 

St.  Louis  and  Eastern  Railway  Co.  From  a  point  on  the  Mississippi 
river  opposite  St.  Louis,  Mo.,  in  Madison  county.  111.,  to  a  point  on  the 
Illinois  State  line  in  Crawford  county.  111.,  with  such  lateral  branches  and 
spurs  as  may  be  necessary.  Office,  East  St.  Louis.  111.  Capital  stock, 
$200,000.  Directors,  H.  R.  Durkee  and  J.  S.  Brewer,  Chicago.  Ill:  E.  C. 
Springer,  Edwardsville,  111.:  William  F.  Nedringhaus,  George  O.  Carpenter, 
Jr.,  and  William  E.  Guy,  St.  Louis,  Mo.,  and  C.  E.  Bradish,  Alton,  111. 
Filed,  Dec.  16,  1889. 

St.  Louis  and  Belleville  Railway  Co.  From  the  citv  of  Belleville,  St. 
Clair  county.  111.,  to  the  city  of  St.  Louis,  Mo.  Office,  Belleville,  111.  Cap- 
ital stock,  $300,000.  Directors,  D.  P.  Alexander,  Wichita,  Kansas:  George 
Knobeloch,  Carrie  T.  Alexander  and  Fred.  Holdner,  Belleville.  111.,  and 
.John  I).  Alexander,  Wichita,  Kansas.    Filed,  Dec.  18,  1889. 

Alton,  Venice  and  East  St.  Louis  Railroad  Co.  From  the  city  of  Alton, 
Madison  county,  111.,  by  Yenice,  to  the  city  of  East  St.  Louis,  St.  Clair 
county.  111.  Office,  Alton,  111.  Capital  stock,  $300,000.  Directors,  Henry 
D.  Sexton,  East  St.  Louis,  111.;  William  E.  Smith,  Z.  B.  Job,  H.  J.  Bow- 
man, John  ISf.  Drummond  and  A.  E.  Mills,  Alton,  111.:  T.  J.  Irish.  ISTam- 
eoki,  111.:  Frank  McCambridge,  Venice,  111.,  and  John  Weding.  Nameoki, 
111.    Filed,  Jan.  9,  1890. 

The  Jacksonville,  Louisville  and  St.  Louis  Railway  Co.  From  the  city 
of  Jacksonville-,  Morgan  county,  111.,  through  the  counties  of  Morgan,  San- 
gamon, Macoupin,  Montgomery,  Bond,  Clinton  and  Marion  to  the  city  of 
Centralia,  Marion  county,  111.  Office,  Jacksonville,  111.  Capital  stock,  $1,- 
500,000.  Directors,  J.  Henry  Dunn,  Germantown,  Pa.;  William  Elliott, 
Chestnut  Hill,  Pa.,  and  Isaac  L.  Morrison,  William  S.  Hook  and  Marcus 
Hook,  Jacksonville,  111.    Filed.  Jan.  18.  1890. 

The  St.  Louis,  Chester  and  Grand  Tower  Railroad  Co.  From  East  St. 
Louis,  St.  Clair  county,  111.,  in  a  southeasterly  direction  through  the  coun- 
ties of  St.  Clair,  Monroe,  Randolph  and  Jackson  and  the  town  of  Chester 
to  the  town  of  Grand  Tower.  Office,  East  St.  Louis,  111.  Capital  stock, 
$1,500,000.  Directors,  William  Carson,  Jr..  S.  Dwight  Eaton,  William  D. 
Eaton  and  Walter  B.  Eaton,  Burlington,  la.;  Thomas  N.  Chase,  East  St. 
Louis,  111.;  H.  M.  Pollard,  St.  Louis,  Mo.,  and  E.  Reynolds.  Filed,  Jan. 
23,  1890. 

The  North  and  South  Railroad  Company  of  Illinois.  From  Eureka, 
Woodford  county.  111.,  southerly  through  the  counties  of  Woodford,  Mc- 
Lean. Tazewell,  Logan,  Sangamon,  Montgomery,  Macoupin  and  Madison  to 
Alhambra,  Madison  county.  111.  Office,  Springfield,  111.  Capital  stock, 
$2,800,000.  Directors,  C.  H.  Bosworth,  Springfield,  111.:  J.  M.  Stark,  Pawnee, 
111.;  John  W.  Bunn,  Sprinsflield,  111.:  David  D.* Withers,  New  York,  N.  Y., 
and  Gerald  L.  Hoyt,  New^^York,  N.  Y.    Filed,  Jan.  23,  1890. 

St.  Louis,  Venice  and  Alton  Railroad  Co.  From  the  city  of  Alton,  Madi- 
son county,  111.,  to  a  point  in  the  city  of  East  St.  Louis,  111.,  opposite  St. 
Louis,  Mo.  Office,  East  St.  Louis,  111.  Capital  stock,  $500,000.  Directors, 
John  IL  Overall  and  Alfred  Carr,  St.  Louis,  Mo.;  Jerome  Winstanley,  Geo. 
W.  Locke  and  Jas.  K.  Ewing,  East  St.  Louis,  111.:  E.  E.  Rutledge,  Alton, 
111.,  and  H.  M.  Needles,  Belleville,  111.    Filed,  January  31,  1890. 

The  Peoria  and  Eastern  Railway  Co.  From  Pekin,  111.,  through  the 
counties  of  Tazewell,  McLean,  DeWitt,  Piatt,  Champaign  and  Vermilion 
to  the  boundary  line  between  the  States  of  Illinois  and  Indiana,  with  an 
extension  through  the  counties  of  Vermilion.  Warren,  Fountain,  Mont- 
gomery, Boone,  Hendricks  and  Marion,  to  Indianapolis,  Ind.  Office,  Dan- 
ville, 111.  Capital  stock,  $10,000,000.  Directors,  John  Alfred  Barnard,  In- 
dianapolis, Ind.;  John  A.  Glover,  Urbana,  111.,  and  Edmond  L.  Stewart, 
Danville,  111.    Filed,  February  21,  1890. 

Chicago,  Blue  Island  and  State  Line  Railway  Co.  From  a  point  on  the 
Illinois  and  Indiana  State  line  in  Cook  county,  111.,  northerly  to  and  into 


171 

the  city  of  Chicago,  111.  Office.  Chicago,  111.  Capital  stock,  $5,000,000. 
Directors,  William  Shingleton,  William  Black,  Walter  I.  Pratt,  Chas.  H. 
Pringle   and   I).  J.  Evans,  all  of  Chicago,  111.    Filed,  February  21,  1890. 

Chicago,  Harvey  and  State  Line  Railway  Co.  From  a  point  on  the  boundary 
line  between  the'  *S'tates  of  Illinois  and  Indiana,  northerlv  to  and  into  the 
citv  of  Chicago.  111.  Office,  Chicago,  111.  Capital  stock.  $3,000,000.  Direc- 
tors. William  Shingleton.  William  Black.  Walter  I.  l^ratt.  Chas.  H.  Pringle 
and  D.  J.  Evans,  all  of  Chicago,  111.     Filed.  February  27,  1890. 

Chicago  and  Evanston  Elevated  Rapid  Transit  Co.  From  a  convenient 
terminus  at  or  near  the  point  where  North  Clark  street,  in  the  city  of 
Chicago.  111.  meets  the  Chicago  river,  tlience  in  a  northerly  and  north- 
westerly direction  to  a  terminus  at  or  near  the  place  where  Chicago  ave- 
nue intersects  Center  street  in  the  township  of  Evanston.  Office,  Chicago, 
111.  Capital  stock.  $12,000,000.  Directors,  John  Cudahy,  George  F.  Bald- 
win. Jacob  A.  Wolford.  E.  Partridge,  Charles  Dennehy,  Thos.  C.  Dennehy, 
Fridolin  Madlener  and  C.  W.  Partridge.    Filed,  March  8,  1890. 

St.  Louis,  Chester  and  Grand  Tower  Railroad  Co.  From  East  St.  Louis, 
111.,  through  the  counties  of  St.  Clair.  Monroe.  Randolph  and  Jackson  to 
Grand  Tower.  111.  Office.  East  St.  Louis,  111.  Capital  stock,  $1,500,000. 
Directors,  S.  Dwight  Eaton.  JUirlington.  la.:  H.  M.  Pollard,  St.  Louis, 
Mo.;  Thos.  M.  Chase.  East  St.  Louis,  111.:  William  F.  Barrett,  Chicago, 
111.  and  M.  C.  Brown.  East  St.  Louis.  111.    Filed.  March  17,  1890. 

St.  Clair,  Madison  and  St.  Louis  Belt  Railroad  Co.  From  a  point  in  or 
near  the  city  of  Belleville.  St.  Clair  county.  111.,  to  a  point  on  the 
Mississippi  river  at  or  near  the  city  of  Alton.  Madison  coimty.  111.,  and  to 
a  point  on  the  boundary  line  between  the  States  of  Illinois  and  Missouri, 
and  thence  to  St.  Louis.  Mo.  Office.  East  St.  Louis.  111.  Capital  stock, 
$300,000.  Directors.  H.  M.  Hill.  East  St.  Louis.  111..  George  S.  Drake  and 
Alvat  Mansur,  St.  Louis.  Mo.,  and  F.  M.  Horner  and  John  Mclntvre,  East 
St.  Louis,  111.    Filed.  March  28.  1890. 

Cass  Street,  Lake  View  and  Evanston  Elevated  Road  Company.  From 
within  the  city  of  Chicago,  Cook  county,  111.,  to  the  village  of  Evanston 
in  said  county.  Office,  Chicago,  111.  Capital  stock,  $6,000,000.  Directors, 
L.  R.  Hall,  Chicago,  111.,  Samuel  W.  Jackson.  Chicago.  111.,  and  Hervey, 
H.  Anderson,  Ravenswood,  111.    Filed,  April  4,  1890. 

Manufacturers  Railroad  Company.  From  the  Indiana  State  line  in  the 
town  of  Thornton.  Cook  county.  111.,  to  Blue  Island  and  Chicago  in  said 
county.  Office.  Chicago,  111.  Capital  stock,  $150,000.  Directors.  Nathan 
G.  Moore.  Oak  Park.  111.,  and  John  P.  Wilson.  Houston  C.  Adcock.  Alfred 
E.  Spink  and  William  B.  Mcllvaine,  Chicago,  111,     Filed.  April  10.  1890. 

Springfield  and  Hillsboro  Railroad  Co.  From  Springfield  through  the 
counties  of  Sangamon,  Christian  and  Montgomery  to  a  point  on  the  Toledo, 
St.  Louis  and  Kansas  Citv  Railroad  south  of  Hillsboro.  Montgomery 
county.  111.  Office,  Springfield,  111.  Capital  stock.  $500,000.  Directors.  J. 
M.  Stark,  Pawnee.  111.:  J.  R.  Booth  and  C.  W.  Phillips,  Springfield,  111.; 
W.  S.  Weber,  Zenobia,  111.,  and  Wm.  H.  Vigal,  New  City,  111.  Filed,  April 
12,  1890. 

The  Chicago  and  Eastern  Railway  Co.  From  the  city  of  Chicago.  Cook 
county.  111.,  in  an  easterly  direction  through  said  county  to  a  point  on  the 
Stateline  between  the  States  of  IlHnois  and  Indiana  in  said  county,  where 
the  Indiana  &  Northern  Railway  shall  intersect  said  State  line.  Office, 
Chicago,  111.    Capital   stock.  $100,000.     Directors.  George   G.  Hadley.  John 

E.  Martin  and  George  H.  Ketcham.  Toledo,  O.;  Thomas  C.  Louchs.  Elgin, 
111.,  and  Linnaeus  E.  Overman.  Nelson  C.  Jennings  and  Christopher 
Whalen,  Chicago,  111.    Filed.  April  16,  1890. 

Forsyth  Elevated  Railroad  Co.  From  a  point  on  the  State  line  between 
the  States  of  Illinois  and  Indiana  in  Cook  countv,  111.,  northerlv  to,  and 
into  the  city  of  Chicago,  111.  Office.  Chicago,  111.  Capital  stock,  $2,500,000. 
Directors,  R.  Clark  Forsyth,    Jacob    Forsyth,  John  J.  Forsyth,  George  W 

F.  Forsyth  and  Oliver  O.  Forsvth,  all  of  Sheffield,  Ind.  Hied,  April  24 
1890. 


172 

The  Chicago  and  Western  Rapid  Transit  Railway  Co.  From  and  witliin 
the  city  of  Chicago,  Coolc  county,  111.,  tlie  main  line  to  commence  at  some 
point  east  of  Fifth  avenue  aiicl  between  Madison  and  Harrison  streets, 
and  thence  west  to  the  present  and  future  city  limits :  a  branch  to  com- 
mence at  the  main  line  at  a  point  between  Canal  and  Carpenter  streets 
and  thence  north  to  the  present  and  future  city  limits ;  a  branch  to  com- 
mence at  main  line  between  Ashland  avenue  and  Wood  street  and  thence 
north  to  a  point  400  feet  north  or  soutli  of  Milwauliee  avenue ;  thence 
northwest  to  a  point  400  feet  north  of  North  avenue :  thence  west  to  the 
present  or  future  city  limits.  Office,  Chicago,  111.  Capital  stock, 
$8,000,000.  Directors,  E.  Louis  Kuhns,  Harry  A.  Ritter,  Alexander  F. 
Shuman,  Percy  L.  Shuman  and  Joseph  H.  Defrees,  all  of  Chicago.  111. 
Filed,  April  25,  1890. 

Forsyth  Elevated  Railroad  Co.  From  a  point  on  tlie  State  line  between 
the  States  of  Illinois  and  Indiana  in  Cook  county.  111.,  northerly  to,  and 
Into  the  city  of  Chicago,  111.  Office.  Chicago.  111.  "  Capital  stock,  15,000,000. 
Directors,  Jacob  Forsyth,  Jolin  J.  Forsyth,  George  W.  Forsyth  and  Oliver 
O.  Forsyth,  Sheffield,  Ind.,  and  Henry  F.  Moore,  Chicago,  111.  Filed, 
April  26,  1890. 

The  Milwaukee  Avenue  Alley  Railroad  Co.  From  a  point  on  the  east 
line  of  Canal  street,  Cliicago,  111.,  between  Madison  and  Fulton  streets, 
thence  northerly  to  a  point  between  Fulton  and  Ivinzie  streets,  thence 
northwesterly  to  Lawrence  avenue  in  said  city.  Office,  Chicago,  111. 
Capital  stock,  $5,000,000.  Directors,  August  Meyer,  John  M.  Krause, 
Edward  Weissert,  Andrew  C.  Lausten  and  Ferdinand  Hanssen,  all  of  Chi- 
cago, 111.    Filed,  May  9,  1890. 

New  York,  St.  Louis  and  Kansas  City  Railway  Co.  From  a  connection 
with  the  New  York,  Wheeling,  St.  Louis  and  Chicago  Railway  Co.  of 
Indiana  at  a  point  on  the  boundary  between  the  States  of  Illinois  and 
Indiana  in  Sullivan  and  Crawford  "counties,  thence  to  East  St.  Louis,  111. 
Office,  East  St.  Louis,  111.  Capital  stock,  $4,000,000.  Directors,  J.  E.  Wil- 
liams, E.  C.  Rice  and  G.  H.  Ten  Broek,  St.  Louis,  Mo.;  Alexander  Flan- 
nigan  and  Benjamin  H.  Canby,  East  St.  Louis  111.,  and  Thomas  Cratty 
and  Josiah  Cratty,  Chicago,  111.    Filed,  May  15,  1890. 

The  Calumet  Electric  Street  Railway  Co.  It  is  intended  to  construct 
and  operate  the  said  railway  in.  on,  upon,  over,  along  and  across  any  and 
all  of  the  streets  and  alleys  within  the  present  or  future  limits  of  the 
City  of  Cliicago,  Cook  county.  111.,  and  to  the  boundary  line  between  the 
States  of  Illinois  and  Indiana,  and  to  such  other  place  or  places  in  Cook 
county  as  the  said  company  may  determine.  Office,  Chicago,  111.  Capital 
stock,  $50,000.  Directors,  Nathaniel  K.  Fairbank,  Joel  D.  Harvey,  Will- 
iam Y.  Jacobs,  Otho  S.  Gaither  and  Samuel  E.  Gross,  all  of  Cliicago,  111. 
Filed,  May  16,  1890. 

The  Chicago  Arcade  Rapid  Transit  Railway  Co.  From  and  within  the 
city  of  Chicago,  Cook  county,  111.,  the  main  line  to  commence  at  some 
point  east  of  Fifth  avenue,  between  Madison  and  Harrison  streets,  thence 
west  to  the  present  and  future  city  limits ;  a  branch  to  commence  at  main 
line  between  Ashland  avenue  and  Wood  street  and  thence  north  to  a  point 
400  feet  north  or  south  of  Milwaukee  avenue ;  thence  northwest  to  a  point 
400  feet  north  of  North  avenue;  thence  west  to  the  present  and  future 
city  limits ;  a  branch  to  commence  at  the  first  named  branch  at  a  point 
between  Chicago  avenue  and  Augusta  street  and  extend  west  to  present 
and  future  city  limits,  and  such  other  branches  as  may  be  deemed  neces- 
sarv  or  proper  bv  said  company.  Office.  Chicago,  111.  Capital  stock, 
$8,000,000.  Directors,  E.  Louis  Kuhns,  Harry  A.  Ritter,  Alexander  F. 
Shuman,  Percy  L.  Shuman  and  Joseph  H.  i)efrees,  all  of  Chicago,  111. 
Filed,  May  21,  1890. 

Quincy,  Keokuk  and  Chicago  Railroad  Co.  From  Quincy,  Adams  county, 
111.,  to  Niota,  Hancock  county.  111,  and  to  operate  a  road  from  Keokuk, 
Iowa,  to  Hamilton.  Hancock  county.  111.  Office,  Quincy  111.  Capital 
stock,  $1,500,000.    I^irectors,  George  W.  Kretzinger,  Charles  Gibson  and  C. 


173 

R.  Arnold.  Chica»'o,  111.:  C.  A.  McLaughlin,  Cralesbiirg.  111.:  Samuel  S. 
Gray,  Hamilton,  111.:  William  Hill  and  James  F.  Crawford.  Warsaw,  111.; 
James  M.  Bishop,  Quinev,  111.,  and  A.  C.  Reed,  Chicago,  111.  Filed, 
June  4,  1890. 

Little  Wabash  Railway  Co.  From  Effingham.  Effingham  county.  111.,  to 
Carmi,  White  county.  111.  Office,  Clay  City,  111.  Capital  stock,  $1,500,000. 
Directors,  Edward  Austin,  Effingham,  111.:  Theron  Gould,  Georgetown,  111. 
C.  E.  Hitts,  Sailor  Springs,  111.;  John  B.  Hutchens,  Burnt  Prairie,  111.; 
J.  I.  McCauley  and  Israel  Mills,,  Clay  City,  111.:  Luther  Yohe.  Mt.  Erie, 
111.;  Nathaniel  Holderly,  Carmi,  111.,  and  James  Price.  Filed,  June  30. 
1890. 

The  Atlantic.  Mexican  and  Pacific  Railway  Co.  of  Illinois.  From  a 
point  on  the  Wabash  river  at  or  near  Merom,  Crawford  county.  111.,  west- 
wardly  through  the  counties  of  Crawford,  Jasper,  Effingham,  Clay,  Fay- 
ette, Marion,  Bond,  Clinton,  Madison  and  St.  Clair  to  or  near  East  St. 
Louis,  111.;  also  a  line  commencing  at  some  point  on  the  above  line  in 
Crawford  county,  thence  southwestwardly  through  the  counties  of  Crawford, 
Jasper,  Richland,  Clay,  Wayne,  Marion,  Jefferson,  Washington.  Perry  and 
Randolph  to  a  point  at  or  near  Chester,  111.  Office,  Robinson,  111.  Capi- 
tal stock.  $5,600,000.  Directors,  A.  Dale  Owen,  Philadelphia.  Pa.:  Henry 
Follett,  London.  England;  Marchial  Minkler,  I^etroit,  Mich.;  William  H. 
McCourtie.  Kalamazoo,  Mich.,  and  B.  F.  Bush,  Grand  Blanc.  Mich. 
Filed.  June  30,  1890. 


174 


GRAIN  INSPECTION  DEPARTMENT. 


TWENTIETH  ANNUAL  REPORT. 


Showing  tlie  transantions  of  the  Department  from  November  1, 
18S9,  to  October  3L  1890. 


Office  of  Chief  Inspector  of  Grain, 
Chicago,  ISTovember  1,  1890. 

Hon.  John  B.  Wheeler,  Chairman  Bailroad  and  Warehouse  Commission,  Spring- 
field, Illinois: 

Dear  Sir:— It  gives  me  pleasure  to  announce,  in  submitting  this,  the 
twentietli  annual  report  of  this  office  for  the  consideration  of  your  hon- 
orable board,  that  the  year  just  closed  has  been  the  most  prosperous  one 
in  the  history  of  the  department. 

The  record  of  1880,  which  for  ten  years  has  stood  out  prominently  upon 
the  face  of  our  reports,  now  falls  into  the  second  place. 

In  1880,  270,52-4  cars  and  1,022  canal  boats  brought  to  the  city  138,896,368 
bushels  of  grain.  This  number  of  cars  has  never  until  now  been 
reached,  although  in  1888  and  also  in  1889  the  number  of  bushels — owing 
to  the  increased  size  of  the  cars  in  use — was  greater. 

The  record  for  the  year  just  closed,  however,  shows  receipts  of  272,956 
cars  and  610  canal  boats,  containing  204,506,701  bushels  of  grain ;  being 
an  increase  of  2,432  cars  and  65,610,333  bushels  over  1880,  and  an  increase 
over  last  year, — which  was  the  largest  ever  before  known  in  actual  volume 
of  grain— of  30,836,254  bushels. 

THE  WORK   OF   THE  DEPARTMENT. 

The  relations  of  the  department  to  the  trade  and  to  the  general  public- 
have  been  unusually  satisfactory  during  the  year. 

The  number  of  appeals  from  the  decisions  of  the  inspectors  has  fallen 
off  about  one-half,  and  there  has  been  a  noticeable  absence  of  criticism 
and  complaint. 

These  facts,  as  well  as  the  many  commendations  whicli  have  come  to  me 
from  country  shippers,  board  of  trade  men  and  eastern  buyers  warrant 
me  in  the  belief  that  the  work  of  the  inspectors  on  the  tracks  and  in  the 
elevators  has  been  done  with  unusual  care,  fidelity  and  accuracy. 

This  is  more  noteworthy  from  the  fact  that  in  some  respects  the  work 
has  been  attended  with  more  difficulty  and  inconvenience  to  the  men  and 
with  greater  proijortionate  expense  to  the  department  than  ever  before. 

The  evident  improvement  in  the  work  of  the  department  is  due  in  a 
great  measure  to  the  wisdom,  vigilance  and   discretion  of  our  supervising 


175 

inspectors  whose  constant  attention  to  the  work  upon  the  tracks  has  re- 
sulted in  a  higher  standard  of  efficiency  and  to  a  greater  devotion  of  the 
men  to  the  work  in  hand. 

Their  detection  of  any  deviation  from  the  established  lines  and  their 
prompt  correction  of  all  errors  have  not  only  resulted  in  more  exact  jus- 
tice to  shippers,  but  have  almost  entirely  done  away  with  complaints  of 
unevenness  of  grading. 

The  inculcation  of  a  spirit  of  self-reliance  in  our  inspectors  and  a  stimu- 
lation of  their  professional  pride  by  a  judicious  system  of  promotions  and 
a  rigid  discipline  in  all  matters  involving  neglect  of  duty  or  disobedience 
of  orders  have  also  tended  largely  to  the  improvement  of  the  service. 

Each  man  has  been  made  to  realize  that  his  retention  in  his  position 
or  his  promotion  to  a  higher  one  depends  entirely  upon  his  own  qualiti- 
cations  and  his  fidelity  to  duty,  and  not  in  any  degree  upon  the  personal 
or  political  intiuence  he  may  be  able  to  command. 

The  character  of  the  service  required  of  an  inspector  and  the  very  deli- 
cate and  responsible  nature  of  his  duties  require  that  he  should  be  abso- 
lutely free  from  apprehension  as  to  the  tenure  of  his  office,  and  that 
he  should,  as  far  as  possible,  be  divested  of  every  interest  or  association 
that  would  divert  his  mind  from  the  constant  study  and  application 
necessary  to  substantial  success  in  his  profession. 


DEPART3IEXT   EXPENSES. 

That  the  necessity  for  larger  expenses  should  keep  pace  with  the  increase 
of  business  during  the  past  two  years  is  but  natural;  and  to  the  members 
of  your  honorable  board  who  have  been  familiar  with  the  necessities  of 
the  department  as  they  arose,  it  will  be  a  matter  of  congratulation  that 
our  expenses  have  been  confined  to  so  narrow  a  limit. 

The  letting  of  contracts  for  a  year's  supply  of  our  printing,  stationery, 
blank  books  and  certificates  to  the  lowest  bidder  has  effected  a  saving  of 
several  hundred  dollars  in  our  annual  expense,  and  has  served  to  offset  in 
some  degree  the  expansion  necessary  to  meet  the  demands  of  the  trade. 

A  distinguishing  feature  of  Chicago  business  methods  is  dispatch,  and 
it  is  a  matter  of  frequent  remark  that  in  no  other  grain  market  of  the 
country  are  returns  from  sales  as  promptly  remitted  as  here. 

The  rule  among  our  commission  men  is  that  sales  shall  be  made  and 
proceeds  remitted  the  day  the  grain  arrives. 

In  order  to  effect  this  very  desirable  object  it  is  essential  that  the  bulk 
of  the  work  on  the  tracks  shall  be  done  so  early  in  the  day  that  notices 
of  the  inspection  and  samples  of  the  grain  may  be  delivered  on  "Change  in 
time  for  that  day's  session,  and  that  the  work  of  the  office  shall  be  prac- 
tically over  by  the  time  for  closing  the  afternoon  mails. 

This  necessitates  a  complete  telephone  service  and  a  much  larger  force 
of  men  upon  the  tracks  and  in  the  office  than  would  be  required  to  da 
the  work  if  it  could  be  distributed  throughout  the  day. 

A  source  of  further  increase  of  expenditure  consequent  upon  present 
business  methods  was  laid  before  your  honorable  board  in  my  report 
for  1889,  and  need  not  be  recounted  here. 

I  allude  to  the  large  proportion  of  grain  transferred  at  junction  points 
from  western  to  eastern  cars  and  carried  on  "through  bills  of  lading'^ 
from  initial  points  to  the  seaboard. 

This  grain,  which  does  not  pass  through  Chicago  elevators,  is  almost  all 
sold  on  Chicago  certificates:  and  our  inspectors,  in  order  to  reach  it.  are 
obliged  to  visit  every  day  from  ten  to  twenty  of  these  junction  points  at 
long  distances  from  our  regular  inspection  stations  and  from  each  other. 
This  special  inspection  requires  the  services  of  three  and  often  four  track 
inspectors. 


17(3 

As  an  indication  of  tlie  extent  to  which  this  method  of  transportation 
is  carried  it  may  be  of  interest  to  note  that  during  last  year  hut  4G  per 
cent,  of  tlie  grain  passing  througli  the  liands  of  tlie  department  went  to 
tlie  elevators. 

The  work  of  the  office  has  been  very  largely  increased  also  in  the  mat- 
ter of  certificates.  But  a  few  years  ago  certificates  were  called  for  on  but 
a  small  per  centage  of  the  cars  inspected,  and  it  was  no  unusual  thing  to 
place  tliirty  to  fifty  cars  upon  one  certificate. 

ISTow  separate  certificates,  and,  in  a  majority  of  cases,  duplicates  are  re- 
quired upon  most  of  the  cars  inspected. 

Yet,  notwithstanding  the  circumstances  above  noted,  our  entire  expense 
including  every  expenditure  of  every  kind  for  inspection,  registration  and 
appeals  amounts  to  but  forty-one  one-hundredths  of  a  mill  per  bushel  of 
grain  inspected — a  point  reaclied  but  once  in  the  last  ten  years. 

REDUCTIOlSr    OF  FEES. 

When,  a  .year  ago,  your  honorable  board  reduced  the  fees  for  inspection 
on  arrival  from  tliirty-five  to  thirty  cents  per  car,  I  took  occasion  to  say, 
"In  regard  to  the  reduction  of  fees  for  inspection  on  arrival  from  thirty- 
five  cents  to  thirty  cents,  wisely  made  by  your  honorable  board  and  which 
goes  into  ellect  at  the  date  of  this  report.  I  can  only  repeat  in  substance 
what  I  said  in  my  letter  recommending  the  same,  that  while  owing  to  the 
unusually  large  receipts  during  the  past  two  years,  the  surplus  fund  of 
the  department  is  larger  than  necessary  to  pay  the  natural  deficit  in  its 
expenses  during  the  winter,  and  may,  therefore,  properly  be  returned  to 
the  country  shippers  in  the  form  of  a  reduction  of  fees,  yet  thirty  cents 
per  car  is  inadequate  to  tlie  maintenance  of  the  department  upon  a  basis 
of  thorough  efficiency;  and  I  am  convinced  that  within  a  year,  (or  a  year 
and  a  half  at  the  farthest)  it  will  be  found  necessary  to  restore  the  old 
rate." 

While  I  see  no  reason  in  the  general  situation  to  change  the  views  then 
expressed,  still  the  receipts  of  grain  liave  been  so  large  tliat  our  surplus 
has  slightly  increased  (notwitlistanding  the  reduction  in  rates):  and  as  it 
is  now  larger  than  is  necessary  for  the  ordinary  exigencies  of  the  depart- 
ment, I  respectfully  recommend  that  the  shippers  be  given  the  benetit  of 
the  unnecessary  surplus  by  a  reduction  of  the  rate,  on  and  after  December 
1,  to  twenty-flve  cents  per  car. 

SIZES  OF  CARS. 

In  all  comparisons  of  the  earlier  with  the  later  reports  of  tlie  depart- 
ment it  is  necessary  to  take  into  careful  account  the  average  loading  of 
the  cars  which  has  increased  since   1877  within  a  fraction   of  75  per  cent 

In  1877  the  average  contents  of  each  car  was  416  bushels:  in  1878,  -451 
In  1879,  460;  in  1880,  491;  in  1881.  520:  in  1882,  559:  in  1883,  572;  in  1884,  601 
in  1885,  608:  in  1886,  641;  in  1887,  673;  in  1888,  685;  in  1889,  684;  in  1890,  727 

From  the  above  figures  it  will  be  seen  that,  at  our  present  loading,  the 
rate  of  twenty-tive  cents  per  car  herein  recommended,  would  be  equiva- 
lent to  a  rate  of  but  fourteen  and  one-half  cents  per  car  if  the  average 
loading  of  1877  prevailed. 

IN  CONCLUSION. 

I  am  glad  to  be  able  to  say  that  during  the  year  the  members  of  our 
force  have,  as  a  rule,  discliarged  tlieir  duties  conscientiously  and  faithfully. 

I  wish  also  to  acknowledge  the  hearty  and  cordial  cooperation  with 
which  your  honorable  board  has  invariably  met  every  recommendation  for 
tlie  improvement  of  the  service,  the  maintenance  of  discipline  or  tlie 
preservation  of  the  rights  of  the  trade  and  the  public. 


177 

CLAIMS   FOR   DAMAGKS. 

A  question  of  great  importance  to  the  trade  and  one  a])out  whicli  great 
diversity  of  opinion  exists  is  that  of  the  liability  of  tlie  department  for 
errors  of  inspection. 

Tlie  unanimous  opinion  of  tlie  trade  is  that  tlie  injured  party  slioidd 
loolf  to  the  department  for  prompt  settlement  as  it  looked  to  the  P>oard  of 
Trade  when  that  body  had  control  of  the  inspection,  and  that  reimburse- 
ment of  the  department  funds  should  be  a  matter  of  adjustment  between 
the  Railroad  and  Warehouse  Commission  and  the  inspector. 

In  the  earlier  years  of  the  department — in  fact,  during  more  than  half 
of  its  existence,  successive  boards  of  Railroad  and  Warehouse  Commissioners 
took  this  view  of  the  matter.  Claims  were  promptly  paid  as  soon  as  sub- 
stantiated and  the  amounts  assessed  against  the  inspector  who  made  the 
error  when  the  liability  could  be  clearly  fixed,  and  treated  as  an  expense 
of  the  department  when  it  could  not. 

Later  boards,  however,  have  held  that  there  was  no  sufficient  warrant 
in  the  law  for  such  use  of  the  department  funds,  and  that  the  onlj^  re- 
course of  the  injured  party  lay  in  a  suit  upon  the  inspector's  bond. 

Without  discussing  the  relative  correctness  of  these  conflicting  opinions 
I  beg  leave  to  suggest  that  your  honorable  board  make  some  recommen- 
dation to  the  (xeneral  Assembly  soon  to  convene,  looking  to  a  clearer  pro- 
vision of  the  law  on  this  subject. 

As  a  rule  tiie  amounts  involved  in  any  one  of  these  claims  is  small, — so 
small  that  the  costs  of  a  suit  upon  the  bonds  of  an  inspector  would  be 
practically  prohibitory,  while  the  time  and  trouble  involved  in  its  col- 
lection would  l)e  so  great  that  the  injured  party  would  prefer  the  loss  to 
the  remedy. 

Then,  again,  in  a  large  proportion  of  these  claims  while  the  loss  and  the 
error  are  clearly  j^roven  it  is  impossible  to  fix  the  error  upon  a  particular 
inspector,  or,  having  done  so,  to  prove  his  negligence. 

Inasmuch  as  the  department  collects  the  fees  for  inspection,  the  trade 
looks  to  it  for  a  prompt  adjustment  of  its  losses,  and  rightfully  so. 

It  expects  us  to  make  good  any  grade  we  affix  to  its  grain,  and.  without 
this,  public  confidence  in  our  certificates  must  be  weakened. 

My  suggestion  is  that  your  honorable  board  recommend  an  amendment 
to  the  law  by  which  just  claims  may  be  promptly  paid  from  the  funds  of 
the  department,  leaving  it  to  the  Commission  to  assess  the  amounts,  or 
such  portion  of  them  as  may  be  deemed  best  for  purposes  of  discipline, 
against  the  inspectors. 

Very  respectfully  submitted, 

P.  Bird  Price, 

Chief  Inspector, 


—12  R.  R. 


178 


Exhibit  A— 1. 


Inspection  on  Arrival^By  Months. 


WiNTEE   Wheat. 

Months. 

White. 

Turkish. 

Long 
Ked. 

Ked  Winter. 

Total 

Caks. 

2 

3 

4 

1 

2 

S 

1 

2 

1 

2 

3 

4 

Not 
grad'd. 

November,  1889... 

■■"2 

11 
12 
10 
12 
23 
5 

17 
19 
12 
2() 
11 

2a 

5 
6 
2 
5 

18 
3 
7 
7 
7 

11 
8 

13 

i 

71 
73 
50 
34 
28 
42 
228 
107 
493 
645 
507 
304 

832 
403 
370 
310 
475 
343 
386 
209 
661 
820 
426 
313 

337 
176 
135 

97 
180 
123 
117 

49 
204 
308 
134 

96 

36 
31 

1 

6 

7 

10 

18 

7 

35 

87 

67 

38 

1,292 

December,  1889... 

1 
2 
2 

::::::i:::: 

702 

January,  1890 

1 

572 

February,  1890 

466 

March,  1890 

::::     s 

734 

April,  1890    

2 
15 
6 

2 
6 

7 
8 

"3 

1 

3 

1 

444 

1,415 

777 
406 

529 

May,  1890 

[ 

791 

June,  1890 

1 
1 

'i 

2 

1 

406 

July,  1890 

140 
651 
175 
144 

2,003 

August,  1890 

September,  1890... 
October,  1890 

3,971 
2,113 
1,345 

Total  cars 

48 

181 

92 

3 

3,055 

1,110 

2 

4 

2,582 

5,548 

1,956 

343 

14,924 

Total  estimated  bushel 

s 

8,999,172 

Exhibit  A — 2. 


Inspection  on  Arrival — By  Months. 


Speing 

Wheat. 

Mixed 
Wheat. 

Months. 

Colorado. 

Hard. 

2 

3 

4 

Not 
gra'd 

W 
2 

bite. 
3 

2 

3 

Total 

Cabs. 

2 

3 

2 

Novemlier,  1889 

1 
2 

2,718 
1,556 
470 
162 
19 
217 
706 
447 
153 
113 
361 
507 

785 
557 
327 
87 
163 
228 
312 
154 
103 
288 
757 
798 

328 
237 
264 
138 
169 
134 
123 
81 
65 
118 
120 
104 

28 
10 
6 
13 
14 
12 
16 
10 
14 
23 
12 
29 

3 

"i 

1 

■■"8 
3 

181 
107 
90 
50 
35 
27 
19 
14 
7 
18 
28 
39 

2 
3 

i 

5 
3 

5 
3 
1 

2 
28 
4 
4 
5 
8 
8 
9 
6 

4,051 

December,  1889. .. 

2,472 

January,  1890 

1,158 

February,  1890  . .. 



4 

466 

March,  1890    

428 

April,  1890 

622 

May,  1890 

1.184 

June,  1890 

712 

July,  1890 

350 

August,  1890 



1 

570 

September,  1890.. 

1 
13 

1,301 

October,  1890 

3 

1,505 

Total  cars  — 

14 

7 

4 

7,429 

4,559 

1.881 

187 

16 

615 

14 

8:^ 

14,809 

Total  estimate 

dbus 

hels 

8,929,827 

179 

Exhibit  A — 3. 

Inspection  on  Arrival — By  Months. 


COKN. 

Months. 

Yellow. 

White. 

2 

3 

4 

ISot 
Graded. 

Total 
Cabs. 

1 

2 

3 

2 

3 

November,  1889 

1,023 

306 

88 

146 

843 

598 

2,578 

2,180 

2,141 

2,479 

2,477 

2,298 

871 
2,446 
1,640 
1,423 
2,000 
1,499 
2,240 
1,678 
1,238 
1,086 
1,288 
1,292 

191 

57 
29 
41 
182 
176 
653 
676 
643 
427 
466 
422 

79 
200 
200 
243 
325 
433 
751 
460 
393 
287 
413 
403 

2,327 
1,092 
997 
887 
5,338 
2,663 
5,584 
5,643 
5,827 
4,761 
5,774 
3,874 

2,708 
5,896 

3,887 

814 
1,585 
1,673 

122 
139 
144 
193 

54 
40 
28 
115 
176 
19 
21 
64 

8,135 

December,  1889 

11,721 

January.  1890 

8,658 

February,  1890 

3,323 

1.736 

7,992 

March,  1890 

1 

6,920 
4,673 
2,732 
3,293 
2,621 
2,130 
3,139 
2,642 

1,178 

812 

1,028 

1,317 

1,175 

1,068 

980 

840 

16,841 

April,  1890 

10,894 

May,  1890 

1 

15,595 

June,  1890 

15,262 

July.  1890 

13,714 

August,  1890 

12,257 

September,  1890 

14,558 

October,  1890 

11,835 

Total  cars 

2,17,157 

18,601 

3,963 

4,187 

44,267 

43,964 

14.206 

1.115 

147, 462 

i 

Total  estimated  bushels 

91,278,978 

Exhibit  A— 4. 
Inspection  on  Arrival — By  Months. 


Oats. 

Total 
Caes. 

Rye. 

Months. 

White. 

2 

3 

5l 

1 

2 

3 

p. 

Total 
Cars, 

1 

2 

3 

November,  1889 

1,075 
1,156 
1,187 
1,302 
1,190 

1,824       561 
2,008       817 
1,861       831 
2,115       800 

292 
322 
247 
229 
225 
337 
519 
323 
336 
463 
426 
463 

18 
8 
6 

^6 
14 
43 
24 
39 
24 
56 
81 

3,770 
4,311 
4,132 
4,453 
3,961 
5,854 
11,628 
5,816 
4,922 
8,498 
7,301 
7,151 

51      354 

135 
150 
118 

65 
47 
83 
197 
137 
63 
94 
70 
67 

13 

2 
2 

T 
2 
3 
3 

21 
3 
4 
5 

14 

507 

December,  1889 

5 

"i 

401 
348 
281 
167 
189 
329 
237 
190 
472 
381 
328 

558 

468 

February,  1890      

347 

March,  1890       

1,766       774 

216 

April,  1890 

1,815 
4,143 
2,179 
1,893 
3,932 
3,274 
2,833 

2,638 
4,708 
2,420 
1,990 
2,894 
2,486 
2,856 

1,050 
2,214 

870 

664 

1,185 

1,059 

897 

276 

May,  1890 

1 

529 

June,  1890 

395 

July,  1890 

256 

August,  1890    

571 

September,  1890 

456 

October,  1890 

1 

409 

Total  cars 

2 

25,999  29,566'll, 722 

4,182 

326 

71,797 

12 

3,677 

1,226 

73 

4,988 

Total  estima'ed  bust 

els 

72 

,945.752 

? 

,012,752 

180 

Exhibit  A— 5. 

Inspection  on  Arrival— By  Months. 


Babley. 

Total 
Cabs. 

Gband 
Total. 

Cars  of  all 

Months. 

Bay 

Brew- 
ing. 

Cheva- 
lier. 

2 

3 

4 

5 

1 

2 

3 

2 

3 

kinds  of 
Grain. 

November  1889                      .  .  . 

4 
1 

1,265 
781 

1,000 
939 
613 
644 
478 
182 
26 

610 
531 

459 
400 
326 
295 
370 
198 
32 
222 
678 
839 

70 
68 
51 
39 
20 
28 
35 
35 
13 
11 
36 
66 

5 

17 

16 

20 

15 

5 

1 

7 

49 

97 

1,968 

1,387 

1,515 

1,395 

975 

987 

898 

422 

75 

1,214 

4.104 

4,036 

19,728 

December  1889                 

21,151 

16,503 

February  1890 

15,109 

March  1890                   1 

23,155 

April  1890        

19,162 

May,  1890 

30,625 

June  1890                   

2 
3 

23.013 

July  1890        . .           

21,320 

August  1890                            

12       962 
31    3,308 
30   3,001 

27.081 

September  1890                 

1 
1 

....1      1 
2!.... 

29.833 

October  1890    

26,281 

Total  ears 

2 

2       1 

83|]3.199 

4,960 

472 

257 

18,976 

272,9.56 

1        1 

IC 

,378,080 

198,544,561 

Exhibit  B — 1. 


Inspection  on  Arrival— By  Railroads. 


Winter  Wheat. 

llAILEOADS. 

White. 

Turkish. 

Long 
Red. 

Bed  Winter. 

Total 
Cabs. 

2 

3 

4 

1^      2 

3 

1 

2 

1 

2 

3 

4 

Not 
Grad'd 

C     B    &Q         

1 
3 
5 
2 

15 
5 

14 
5 

6 
11 

8 
3 

1 
1 

152 
304 
209 
132 

2 

104 

162 

91 

62 

2 

1 

'2 

317 

179 

402 

128 

13 

89 

95 

24 

219 

631 
313 

467 
463 

25 
416 
417 

68 

478 

3 

45 

862 

1,360 

139 
165 
197 
114 
4 

30 
216 

47 
178 

16 
17 
41 

24 

i 

60 
14 

7 

1,383 

C.,R.  I.  &P 

C.  &  A  .  .                  

1.162 
1,4.34 

111.  Cent 

933 

Galena  Div  C    &  N  W 

46 

Wis   Div   C   &  N  W 

23 

29 
2 
1 

67 
2 
6 
5 

30 

181 

25 
9 
1 

19 

1 

614 

196 

67 

1,001 

C    &E   I 

156 

C,  M   cV  St    r 

7 

39 

12 

1,026 

Wis   Cent 

5 

C,  St.  P.  &K.  C 

4 
5 
1 

92 

"i 

3 

286 

1,542 

194 

42 
421 
147 

1 

61 

268 

787 

54 
324 
488 

11 

83 
69 

510 

A    T   &  S   Fe 

1 
6 

48 

3,512 

Through  and  special.... 

3,082 

" 

2 

4 

Total  cars 

3,055 

1,110 

2,582 

5.548 

1,956 

343 

14,924 

181 


Exhibit  B— 2. 


Inspection  on  Arrival— By  Railroads. 


Spbing  Wheat. 

Mixed 
Wheat. 

Railkoads. 

Colo- 
rado 
Wheat. 

Hard 

o 

3 

4 

o 

Q 
>-t 

1 

White. 

2 

3 

Total 
Caks. 

2 

3 

2 

2 

3 

C.,B.  &  Q 

2 

2 

312 
296 

1,039 
215 

1 
162 
922 
169 

4 

839 

151 

8 

16 

323 

41 

2 

2 

227 

7 

109 

26 

130 

76 
12 

3 
1 

389 
58 

5 

6 

36 

5 

2,704 

C    E   I   &P 

738 

C   &  A 

14 

Ill   Cent  .                  

100 
169 

278 
3 

11 

18 

1 

4 

294 

Galena  Div.  C.  &  N.  W    ..     . 

3 

2 

42 
10 

l,4Kl 

Wis.  Div.  C.  &N.  W 

501 

Waba«h         

9 

C.  &E   I.            

2 

C,  M.  &  St.  P 

1 
8 
1 

2 

1 
2 

4 

i 

2;  761 

4 

237 

3 

3,266 

993 
46 

340 
15 

653 

34 

2 
3 
10 
20 

2 

46 

5 

30 

1 

4,100 

Wis   Cent                    

70 

C  ,  St   P    &K.  C 

4 

""i 

28 
16 
21 

727 

A.,T.  &  8.  Fe 

1 

2 

1 
1 

74 

Through  and  special     

1 

4,095 

Total  cars 

14 

7 

4 

7,429 

4,559 

1,881 

187 

16 

615 

14 

83 

14,809 

Exhibit  B— 3. 
Inspection  on  Arrival — By  Railroads. 


COEN. 

Railkoads. 

Yellow. 

White. 

2 

3 

4 

o 

& 

Total 
Caks. 

1 

2 

3 

2 

3 

C.,B.  &Q 

1 

3,821 

2,213 

859 

2,953 

1,618 

8 

.806 

14 

1,271 

4,506 

1,713 

929 

1,941 

1,408 

2 

756 

24 

7.32 

829 
361 
475 
672 

59 

6 

219 

18 
112 

666 
230 
281 
618 
143 
2 
455 
25 
88 

9.004 
10,309 

2,585 
2,  .588 
3,209 

1 
535 

9 
4.152 

12,017 

7,935 

1.460 

1,679 

3.160 

1 

778 

41 

2,587 

1 

2,691 

4,117 

7,497 

1,861 

986 
848 

1,876 

6C8 

1 

1.305 
126 
482 

52 

96 

42 

257 

21 

"123 

57 
46 

32,7.57 

23,844 

7  479 

C..R.I.&P 

C.  &  A 

111.  Cent 

12  584 

Gal.  Div.  C.  &N.  W 

10,286 
21 

Wis.  Div.  C.  &  N.  W 

Waba-h 

4,977 
314 

C.  &E.  I 

C,  M.  &St.  P 

9  470 

Wis.  Cent 

1 

C,  St.  P.  &  K.  C 

703 
1,0.58 
1,833 

474 
1,082 
5,034 

151 

449 
612 

1(18 

293 

1,278 

4,014 
5,843 
2,018 

286 

645 

5,122 

31 

47 

343 

8  458 

A.,T.  &S.  Fe 

13  534 

Through  and  special 

23,737 

Total  cars 

2 

17,157 

18,601 

3,963 

4,187  44  9.en 

43  964  14^06 

1,115 

147  462 

182 
Exhibit  B— 4. 
Inspection  on  Arrival— By  Railroads. 


Oats. 

Total 
Cabs. 

Rye. 

Eaileoads. 

White. 

2 

3 

i2! 

o 

p 
p- 
a. 

1 

2 

3 

o 

Total 
Caes. 

1 

2 

3 

0.,B.  &Q 

4,542 
3,446 

372 
1,655 
2,975 
1,517 

140 

4 

6,484 

2,7 '0 
5,491 

691 
2,002 
3,934 

744 

429 

60 

4,598 

81 

1.314 

765 
6,737 

1,610 
548 
496 

1,555 

1,051 

186 

193 

35 

1,365 

1 

566 

750 

3,366 

417 
486 

75 
402 
473 

60 
124 

46 
517 

10 

258 

186 

1,128 

37 

71 
19 

18 
48 
10 
8 
6 
47 

5 
14 
43 

9,326 

10,043 

1,653 

5,632 

8,482 

2,517 

894 

151 

13,011 

92 

2,957 

2,434 

14,605 

■"i 

2 
'"9 

880 

396 

98 

293 

453 

231 

56 

10 

642 

5 

99 

64 

460 

342 
221 
30 
71 
116 
22 
30 

20 

14 

2 

.... 

2 
3 

1,242 

C.  E.  I.  &  P 

1 

632 

C.  &  A 

130 

111.  Cent 

364 

Gal.  Div.  C.  &N.  W 

Wis.  Div.  C.  &N.  W.... 
Wabash 

1 

572 
255 
89 

C.  &E.I 

8       2 

20 

C.  M.  &  St.  P  

132 

2 

69 

30 

153 

5 

1 

.... 

22 

788 

Wis.  Cent 

8 

C.  St.  &K.  C 

814 

719 

3,331 

168 

A.,  T    &  S.  Fe             

95 

625 

2 

25,999 

29,566 

11,722 

4,182 

326 

71,797 

12 

3,677 

1,226 

73 

4,988 

Exhibit  B  —  5. 


Inspection  on  Arrival— By  Railroads. 


Baeley. 

0 
1 

0,01  B 
CO        P- 

00^ 

Eaileoads. 

Bay 

Brow- 
ing. 

Chev- 
alier. 

2 

3 

4 

5 

0 
f 

2 

3 

2 

3 

TO     0 

C,  B.  &Q 

17 

24 

1 

a53 

1,213 

5 

8.37 

3.559 

2,628 

2 

302 

637 

5 

1,111 

906 

382 

7 

43 
108 

6 
31 

1,021 

2,013 

11 

2,025 

4,537 

3,171 

9 

2 

4,779 

149 

491 

11 

757 

48,433 

C.,B.  I.  &  P 

38,432 

0  &  A 

10,721 

III.  Central 

69 
46 
48 

8 

17 

110 

21,832 

Gal.  Div.  C.  &N.  W 

9 
3 

25,404 

Mo.  Div.  C.  &  N.  W 

7,079 

Wabash .           

7,039 

C.&E.I 

2 

78 
2 
3 

■"■■73 

645 

CM.  &  St.  P 

3 

3,617 

113 

310 

6 

256 

1,008 

29 

177 

5 

391 

33,174 

Wis.  Central 

2 

2 

1 

325 

C,  St.  P.  &K.  C 

1 

13,311 

A.,T.  &S.Fe 

19,660 

Through  and  special 

25 

73 

12 

46,901 

Total  cars 

2'      2 

1 

83 

13,199 

4,960 

472 

257 

18,976 

272,956 

183 


Exhibit  C. 


Inspection  on  Arrival — By  Canal  and  Lake — Bushels. 


Winter  Wheat. 

Spring  Wheat. 

Months. 

Turk- 
ish. 

Eed  Winter. 

Total 
bush- 
els. 

2 

3 

Total 

3 

2 

3 

4 

Not 
graded 

bush- 
els. 

November,  1889 

4,296 
7,964 

■7,'460 

5,000 

9,296 
15,364 

17,526 

December,  1889  

61,966 

March  1890    

17,526 

April,  1890 

53,102 

18,800 

400 

53,502 
18,800 

97,869 
104,994 

97,869 

May.  1890 

24, 873 

129,867 

June,  1890 

... 

16,250 

9,079 
58,100 

2^,329 

July,  1890    

58, 100 

August,  1890 

8,000 
7,500 

8,000 
14,971 
6,941 

Sept  mber,  1890 

7,47i 
3,641 

October,  1890 

3,300 

Total  bushels  .. 

15,500 

12,260 

90,414 

5,400 

3,300 

126,874 

298,605 

92,052 

390,657 

Exhibit  C  —  Continued . 
Inspection  on  Arrival — By  Canal  and  Lake — Bushels. 


Corn. 

Months. 

Yellow. 

White. 

2 

3 

4 

Not 
graded 

Total 
bush- 
els. 

2 

3 

2 

3 

November,  1889 

84,150 

16,500 
4,500 

75,411 
203,954 
227,800 

52,000 
128,528 
169,553 
187,700 
102,565 

100,650 

December,  1889  . . . 

4,500 

March,  1890 

75,411 

April.  1890 

3,500 

149,891 

19,900 

900 

1,800 

27,264 
76,029 

'6,"  705 

.377,245 

May,  1890 

5,700 
4,200 

234,400 

June,  1890 

31,511 

23,035 
42,402 

8,100 
68,500 

8,500 

354,717 
371,143 

348,509 
49s, 762 
262,400 

467,263 

July.  1890 

569,337 

August,  1890 

44,777 
80,536 
10,100 

653,673 

September,  1890 

835,498 

October,  1890 

6,100 

5,000 

394,665 

Total  bushels. 

166,924 

154,037 

9,900 

6,100 

2,069,572 

1,168,511 

125,893 

11,705 

3,712,&42 

184 

Exhibit  C — Continued. 

Inspection  on  Arrival — By  Canal  and  Lake  —  Bushels. 


Oats. 

Eye. 

Months. 

White. 

2 

3 

Total 
bush- 
els. 

2 

3 

Total 
bush- 
els. 

Grand 
total 
bush- 

2 

o 

els. 

November,  1889 

35,500 

17,000 

2,000 

54,500 

5,585 

5,585 

170,031 
81  830 

December.  1889 

March.  1890 

18,970 

5.347 
66,000 
130,500 
74,450 
12,700 
18,600 
30,200 
14,000 

70,222 

1,600 

119,393 

16,500 

12,800 

'  '2i,'.566 

'8,"606 
'i,'766 

94,539 

76.200 

645.320 

407,382 

187  476 

April,  1890 

is, 300 
19,550 
22, 490 

"'i25 

13,300 
19,675 
22,490 
11,259 

618  116 

May.1890 

June,  1890 

395,427 
316,432 
175,519 
71,500 
23,130 

1,048,062 
922,464 
839,715 
753, 473 

July.1890 

August,  1890 

201,019 
91.800 

11,259 

September,  1890 

October.  1890 

74.830 
14,000 

68 

68 

925,367 
415,606 

Total  bushels  — 

1,000,978 

387,297 

259,015 

12,300 

1,659,590 

66,667 

5,710 

72,377 

5,962,140 

Total  number  of  boats 

610 

Exhibit  D. 
Inspection  from  Store. 


Winter 
wheat. 

Bushels. 

Spring 
wheat. 

Bushels. 

Corn. 
Bushels. 

Oats. 
Bushels. 

Eye. 
Bushels. 

Barley. 
Bushels. 

Total. 
Bushels. 

November,  1889.. 
December.  1889.. 
January,  1890  — 
February,   1890., 

March.  1890 

April.' 1890 

May  1890 

585,821 
128,802 
157,3!>1 
161,385 
396,540 
253,670 
143.448 
270,353 
421.397 
787,529 
236.441 
565,691 

95,583 
221,976 
313,978 
482. 496 
299,033 
431,864 
131,822 
153,731 
817,931 
321,621 
587,889 
232,647 

3,843,186 

650,160 

231.438 

323.229 

1.541,851 

8,595.147 

6,467,687 

7,233.948 

8,286.837 

6.262,793 

7.394,220 

6,455,038 

2,030,714 

329.276 

3-7,297 

162,056 

189,506 

1,451,870 

3,736,412 

3,810,929 

1,210,394 

986,034 

1.405,709 

1,139,646 

247,754 

123,233 

71,782 

14,244 

83,726 

245,850 

277,580 

303,305 

114,454 

26.223 

67,904 

90,198 

337, 123 
120,326 
160,792 
113,126 

98,100 
127,863 
117,985 

82,304 
1.720 
4,459 

82,281 
507,760 

7,140,181 
1.573.773 
1.3-22, 678 
1,256.536 
2,608,756 
11.106,264 
10,874,934 

June,  1890 

July,  1890 

11.854,570 
10,852,733 

August,  1890 

September,  1890.. 
October.  1890.... 

8,388,559 
9,774,444 
8.990,980 

Total 

4,108,468 

4,090,471 

57,285,534 

16,839,843 

1,666,253 

1,753.839 

85,744, 40S 

185 

Exhibit  E. 
Financhil  Statement. 


Inspection 
Fees  Earned. 

Commissions 
paid  Rail- 
roads   and 
Elevators. 

Total  Cash 
Received. 

Disburse- 
ments   for 
Expenses. 

Bank 
Balance. 

November,  1889... 
December,  1889... 

January,  1890 

February,  1890.... 

March,  1890 

April,  1890 

S9,540  70 
7.108  88 
5,607  62 
5, 129  53 
8,105  95 
11,482  52 
14,964  56 
13,144  00 
12,225  22 
12.531  08 
14,189  14 
12,622  69 

9736  66 
442  52 
257  73 
187  69 
176  64 
373  10 
517  02 

640  85 
628  92 
561  14 
556  80 

641  72 

914,023  01 

9,489  48 
7,088  32 
5,231  04 
4,977  31 
8,441  13 
10,973  14 
13,810  71 
12,950  94 
11,680  85 
11,823  87 
13,432  51 

910.831  04 
10,168  82 
9,920  78 
10,228  73 
9,662  20 
9,483  70 
9,402  51 
9,641  25 
10,100  91 
9,940  83 
9,887  63 
9,897  92 

959,728  80 
59,049  46 
56,217  00 
51,219  31 
46,534  42 
45,491  85 

May,  1890 

47,062  48 

June,  1890 

51,231  94 

July,  1890 

54,081  97 

August,  1890 

September,  1890.. 
October,  1890 

.55,821  99 
57,7.58  23 
61,292  82 

Totals 

9126,651  89 

95,720  79 

9123,922  31 

8119,166  32 

P.  Bird  Price,   Chief  Inspector, 

IN  ACCOUNT  WITH    ILLINOIS  STATE   GRAIN   IN.SPECTION  DEPARTMENT. 


November  1,  1889.. 
October  31,  1890.... 
October  31,  1890.... 
October  31,  1890.... 
October  31,  1890.... 


To  balance  on  hand  as  per  last  report 

To  cash  received  during  the  year  as  shown  above 

By  expense  Inspection  Department 

By  expense  Registration  Office 

By  expense  Committee  of  Appeals 

By  balance  on  hand 

Total 


856,536  83 
123,922  31 


),459  14 


999,868  36 

14,566  31 

4,731  65 

61,292  82 


8180,459  14 


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188 


RULES 

GOVERNING    THE  INSPECTION  OF  GRAIN  IN    THE    CITY 
OF  CHICAGO,  STATE  OF  ILLINOIS. 

In  Force  December  1,  1890. 


Rule  1.— Winteu  Wheat. 

'No.  1  White  Winter  Wheat — shall  he  pure  White  Winter  Wheat,  or  Red 
and  White  mixed :  sound,  plump,  and  well  cleaned. 

No.  2  White  Winter  Wheat— shall  be  White  Winter  Wheat,  or  Red  and 
White  mixed ;  sound  and  reasonably  clean. 

No.  3  White  Winter  Wheat— shall  include  White  Winter  Wheat,  or  Red 
and  White  mixed,  not  clean  and  plump  enough  for  No.  2,  but  weighing 
not  less  than  flfty-four  pounds  to  the  measured  bushel. 

No.  4  White  Winter  Wheat — shall  include  White  Winter  Wheat,  damp, 
musty,  or  from  any  cause  so  badly  damaged  as  to  render  it  unfit  for  No.  3. 

No.  1  Long  Red  Winter  Wheat — shall  be  pure  Red  Winter  Wheat  of  the 
long-berried  varieties:  sound,  plump,  and  well  cleaned. 

No.  2  Long  Red  Winter  Wheat — shall  be  of  the  same  varieties  as  No. 
T.  sound  and  reasonably  clean. 

Turkish  Red  Winter  Wheat— The  grades  of  Nos.  1.  2  and  3  Turkish 
lied  Winter  Wheat  shall  correspond  with  the  grades  of  Xos.  1,  2  and  3 
lied  Winter  Wehat,  except  that  they  shall  be  of  the  Turkish  variety. 

In  case  of  mixture  of  Turkish  Red  Winter  Wheat  with  Red  Winter 
Wheat,  it  shall  be  graded  according  to  the  quality  thereof,  and  classed  as 
Turkish  Wheat. 

No.  1  Red  Winter  Wheat— shall  be  i)ure  lied  Winter  Wheat  of  both 
light  and  dark  colors,  of  the  shorter-berried  varieties:  sound,  plump,  and 
well  cleaned. 

No.  2  Red  Winter  Wheat— shall  be  lied  Winter  Wheat  of  both  light 
and  dark  colors ;  sound  and  reasonably  clean. 

No.  3  Red  Winter  Wheat— shall  inchide  Red  Winter  Wheat  not  clean 
and  plump  enough  for  No.  2,  but  weighing  not  less  than  fifty-four  pounds 
to  the  measured  bushel. 

No.  4  Red  Winter  Wheat— shall  include  lied  Winter  Wheat,  damp, 
musty,  or  from  any  cause  so  badly  damaged  as  to  render  it  unfit  for  No.  3. 

In  case  of  the  mixture  of  Red  and  White  Winter  Wheat,  it  shall  be 
graded  according  to  the  quality  thereof,  and  classed  as  White  Winter 
Wheat. 


189 

jS'o.  1  Colorado  Wheat — shall  be  sound,  plump  and  well  cleaned. 

No.  2  Colorado  Wheat — shall  be  sound,  reasonably  clean,  and  of  good 
milling  quality. 

No.  .3  Colorado    Wheat— shall   include    Colorado    Wheat,  not    clean    and 
plump  enough  for  No.  2,  but  weighing  not  less  than  tifty-foui-  pounds  to 
•  the  measured  bushel. 

Rule  2. — Spring  Wheat. 

No.  1  Hard  Spring  Wheat— shall  be  sound,  plump,  and  well  cleaned. 

No.  2  Hard  Spring  Wheat — shall  Ije  sound,  reasonably  clean,  and  of  good 
milling  quality. 

No.  1  Spring  Wheat — shall  l)e  sound,  plump,  and  well  cleaned. 

No.  2  Spring  Wheat — shall  l)e  sound,  reasonably  clean,  and  of  good 
milling  quality. 

No.  3  Spring  Wheat — shall  include  all  inferior,  shrunken  or  dirty  Spring 
Wheat,  weighing  not  less  than  fifty-three  pounds  to  the  measured  bushel. 

No.  i  Spring  Wheat — shall  include  Spring  Wheat  damp,  musty,  grown, 
badly  bleached,  or  for  any  cause  which  renders  it  unfit  for  No.  3. 

White  Spring  Wheat — The  grades  of  Nos.  1.  2  and  3  White  Spring 
Wheat  shall  correspond  with  the  grades  of  Nos.  1.  2  and  3  Spring 
Weat,  except  that  they  shall  be  of  the  White  variety,  or  shall  contain 
5  per  cent.,  or  more,  of  such  White  Wheat. 

Black  Sea  and  Flinty  Pfife  Wheat — shall  in  no  case  be  inspected  higher 
than  No.  2.  and  Rice  Wheat  no  higher  than  No.  4. 

Rule  2*. — Mixed  Wheat. 

The  grades  of  Nos.  2  and  3  Mixed  Wheat  shall  be  equal  in  quality  t<j 
the  grades  of  Nos.  2  and  3  Red  Winter  Wheat,  except  that  they  shall  in- 
clude mixtures  of  Spring  and  Winter  Wheat. 

Rule  3. — Corn. 

No.  1  Yellow  Corn — shall  be  yellow,  sound,  dry,  plump  and  well  cleaned. 

No.  2  Yellow  Corn — shall  be  three-fourths  yellow,  dry,  reasonably  clean, 
but  not  plump  enough  for  No.  1. 

No.  3  Yellow  Corn — shall  be  three-fourths  yellow,  reasonably  dry  and 
reasonably  clean,  but  not  sufficiently  sound  for  No.  2. 

No.  1  White  Corn — shall  be  .sound,  dry.  plump,  and  well  cleaned. 

No.  2  White  Corn — shall  be  seven-eighths  white,  dry,  reasonably  clean, 
but  not  plump  enough  for  No.  1. 

No.  3  White  Corn — shall  be  seven-eighths  white,,  reasonably  dry  and 
reasonably  clean,  but  not  surticiently  sound  for  No.  2. 

No.  1  Corn — shall  be  Mixed  Corn,  of  choice  quality,  sound,  dry,  and  well 
cleaned. 

No.  2  Corn — shall  be  Mixed  Corn,  dry.  reasonably  clean,  but  not  good 
enough  for  No.  1. 

No.  3  Corn — shall  be  Mixed  Corn,  reasonably  dry  and  reasonably  clean, 
but  not  sufficiently  sound  for  No.  2. 

No.  4  Corn — shall  include  all  Corn  not  wet  or  in  heating  condition  that 
is  unfit  to  grade  No.  3. 


190 

Rule  4. — Oats. 

No.  1  White  Oats — shall  be  white,  sound,  clean,  and  reasonably  free 
from  other  grain. 

No.  2  White  Oats — shall  be  seven-eighths  white,  sweet,  reasonably  clean, 
and  reasonably  free  from  other  grain. 

No.  3  White  Oats — shall  be  seven-eighths  white,  but  not  sufficiently 
sound  and  clean  for  No.  2. 

No.  1  Oats — shall  be  Mixed  Oats,  sound,  clean,  and  reasonably  free  from 
other  grain. 

No.  2  Oats — shall  be  sweet,  reasonably  clean,  and  reasonably  free  from 
other  grain. 

No.  3  Oats — shall  be  all  Oats  that  are  damp,  unsound,  dirty,  or  from 
any  other  cause  unfit  for  No.  2. 

Rule  '>. — Rye. 

No.  1  Rye— shall  be  sound,  plump  and  well  cleaned. 

No.  2  Rye — shall  be  sound,  reasonal^ly  clean,  and  reasonably  free  from 
other  grain. 

No.  3  Rye — All  Rye  damp,  musty,  dirty,  or  from  any  cause  unfit  for  No. 
2,  shall  be  graded  as  No.  3. 

Rule  6. — Bakley. 

No.  1  Barley — shall  be  plump,  bright,  clean,  and  free  from  other  grain. 

No.  2  Barley — shall  be  sound,  of  healthy  color,  not  plump  enough  for 
No.  1,  reasonably  clean  and  reasonably  free  from  other  grain. 

No.  3  Barley — shall  include  slightly  shrunken  and  otherwise  slightly 
damaged  Barley,  not  good  enough  for  No.  2. 

No.  4  Barley — shall  include  all  Barley  tit  for  malting  purposes,  not  good 
enough  for  No.  3. 

No.  5  Barley — shall  include  all  Barley  which  is  badly  damaged,  or  from 
any  cause  unfit  for  malting  purposes,  except  that  Barley  which  has  been 
chemically  treated  shall  not  be  graded  at  all. 

Scotch  Barley— The  grades  of  Nos.  1,  2  and  3  Scotch  Barley  shall  corre- 
spond in  all  respects  with  the  grades  of  Nos.  1,  2  and  3  Barley,  except 
that  they  shall  be  of  the  Scotch  variety. 

Bay  Brewing  Barley — The  grades  of  Nos.  1,  2  and  3  Bay  Brewing  Barley 
shall  conform  in  all  respects  to  the  grades  of  Nos.  1,  2  and  3  Barley,  ex- 
cept that  they  shall  be  of  the  Bay  Brewing  variety  grown  in  the  territories 
and  on  the  Pacific  Coast. 

Chevalier  Barley— The  grades  of  Nos.  1,  2  and  3,  Chevalier  Barley  shall 
conform  in  all  respects  to  the  grades  of  Nos.  1,  2  and  3  Barley,  except 
that  they  shall  be  of  the  Chevalier  variety  grown  in  the  territories  and  on 
the  Pacific  Coast. 

Rule  7. 

The  word  "new"  shall  be  inserted  in  each  certificate  of  inspection  of  a 
newly  harvested  crop  of  Oats  until  the  15th  of  August ;  of  Rye  until  the 
1st  day  of  September;  of  Wheat  until  the  1st  day  of  November,  and  of 
Barley  until  the  1st  day  of  May  of  each  year.  This  change  shall  be  con- 
strued as  establishing  a  new  grade  for  the  time  specified,  to  conform  in 
every  particular  to  the  existing  grades  of  grain,  excepting  the  distinctions 
of  "new'"  and  "old." 


191 


llULE   8. 


All  grain  that  is  warm,  or  that  is  in  a  heating  condition,  or  is  other- 
wise nnflt  for  warehousing,  shall  not  be  graded. 

Rule  9. 

All  inspectors  shall  make  their  reasons  for  grading  grain,  when  neces- 
sary fully  known  by  notations  on  their  books.  The  weight  alone  shall 
not  determine  the  grade. 

Rule  10. 

Each  inspector  is  recjuired  to  ascertain  the  weight  per  measured  bushel 
of  each  lot  of  wheat  inspected  by  him,  and  note  the  same  on  his  book. 


Rule  I. — Hours  of  Sekvice. 

Assistant  Inspectors  and  Helpers  will  be  at  their  posts  and  ready  for 
business  at  the  railroad  tracks,  or  at  the  elevators  to  which  they  are  as- 
signed, from  7  o'clock  A.  M.  until  6  o'clock  P.  M.  of  each  day,  from  the 
15th  day  of  March  to  the  15th  day  of  November,  and  from  8  o'clock  A.  M. 
until  5  o'clock  P.  M.  during  the  remainder  of  the  year. 

Rule  II.— Earller  Hours. 

When  the  receipts  are  large  and  the  interests  of  the  trade  require  an  earlier 
inspection,  all  Assistant  Inspectors  and  Helpers  assigned  to  duty  on  the 
track  will  begin  work  at  as  early  an  hour  as  practicable. 

Rule  III.— Evening  Work. 

Inspectors  stationed  at  elevators  will,  when  necessary  to  complete  the 
cargo  or  shipment  upon  which  they  may  be  engaged,  remain  on  duty  as 
late  in  the  evening  as  they  can  see  to  inspect  grain  safely. 

Rule  IV. — Wet  Weather  and  Darkness. 

No  Inspector  stationed  at  an  elevator  is  authorized  to  inspect  out  of 
store  after  dark  or  in  wet  weather,  except  on  receipt,  personally,  or 
through  the  office  of  the  Chief  Inspector,  of  an  order  written  upon  the 
printed  blanks,  furnished  by  the  Department,  filled  and  signed  by  the  owner 
of  the  grain,  or  his  authorized  agent,  relieving  such  inspector  of  all  responsi- 
bility for  damage  which  may  be  caused  by  such  wet  weather,  or  loss  by 
such  errors  as  are  liable  to  occur  by  reason  of  darkness ;  but  in  every  case 
the  Inspector  must  be  personally  present  when  the  grain  is  actually  de- 
livered on  board,  making  his  report  of  the  inspection  after  such  actual 
delivery. 

The  Chief  Inspector  of  Grain  is  hereby  authorized  to  collect  on  and  after 
November  1,  1889,  on  all  grain  inspected  under  his  direction  as  follows: 

For  in-inspection,  25  cents  per  car-load ;  10  cents  per  wagon  or  cart  load; 
40  cents  per  1,000  bushels  from  canal  boats;  i  of  1  cent  per  bushel  from 
bags. 

For  out-inspection,  50  cents  per  1,000  bushels  to  vessels;  35  cents  per 
car-load  to  cars:  35  cents  per  car-load  to  teams:  or  10  cents  per  wagon 
load  to  teams. 

P.  Bird  Price,  Chief  Inspector. 


192 

Extract  From  the  Rules 

pkbscrired  by  the  board  of  railroad  and  avarehouse  commissioners 
for  the  administration  of  the  departments  of  grain  inspec- 
tion and  avareholtse  registration  in  the  city  of  chi- 
CAGO, AND  IN   FORCE   FROM   AND   AFTP:R   DEC.  3,  3887. 

^0  claim  for  damages  on  account  of  error  in  tlie  inspection  of  any  lot 
of  grain  (except  grain  inspected  from  public  warehouses  in  accordance  with 
law)  will  be  entertained  or  allowed  by  the  Board  of  Railroad  and  Ware- 
house Commissioners,  unless  complaint  of  such  inspection  shall  be  made 
to  the  Chief  Inspector  before  the  grain  in  question  shall  l)e  removed  from 
the  car  in  which  it  is  inspected,  or  before  it  shall  leave  the  jurisdiction 
of  the  Department. 

Grain  transferred  from  the  car  in  which  it  was  inspected  to  another, 
must  be  inspected  after  transfer,  to  entitle  the  owner  to  have  any  claim 
arising  thereunder  considered  by  the  Board  of  Railroad  and  Warehouse 
Commissioners. 


193 


REPORT  OF   WAREHOUSE  REGISTRAR. 


Office  of  Warehouse  Kegistrab, 
Chicago,  III.,  November  1,  1890. 

Hon.  John  R.   Wheeler.  Chairman  Railroad  and  Warehouse  Commission,  Spring- 
field., Illinois: 

Dear  Sir:  I  have  the  honor  to  submit  the  following  report  of  the 
operations  of  this  department  during  the  year  ending  the  31st  day  of 
October,  1890,  and  to  invite  your  attention  to  the  information  furnished 
by  the  tabular  statements  herewith  presented  for  the  consideration  of 
your  honorable  board. 

Exhibit  "D"  shows  a  comparative  statement  of  the  amout  of  grain  re- 
ceived into  store  by  the  public  warehouses  of  Chicago,  from  1882  to 
1890,  both  inclusive,  and  while  it  does  not  show  a  gain  over  the  remarkably 
prosperous  year  of  1889,  it  establishes  the  fact  of  the  continued  popularity 
of  our  system  of  inspection  and  warehousing  of  grain,  by  showing  an  ex- 
cess of  receipts  into  store  over  the  average,  for  the  past  eight  years,  of 
16,898,472  bushels,  and  an  excess  of  shipment  out  of  store  over  average 
covering  same  period  of  16,374,971  bushels. 

As  it  frequently  occurs  that  the  managers  of  warehouses  find  them- 
selves short  on  certain  kinds  and  grades  of  grain,  necessitating  the  pur- 
chase of  a  sufficient  amount,  which,  with  stocks  in  store,  will  satisfy  out- 
standing receipts,  and  in  other  cases  finding  themslves  in  possession  of  an 
accumulation  in  excess  of  such  an  amount  as  to  satisfy  the  receipts  for 
certain  grades,  necessitating  application  to  your  honorable  board  through 
this  office  for  permission  to  issue  and  have  registered  warehouse  receipts 
for  such  overage,  I  desire  to  renew  the  recommendations  in  my  reports  for 
the  years  1886-87-88-89  on  the  subject  of  an  annual  weighing  over  of  all 
grain  in  store  in  public  warehouses  of  class  "A"  as  often  as  once  during 
each  year,  at  such  times  as  when  stocks  in  store  are  so  low  as  to  not  ser- 
iously inconvenience  the  business  of  such  warehouses. 

On  the  21st  day  of  March  last,  your  honorable  board,  through  Secretary 
Paddock,  instructed  me  to  notify  the  proprietors  of  public  warehouses, 
that  in  your  opinion  they  should  file  separate  bonds  in  the  sum  of  $10,000 
for  each  warehouse  operated  by  them,  and  that  if  they  had  not  hereto- 
fore complied  with  this  provision  of  the  law  they  were  requested  to  do  so 
at  once. 

Following  your  instructions,  on  the  26th  day  of  March  I  completed  the 
notification  to  all  proprietors  controlling  more  than  one  elevator,  and 
was  immediately  informed  that  the  request  was  in  the  line  of  a  greater 
security  to  the  public  and  would  be  most  cheerfully  complied  with. 

I  am  pleased  to  say  copies  of  the  new  bonds,  certified  by  Henry  Best, 
Clerk  of  the  Circuit  Court  of  Cook  county,  have  been  filed  in  this  office 
by  all  firms  affected  by  your  order,  in  conformity  with  law.    ■ 

—13  R.  R. 


194 

CHANGE    OF    FIRMS. 

The  Munger  Wheeler  Elevator  Co.  changed  to  "'City  of  Chicago  Graij 
Elevators,  Limited,"  under  the  management  of  P.  B.  Weare.  The  elevators 
controlled  by  this  tlrm  are  Union,  City,  Fulton,  Air  Line,  Galena,  Iowa 
and  St.  Paul,  with  a  total  storage  capacity  of  5,590,000  bushels. 

The  Rock  Island  A.  &  B.  Elevators,  heretofore  managed  by  Flint,  Odell 
&  Co,,  are  now  controlled,  the  "A"  house  by  Chas.  Counselman  &  Co., 
and  the  "B"  house  by  C.  B.  Congdon  &  Co. 

The  National  and  St.  Louis  Elevators,  operated  by  D.  L.  Seymour  & 
Co.,  changed  to  National  Elevator  and  Dock  Co. 

STORAGE  CAPACITY. 

Total  storage  capacity  of  Chicago  elevators  October  1,  1889,  was  28,970,- 
000  bushels.  During  the  year  covered  by  this  report  that  amount  has- 
been  decreased  630,000  bushels  by  the  withdrawal  of  the  ISTorthwestern 
and  Sibley  "B"  Elevators,  which  are  now  operated  as  cleaning  houses,  and 
not  licensed  as  public  warehouses. 

The  total  storage  capacity  at  this  time  of  the  twenty-flve  public  ware- 
houses being  28,340,000  bushels. 

RECEIPTS. 

Total  amount  of  all  kinds  of  grain  received  into  store  during  the  year, 
in  warehouses  of  class  "A,"  as  presented  in  Exhibit  ''A"-7,  was  83,- 
521,4.33  bushels,  from  125,502  cars,  439  canal  boats,  and  6  vessels. 

The  receipts  for  1,372  cars,  six  canal  boats  and  one  vessel  included  in 
above  totals  were  not  presented  for  registration. 

A  comparison  of  receipts  into  store  during  the  year  with  the  preceding 
year,  1889,  shows  a  decrease  of  23,032  cars  and  twenty-six  canal  boats,  ag- 
gregating a  total  decrease  of  15,114,429  bushels. 

SHIPMENTS. 

Total  amount  of  all  kinds  of  grain  shipped  out  of  store  during  the  year 
was  85,895,930  bushels.  A  decrease  of  15,810,300  from  the  total  of  ship- 
ments during  the  year  1889. 

INSPECTION. 

Total  number  of  cars  graded  by  the  Inspection  Department  during  the 
year  was  272,956,  an  increase  of  23,073  cars  over  number  inspected  during 
the  year  1889;  125.502  being  the  total  number  received  into  store,  the  re- 
maining 147,454  cars  was  either  sold  on  track  or  shipped  to  seaboard  with- 
out transfer  to  elevators. 

CAR   AVERAGES. 

The  following  will  show  the  average  number  of  bushels  of  each  kind  of 
grain  received  from  cars  during  the  year: 


Wheat. 
Corn.  . 
Oats... 
Rye.... 
Barley . 


603  bushels 
619 
1,016 
604 
647 


195 

APPEALS. 

Your  Committee  of  Appeals  to  which  was  referred  967  cases  during  the 
year  sustained  the  inspection  of  the  department  in  451  cases,  and  raised 
the  grade  from  that  of  the  original  inspection  in  516  cases. 

A  decrease  from  total  number  of  appeals  taken  during  the  year  1889,  of 
864  cases.  This  showing  is  proof  of  the  continued  and  increased  efficiency 
of  the  inspectors. 

AMENDED  RULES. 

Upon  my  recommendation,  your  honorable  board  on  the  17th  day  of 
January  last,  adopted  the  following,  which  has  been  in  force  since  that 
date: 

Amend  rules  for  the  government  of  the  Committee  of  Appeals  estab- 
lished by  the  Board  of  Railroad  and  Warehouse  Commissioners,  and  in 
force  from  and  after  ISToYember  1.  188!).  bv  inserting  therein  the  following 
after  Ptule  III.: 

KULE   IV. 

1.  When  an  appeal  has  been  taken  upon  any  car  of  grain,  and  the  Com- 
mittee of  Appeals  has  been  unable,  after  proper  search,  to  find  said  car 
upon  the  day  such  appeal  is  taken,  it  shall  Ije  the  duty  of  said  committee 
to  make  diligent  search  for  such  car  in  the  proper  yards  on  the  first  busi- 
ness day  thereafter,  and  if  not  then  found,  the  appellant  may  withdraw 
the  appeal  and  the  deposit  made  thereon,  but  not  before. 

2.  When  it  shall  occur  that  the  appellant  gives  a  wrong  number  or 
other  erroneous  information  to  the  committee  in  making  an  appeal,  and 
the  committee  acting  upon  such  information  shall  make  search  for  cars  so 
appealed  i;pon,  then  the  fees  so  deposited  shall  be  forfeited  exactly  as  if 
an  adverse  decision  has  been  reached. 

Change  Eules  IV  and  V  to  Rules  V  and  VI,  respectively. 

CtRAin  in  store. 
The  total  amount  of  each  kind  of  grain  in  store  at  this  time  is: 


Whea^.. 
Corn.  .. 
Oats.... 

Rye 

Barley. 


4,847,3C4   bushels 
1,568,191 

778,165 
318.726 
598,521 


Our  relations  with  the  managers  of  warehouses  and  patrons  of  this  office 
continue  to  be  pleasant  and  satisfactory.  I  ask  for  the  employes  who  are 
competent  and  faithful,  a  continuance  of  your  official  favor. 

Respectfully  submitted, 

J.  W.  Rfrst,  Warehouse  Registrar. 


196 


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273.856 
174,929 
104,679 
644,772 
576.478 
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260.329 

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Canal. 

Warehouses. 

2  Turlc- 
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3  Turk- 
isli  Red. 

3  Red. 

4  Red. 

N.  G. 

Total. 

City                  

2,870 
2,087 

2,870 

3,940 

17,213 

6.705 
37,665 

23,240 

6,705 

St.  Louis      

4,348 

2,776 

44,789 

Neely .  

3.300 

3,300 

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4,348 

6,716 

61,583 

4,957 

3,300 

80,904 

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197,251 
237,617 
104,834 

26,463 
712,865 
397, 117 
975,172 
336,789 
183.352 

17,746 
474,693 

39,728 
141,231 
248,298 

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Exhibit  A — 2. 

Receipts  into  Store— Spring  Wheat  by  Rail. 


Warehouses. 

IS 

J  3 

w 

^ 

CO 

n> 

to 

t-3 

CD 

1 

Central  B 

33,782 

92,f90 

361.766 

433,434 

63,980 

1,165,116 

1,312,919 

324,362 

175,839 

4,321 

77, 395 

6,159 
47,637 
54,084 

23,849 

3,607 

105,823 

65,886 

31,997 

12,808 

394 

152 
61.178 
9,135 

4,368 
6,!33 
24,990 
15,493 

40, 093 

C    B  &  Q    C  and  D 

1,383 

575 
2,002 
7,277 

568 

52, 158 
5,524 

1,549 
1,045 

8,059 
16,855 

1,320 
5,422 

256,366 

Citv  and  St  Paul 

435,931 

Air  Line,  Galena  and 

463,775 

Indiana 

1,594 

78,661 

Alton    

1,311,265 

Armour 

473 

1.737 

■"548 

1,443,931 

Santa  Pe ... 

399 
922 

360,306 

Kock Island  A ... 

Rock  Island  B 

1,689 
509 

2,088 
1,082 
1,172 

707 

567 

193,913 
6,306 

Nation'l  &  St.  Louis 

78,567 

NeeJy 

33,117 

594.009 
38,821 

12,314 
15,301 
110,234 

8,155 

548 

1,011 

722 

56, 574 

Pacific  B 

609,310 

Illinois  River 

45,144 

3,714 

15,568 

5,793 

1,345 

220.619 

Totals 

1,321 

4,741,551 

493.09.S 

177  2-16 

16,067 

105,807 

15,613 

3.649 

1,270 

5.555.617 

See  Exhibit  A-8. 


Spring-  Wheat  by  Canal. 


Warehouses. 

2 

3 

Total. 

Union 

41,S50 

40,929 

20.729 

9.732 

41,350 

Alton 

33,920 

74,849 

Armour 

20  729 

St.  Louis 

9  732 

Totals 

112,740 

33,920 

146,660 

Shipmen ts — Spring  Wheat. 


Warehouses. 

bS 

W 

s 

til 

•^ 

4^ 

P 

CD 

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CD 

OS 

CD 
p. 

Total. 

Central  B 

16,919 
96.049 
243,  ,591 
124,405 

6.159 
56,941 
56,994 
21,787 

3,358 
122  064 

1,661 
67,668 
14,4.55 

6,200 
11,693 
27,745 

24,739 
291,931 
326,432 
155,048 

23,943 

1,105,183 

344,148 

C.,B.&Q..  B.C.D 

Union  St.  Paul  &  City 

1,383 
446 
575 

4,014 

69,288 
5,524 
1,549 
3,284 
8,059 

602 
5,422 

"i,'594 

Galena  &  Iowa 

532 

Indiana 

Alton 

609 
399 
495 
422 

946,706 

308,752 

1,193,653 

43,145 

4,321 

25,612 

64, 498 

15,718 

46,281 

Santa  Fe 

34 
71 

997 

Armour 

i=;n 

24,904 
5,470 
'    509 

568 

508 

567 

53,352 

2,737 

1,082 

1,172 

490 

267 

16,350 

473 


'i.oii 

5,840 

1,345,103 

71,358 

6,306 

26  784 

Rock  Island  A 

19,' 017 
394 

Rock  Island  B 

National  and  St.  Louis 

Pacific 

67,163 

11,440 

129,090 

661 
5,037 
36,653 

132' 812 

Neely 

548 
3,211 

■■■fl79 

34,021 
238,725 

Illinois  River 

621 

Totals 

3,078 

3,129  6.^n 

600  fi^i 

202  fi.'ifilin  7i.=; 

1,754 

163,154 

14,942 

4.126,533 

■ 

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Corn—Bv  Canal. 


Warehouses.. 

to 

o 

to 
K 
£. 
o 

to 

2 

3 

4 

'2!, 

P 

Total. 

City  and  Union 

27.574 
19,855 

22,563 

11,196 

7,013 

48,690 

443,976 
5,235 

160,065 
185,306 

'23.5,"668 
3,942 

"i3,'963 

2,070 

656,248 
471,123 
10  955 

Indiana 

Armour 

St.  Louis 

Neely 

9,864 

4,183 

193,862 

131,702 

344 

866 
5,000 

389,511 
5,000 

1 

Totals 

57,293 

89,462 

453,394 

539,233   371,212 

11,307 

7,936 

1,532,837 

202 


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P]XHIBIT   A — 4. 

Receipts  into  Store — Oats  by  Rail. 


Warehouses. 

White. 

3 

White. 

2 

3 

N.  G. 

Total. 

Central  B 

401,565 

525,423 

525,545 

907,646 

43.384 

39,6.59 

1,444,014 

148,299 

1.137,305 

7,503 

70,416 

166,557 

37,186 

355,313 

261,168 

251.033 

673.963 

95,254 

178,137 

1,036,008 

34,971 

1.655,861 

19,515 

164,129 

7,869 

32,518 

1,002.006 
516,489 
201,624 
439,081 
279,113 
31,581 
361,218 
145,008 
173, 493 

9,028 
10,057 
4,502 
4,378 
8,893 
4,169 
13,405 
2,050 
5,121 

2,166 
■■"i.'364 

770 

888 



1,770,078 

C  .  B.  &Q.,  C  andD 

1,313,137 

City  Union  and  St   Paul...         

984, 068 

Iowa  and  Galena 

2,025,068 

426,644 

254,316 

Armour             

2,8.55,533 

Santa  Fe 

330,328 

Kociv  Island  A            

2,971,780 

Rock  Island  B                             ... 

27,018 

National  aud  St.  Louis 

143,835 

185,525 
275,058 

981 

379,361 

Pacific  B 

359,951 

Neely 

2,969 

4,924 

352,655 

To'als  

5,454,502 

4,765,739 

3,754,031 

65,553 

10,112 

14,049,937 

Oats  by  Canal. 


Warehouses. 

2              3 
White.  White. 

2 

3 

N.  G. 

Total. 

City  and  Union 

61,964 

112,064 
27, 621 
34,228 
44,285 
92,739 

102,843 

11,620 

288, 497 

27,621 

Alton 

14,990 

7,29i 

56,509 

Arm  our 

3.018 


47,303 

St.  Louis 

79,811 

7,573 

112,421 

1,672 

286,643 

Neely 

7,573 



Totals           

164,338 

310,937 

222,555 

13,298 

3,018 

714. 146 

Shipments — Oats. 


Wakehouses. 


2  White. '3  White. 


N.G. 


Total. 


CentralB 

C.B.  &Q.  C.&D 

Union.  St.  Paul  &  City 

Galena  &  Iowa 

Indiana  &  Wabash 

Alton 

Santa  Fe 

Armour 

Rock  Island  A 

Rock  Island  B 

National  &  St.  Louis.. 

Pacific 

Neely 

Sibly 

Totals 


433,080 

541,154 

613,129 

909,753 

208,568 

82,043 

203,375 

1,584,513 

1,117,405 

7,503 

145,614 

450,969 

71,628 

114,394 


6,483.128 


391,719 

412.772 

397,646 

720,888 

306,415 

215,775 

109,485 

1,156,916 

1,657.273 

20,187 

223,083 

13,591 

35,499 

8,892 


1,038,413 
599,-135 
252,090 
401,738 
304,166 
369, 009 
148,505 
410,099 
147,299 
1,777 
242,794 
326,575 
196,703 
87,958 


5.670.141 


4.526,561 


13,872 
24,273 
24,067 

4,378 
51,486 
21,054 

2,050 
13, 405 

5.121 


2.653 
13,544 
7,365 


183,268 


2,166 
"495 


770 
■3,"  906 


633 


1,879,250 

1,577,634 

1,287,427 

2,036,757 

870,635 

688,651 

463, 415 

3,168,839 

2,927,098 

29,467 

614, 144 

804,679 

311.828 

211,244 


7.970 


16,871,068 


204 
Exhibit  A— 5. 


Receipts  into  Store — Eye  by  Kail. 


WAEEH0U3ES. 

1 

2 

3 

N.G. 

Total. 

Central  B 

89,929 
227,528 
108,262 
102,516 

28,122 
1' 2,018 
167,534 

38,183 
104,856 

12,989 

21,485 
154,628 

72,814 

4,497 

38,662 

4,657 

94,426 
266  190 

C,  B.  &Q.  D 

City  &  Union  &  St.  Paul 

112  919 

Iowa    

102; 516 
43,421 

191,300 

169,196 
38,183 

114,207 
19,662 
22,450 

163  582 

Indiana 

15,299 

29,282 

1,130 

Alton 

Armour 

532 

Santa  Fe 

Kock  Island  A 

9,112 

6,673 

965 

8,954 

101,439 

239 
3'496 

Rock  Island  B 

National  &  St.  Louis 

Pacific  B 

Neely 

177  743 

Totals 

532 

1,290,864 

220, 670 

3,729 

1  515  795 

Eye  by  Canal. 


Wabehouses. 

2 

Union 

12  368 

Armour 

2,095 

St.  Louis 

5,035 

Total 

19  498 

Shipments— i^je. 


Warehouses. 

1 

2 

3 

N.G. 

Total. 

Central  B 

84,178 

224,827 

138,039 

72,249 

41,500 

165,423 

65,140 

348,883 

93,908 

14,678 

19,073 

117.214 

20.686 

4,705 

47,648 

4,657 

2,276 

22,291 

20,886 

88,883 

C.,B.  &Q..  C   andD           

272,475 

Union,  St.  Paul,  N.-W.  and  City 

142,696 

Iowa 

74,525 

Indiana 

63,791 

Alton 

186  309 

Santa  Fe 

65, 140 

Armour 

532 

8,158 
10,455 

6.673 

965 

33,267 

367,573 

Rock  Island  A 

239 

104,602 

Rock  Island  B 

21,351 

National  &  St    Louis         .        

20  038 

Pacific  B 

150, 481 

Neely 

119,534 

1..500 

141,720 

Totals  

532   1.405.798 

281.515 

1,739 

1.689.584 

205 
Exhibit  A— 6. 
Keceipth  into  Store — Barley  by  Rail. 


Wakehouses. 

2 

3 

4 

5 

N.G. 

Total. 

109, 617 
98,230 

658,747 
618, 784 

48,192 

13,206 

126.395 

102,255 

11,992 
2.584 
7,129 

15,506 

295 

169. 801 

C..B.&Q.,  D 

3,769 

117,789 

Citv   Union  &  St.  Paul 

2,918 

795  189 

Iowa  &  Galena 

3,216 

739. 761 

295 

1,098 

68,135 

35,993 

105.226 

Santa  Pe 

10,648 

2,238 
25,328 

35,033 
2,562 
1,436 

912 
1,946 

46,  .593 

'Rock  I'^land  B 

1,301 

8  047 

Pacific  B 

26,764 

Neely 

1,541 

1,541 

Totals 

46,297 

1,592.544 

328.899 

38,807 

4.459 

2,011,006 

Shipments — Barley. 


Warehouses. 

2 

3 

4 

5 

N.G. 

3 
Bay 
Brew- 
ing. 

Total. 

Central  B 

67,606 
26,118 
539,122 
561.169 

48,736 

8,471 

117,219 

128,252 

14,049 
2,584 
7,937 

16,722 

295 

130  391 

C,  B.  &  Q.,  D 

2,460 

1.216 

16,603 

39,633 

St.  Paul  and  City 

3,  OK 

600 

669,110 

Galena  and  Iowa. . . . 

722  746 

Indiana 

295 

Pacific  B 

21,407 

1.436 
1.458 

22,843 

Santa  Fe 

2,518 

3  976 

Neely             

1,511 

1,541 

Armour 

4,236 
2,238 
1.435 

70.369 
7.628 
1.943 

32,403 

8,423 

912 

107,008 

Rocklsland  B 

1,906 

20,195 

Rock  Island  A           

4  290 

Totals 

49,595 

1,276.849 

346,934 

43,493 

4,557 

600 

1,722,028 

Exhibit  A — 7. 
Grand  Totals. 


Warehouses. 

Receipis  by 
rail. 

Shipments. 

Central  B 

8.6.54.707 

14,252.965 

7,860,480 

7,576,328 

5.767,910 

2,636,288 

10,423,234 

6,506.636 

11,831,914 

2,377,151 

2,597,334 

1.4.54.425 

1.099.684 

482,377 

8,754,160 

C.  B.  &Q.,  A.  C.  D.  &  Annex 

14.491.291 

City.  Union  &  St.  Paul 

8,484,261 

Air  Line,  Galena  &  Iowa 

6,989.889 

Indiana 

6.626,588 

Alton 

2, 725. 568 

Armour 

10,936,885 

Santa  Fe 

6,690  244 

Rock  Island  A 

11,289,503 

Rock  Island  B 

2,555,134 

National  &  St.  Louis .... 

3  119,812 

Pacific  B 

1.399.976 

Neely 

1,131.041 

Illinois  River 

490,  .334 

Sibley 

211,244 

83,521,433 

85.895,930 

206 


Exhibit  A — 7.— Continued. 
Receipts — By  Canal. 


Warehouses. 


Bushels. 


City  &  Union 

Indiana 

Alton 

St.  Louis 

Neely 

Armour 

Total 


1,001,333 
521,984 
138, 063 
735,710 

15,873 
81,082 


2.494,045 


Exhibit  A — 8. 

Showino'  the  amount  of  Grain  transferred  from  one    Warehouse 

to  another. 


From. 

To. 

2  Bed 
winter 
wheat. 

2 
Spring 
wheat. 

2 
Corn. 

Eye. 

3 

Eye. 

Alton 

3,964 

8,296 

freely 

Santa  Fe                                                tilinni's  River. 

i4,923 
105,812 
20,961 

4,985 
40,947 

4,871 



Sante  Fe 

Sante  Fe 

Alton 

Nn.t-innni 

Alton       '              "          ....       St  t.oiiis 

Alton                                       .  ■ 

Neely 

Indiana  

4,990 
42,343 
67,067 
14, 449 
15,539 

Chi.  Burlington  &  Quincy  A. 
St  Paul                           

City        "               , 

Chi.  Burhngton  &  Quincy  D. 

10,498 
15,249 
5,000 

Pacitic  B        

2,998 

Chi.  Burlington  &  Quincy  D. 

5,087 

6,773 

Totals  

12,260 

192,499 

144,388 

30,747 

14,868 

Note— The  amount  of  grain,  as  shown  in  this  exhibit,  is  included  in  the  receipts  and 
shipments. 

Exhibit  A— 9. 

Showing   the   Number  of  Cars  of  each  kind  of  Grain  Received 
into  the  several  Public   Warehouses. 


Warehouses. 

Winter 
wheat. 

Spring 
wheat. 

Corn. 

Oats. 

Eye. 

Barley. 

Total. 

Central  B 

419 
463 
305 

i9i; 

1,074 

805 

1,021 

1,800 

515 

22 

864 

56 

130 

483 

81 
432 
775 
765 
132 
1,631 
2,569 
543 
290 

11 

18 
983 

89 
395 

9,717 

18,570 

8,635 

7,119 

7,933 

428 

8,429 

7.913 

13,317 

3,861 

2,672 

448 

484 

2 

l,7f)8 

1,212 
887 

2,085 
415 
205 

2,937 
322 

2,829 

27 

371 

373 

360 

178 
440 
178 
182 

72 
256 
299 

59 
200 

34 

45 
270 
219 

254 
142 

1,102 

1,088 

1 

12,447 

C.  B.&Q.,  A.B.C.  D 

City.  Union  &  St.  Paul... 
Air  Line,  Galena  &  Iowa. 

21,259 

11,882 

ii,4;^5 

9,627 

Alton 

3,325 

Armour 

153 

15,411 

10,637 

Eock  Island  A 

69 
11 

17,220 

Eock  Island  B 

3,966 

National  &  St.  Louis 

Pacific 

3,970 

29 

2 

2.159 

Neelv 

1,284 

880 



Totals 

8,156 

8,714 

89.528 

13,821 

2,432 

2,851 

125,502 

207 


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211 


Exhibit   F. 


Showing-  the  Amounts  of  the  Different  Kinds  of  Grain  and  the 
Total  Amount  in  Store  in  the  PubUc  Warehouses  of  Chicago, 
at  the  close  of  Each  Week  during  the  Year  ending  October 
31,  1890. 


Date. 


Wheat. 


Corn. 


Oats. 


Rye. 


Barley. 


Total. 


1889. 
November  2. 
November  9. 
November  16 
November  23 
November  30 

December  7., 
December  14 
December  21 
December  28 

1890. 
January   4 . . . 
January  11 . . . 
January  18... 
January  25 . . . 

February  1., 
February  8 . , 
February  15 . 
February  22 . 

March   1 

March   8 

March  15 

March  22 

March  2!) 

April    5 

April  12 

April  19 

April  26 

May    3 

May  10 

May  17 

May  24 

May  31 

June   7 

June  14 

June  21 

.June  28 

July  5 

July  12 

July  19 

July  26 

August   2 

August  9 

August  16 

August  23 

August  30 

September  6 
September  13 
September  20 
September  27 

October   4 

October  11 

October  18.... 
October  25.... 

November  1.. 


2,599,887 

2,841,2 

2,989,412 

3,468,217 

4,055,141 

4,421,109 
4,753,696 
4,954,747 
5,038,573 


5,104,104 
5,236,033 

5,175,828 
5,043,360 

5,066,177 

4,988,822 
4,868,826 
4,695,096 

4,621,661 
4,426,256 
4,297,957 
4,259,068 
4,230,260 

4,185,183 
4,125,446 
4,163,098 
4,147,418 

4,027,632 
4,020,603 
4,125,448 
4,366,012 
4,520,852 

4,574,333 
4,674,197 
4,721.728 
4,628,299 

4,163,201 
3.888,309 
4,011,756 
4,029,734 

4,224,256 
4,424,344 
4,403,107 
4,302,407 
4,400,230 

4,482,808 
4,610.321 
4,822,119 
4,902,561 

4,824,132 
4,708,338 
4,622,990 
4,836,076 

4,847,364 


1,569,620 
957,676 
862,222 
826,311 

1,000,862 

746,127 

782,837 

958,748 

1,355,121 


1,780,639 
2,165,592 
2,246,048 
2,329,417 

2.482,958 
2,486,292 
2,576,916 
2,739,840 

3,192,911 
3,912,635 
4,703,116 
6,294,888 
8,315,044 

8,957,319 
8,729,863 
6,551.501 
5,535,027 

4,590,299 
3,788,379 
3,350,059 
3,581,850 
4,624,475 
I 
6,258,505! 
6,788,344 
6,520,017! 
6,083,407! 

5,59.3,304 
5,056,419 
4,637,3.50 
4,0.59,845 

4,122,709! 
4,013,0091 
3,684,653 
2,430,713 
2,976,637! 
i 
2,750,969 
3,123,275 
2,806,765 
2,726,954 

2,605,6.56 
2,066,204 
2,031,511 
2,184,862 

1,568,191 


2,704,000 
2,624,555 
2,005,866 
1,785,197 
1,641,043 

1,691,471 
1,754,111 
1,776,503 
1,724,972 


1,708,571 
1,754,292 
1,652,033 

1,502,887 

1,509,413 
1,501,730 
1,501,538 
1,461,408 

1,469,021 
1,455,834 
1,465,585 
1,461,630 
1,471, 

1,440,397 

1,379,626 

1,025,278 

655,023 

860,264 

796,072 

826,594 

1,237,483 

2,218,302 

2,015,062 

1,366,888 

1,233,536 

987,080 

801,222 
442,711 
383,027 
249,529 

391,185 
483,459 
596,699 
882,760 
1,095.512 

1,155,438 

1.188,346 

997,907 

9.36,411 

1,189,972 

1,059,260 

753,002 

660,296 

778,165 


461,602 
392,442 
383,710 
365,503 
393,813 

435,785 
442,306 
473,460 
458,119 


487,465 
520,344 
529,8)5 
562,287 

591,756 
609,527 
626,672 
683,061 

7.59,676 
689,964 
696,691 
698,067 
700,867 

698, 048 
638,694 
578,434 
496,044 

507,673 
405,937 
341,458 
340,384 
372,700 

337,270 
380,759 
333,994 
250,449 

229,145 
227,182 
232,837 
259,973 

205,648 
239,854 
250,089 
268,353 
296, 050 

298,732 
321,714 
331,611 
336,212 

323,629 
318,697 
305,060 
292,  .596 

318,726 


334,313 
315,641 
231,617 
215,907 
224,997 

245,626 
292,219 
333,617 
322,835 


320,242 
310,554 
299,404 
276,526 

256,28' 
225,072 
244,6 
285,890 

302,461 
300,646 
309,851 
290,690 
266,634 

240,220 
210,879 
163, 024 
156,873 

139,519 
136,204 
125,323 
116,984 
71, 175 

32,205 
22,676 
20,317 
3.032 

3, 691 
3,(191 
3,691 
5,929 

6,153 
18,378 
20, 068 
29,627 
84,715 

87,847 
113,668 
171,997 
251,8.56 

365,563 
419.156 
493,548 
.530,801 

598,521 


7,669,422 
7,131,594 
6,472,827 
6,661,135 
7,335,856 

7,540,118 
8.025,169 
8,497,075 
8,899.626 


9,401,021 
9,986,815 
9,903,128 
9,714,477 

9,906,591 
9,811,443 
9,818,627 
9.865,295 

10,345,730 
10,785,335 
11,473,200 
13,004,343 
14,984,493 

15,, 521, 167 
15,084,508 
12,481,335 
10,990,385 

10,125,387 
9,147,195 
8,768,882 
9,642,713 

11,807,504 

13,217,275 
13,2.32,864 
12,829,592 
11,952,267 

10.790,563 
9,618,312 
9,268,661 
8,605,010 

8,849,951 
9.179,044 
8.954,616 
8,913,860 
8,853,144 

8,775,794 
9,357,324 
9,130,399 
9,153,994 

9,308,952 
8,571,655 
8,206,711 
8,504,581 

8,110,967 


APPENDIX. 


215 


No.  I. 
RAILWAY  SAFETY  APPLIANCES. 


Beport   of   Chas.  Hansel,    Consulting   Engineer,  Prepared 

UNDER  Direction  of  the  Commission  and  Referred 

TO  IN  Their  Report. 

Springfield,  III.,  Sept.  29,  1890. 

The  Honorable  Railroad  and  Warehouse  Commission,  Springfield,  III  : 

Gentlemen — I  herewith  respectfully  transmit  my  report  hearing  upon. 
safety  appliances  in  railway  operation  in  accordance  with  your  instructions 
given  under  date  of  July  23.  1890.  viz.: 

"It  is  ordered  that  Chas.  Hansel,  consulting-  engineer,  be  requested  to 
mal^e  a  full  and  exhaustive  examination  of  the  latest  railroad  appliances, 
such  as  couplings,  brakes,  frogs  and  the  like,  having  for  their  object  the 
preservation  of  the  lives  and  limbs  of  employes  and  the  traveling  public ; 
and  that  he  report  to  the  Commission  the  result  of  such  examination 
with  his  conclusions  thereon." 

While  the  slow  and  old  fashioned  way  of  getting  from  point  to  point 
may  be  a  better  thing  to  have  in  the  memory,  the  journey  of  to-day  is 
barren  of  all  save  results,  and  the  public  interest  now  centers  on  ques- 
tions of  safety  and  speed. 

Since  the  opening  of  the  Liverpool  and  Manchester  railroad  in  1830  and 
the  killing  of  the  first  passenger.  Mr.  Huskisson.  contrary  to  the  gloomy 
prediction  of  the  coachman  that  "God  in  his  anger  against  our  great 
Stephenson  would  strew  the  land  with  shattered  limbs,"  the  fatality  inci- 
dent to  railway  travel  as  compared  with  the  old  time  coach,  is  greatly  in 
favor  of  the  railroad.  To  determine  upon  the  best  among  the  countless 
numbers  of  appliances  for  safety  in  railway  travel  would  require  the  earn- 
est thought  and  examination  of  a  congress  of  railway  experts. 

The  field  for  investigation  answering  to  the  above  is  so  extensive  that  I 
could  not  hope  to  do  justice  to  all  the  topics  which  naturally  present  them- 
selves, in  the  time  and  space  allotted  to  this  report. 

By  examination  of  Table  I,  which  has  been  compiled  from  statistics  found 
in  report  of  Inter-State  Commerce  Commission,  and  from  the  last  report 
of  your  Commission,  you  will  find  that  all  accidents  arising  from  coupling 
and  uncoupling  cars,  falling  from  trains  and  engines,  overhead  obstructions, 
collisions,  derailments,  other  train  accidents,  at  highway  crossings  and  at 
stations  are  enumerated,  giving  for  the  United  States  two  thousand  nine 
hundred  and  forty-nine  killed,  and  fifteen  thousand  four  hundred  and 
twentj'-nine  injured,  leaving  unaccounted  for  the  cause  of  killing  two  thou- 
sand eight  hundred  and  seventy-four  and  injuring  three  thousand  eight 
hundred  and  eighty. 

Of  this  number  two  thousand  two  hundred  and  fifteen  were  neitlier  pas- 
sengers nor  employes  and  were  probably  trespassers.  The  killing  of  five 
hundred  and  thirty-nine  employes  and  one  hundred  and  twenty  passengers 
may  be  accounted  for  by  defective  track,  rolling  stock  and  bridge  failures. 

When  we  consider  the  ratio  of  the  number  of  trainmen  emploj^ed  (138,323) 
to  the  number  killed  or  injured  (1,179  killed  and  11".  301  injured)  the  result 
is  appalling,  1  death  for  every  117  trainmen  and  1  injury  for  every  12 
trainmen  employed. 


216 

During  the  year  there  were  carried  472,171,346  passengers  in  the  United 
States,  of  which  number  310  were  killed  and  2,146  injured,  or  one  killed 
for  1,523,133  carried  and  one  injured  for  each  220,024  carried. 

When  we  consider  the  number  of  persons  employed  (704,743)  as  compared 
with  the  number  of  passengers  carried,  it  is  manifest  that  the  work  of  the 
railroad  employe  is  a  dangerous  calling  and  in  considering  safety  appliances 
in  railway  operation  we  should  look  first  to  such  devices  as  will  tend  to 
reduce  the  frightful  results  incident  to  it. 

After  careful  examination  of  the  various  appliances  and  requirements  for 
the  safe  operation  of  railways  I  have  chosen  for  special  report  the  follow- 
ing subjects: 

1.  Brakes. 

2.  Couplers. 

3.  Block  signals. 

4.  Signals. 

5.  Interlocking. 

6.  Freight  cars. 

7.  Maintenance  of  way. 

8.  Highway  crossings. 

9.  Heating  passenger  cars. 
10.  Lighting  passenger  cars. 

BRAKES. 

For  some  years  after  the  construction  of  the  first  railroad  but  little  atten- 
tion was  given  to  the  stopping  of  trains,  the  chief  aim  being  the  perfecting 
of  the  motive  power. 

The  problem  of  how  to  stop  was  overlooked  in  the  public  interest  of  how  to 
go.  To-day  the  perfected  air-brake  for  passenger  service  leaves  but  little  to 
desire.  The  conditions  incident  to  freight  service  presents  many  difficult 
points  in  operation,  owing  to  the  running  of  foreign  cars  with  those  owned 
by  company,  about  75  per  cent,  of  the  total  number  of  freight  cars  hauled 
being  foreign. 

The  improved  equipment  will  naturally  be  put  upon  cars  that  remain  at 
home  and  cars  used  in  fast  service  for  special  freight,  as  stock,  refrigerator 
cars  and  such,  and  cars  operated  on  roads  with  sharp  grades  willbe  furnished 
with  power  brakes  first ;  whereas  roads  using  easy  and  uniform  gradients  will 
not  change  from  hand  to  power  brakes  as  soon. 

Some  of  the  requirements  for  perfect  freight  brakes  are ; 

1.  That  all 'the  brakes  of  the  whole  train  shall  be  under  the  control  of  the 
engineer. 

2.  That  the  brakes  be  automatic ;  that  is,  self  applied  in  case  of  accident 
causing  separation  of  train. 

3.  That  all  the  brakes  of  a  train  shall  work  uniformly  in  stopping. 

4.  That  the  full  power  of  the  brake  action  be  available  on  the  steepest 
grades. 

5.  That  it  be  simple  in  construction,  easily  repaired  and  not  expensive  to 
apply  or  maintain. 

A  power  brake  fulfilling  these  requirements  is  now  in  use  on  the  passenger 
equipment  of  the  United  States,  and  in  most  of  the  States,  passenger  trains- 
are  not  permitted  to  be  run  without  automatic  train  brakes. 

The  progress  made  in  equipping  freight  cars  is  not  so  favorable,  owing  in 
great  part  to  first  cost.  The  first  concerted  action  taken  by  railroads  for  the 
purpose  of  advancements  toward  the  equipment  of  freight  cars  with  auto- 
matic brakes  was  through  the  Society  of  Master  Car  Builders,  representing 
the  principal  railroad  companies  of  the  United  States,  at  their  annual  meet- 
ing in  1883,  at  which  time  they  appointed  a  committee  to  report  on  "auto- 
matic freight  car  brakes,"  at  the  next  annual  meeting.     The  report  of  this 


217 

committee  was  meager  and  throw  no  new  light  on  the  practicabilitj'  of  auto- 
matic or  power  brakes  for  freight  cars.  This  committee  was  discharged  and 
a  new  one  appointed  and  reported  in  1885  upon  (1)  Buffer  brakes,  (2)  Friction 
brakes,  (3)  Air-brakes,  and  (4)  Electric  brakes.  The  report  favors  air-brakes 
and  tlie  committee  recommend  experimental  trials  to  prove  the  qualities  of 
the  several  brakes  in  question.  This  recommendation  was  approved  and  the 
committee  invited  the  manufacturers  of  automatic  freight  car  brakes  to  a 
competitive  test  to  be  held  at  Burlington,  Iowa,  on  December  14,  1885,  and 
on  May  14,  1886.  That  we  may  follow  the  workings  of  this  test  and  gain 
knowledge  from  this  most  important  trial  which  demonstrated  not  only  the 
necessity,  economy  and  life-saving  results  obtained  by  use  of  power  brake, 
but  threw  new  light  upon  the  much  vexed  question  of  automatic  couplers 
which  is  of  co-equal  importance,  both  from  humane  and  economic  view.  I 
think  it  well  to  follow  briefly  the  record  of  the  tests. 

Five  companies  entered  into  the  contest  of  1886,  namely  the  Westinghouse 
Automatic  Brake  Co.,  The  Eastern  Vacuum  Brake  Co.,  The  American  Brake 
Co.,  The  Widdifleld  and  Button  Brake  Co.,  and  the  Bote  Brake  Co.  These 
competitors  may  be  classed  as  representing  two  types  of  brakes,  the  continu- 
ous or  air-brake  by  the  Eames  and  Westinghouse  and  the  independent  or 
buffer  brakes  by  the  other  three  companies. 

The  tests  opened  July  13th,  and  continued  without  interruption  until 
August  3d,  1886.  The  rules  governing  the  trial  proved  a  severe  test  on  the 
efficiency  of  the  several  styles  of  brakes  and  early  in  the  contest,  the  Bote, 
Widdifield  and  Button  brakes  were  shown  to  be  inferior  to  the  others  and 
the  results  of  all  the  tests  was  disappointing,  although  the  Westinghouse 
seemed  to  more  nearly  meet  the  requirements.  The  committee  of  M.  C.  B. 
Society  decided  to  give  the  several  companies  opportunity  to  improve  upon 
the  weak  points  brought  out  by  the  tests  and  a  second  trial  was  commenced 
May  9th,  1887,  the  brakes  represented  being  the  Westinghouse,  Carpenter. 
Eames,  and  Hauscom.  The  tests  continued  to  the  29th  day  of  May,  and 
while  much  valuable  knowledge  was  given  to  all  interested,  the  committee 
did  not  recommend  the  adoption  of  any  form  of  brake  and  closed  their  report 
with  the  following  conclusions,  which  in  the  light  of  the  exhaustive  tests 
then  completed  seemed  proper. 

"First — That  the  best  type  of  Ijrake  for  long  freight  trains  is  one  operated 
by  air  and  in  which  the  valves  are  actuated  by  electricity. 

Second — That  this  type  of  brake  possesses  four  distinct  advantages  : 

(a)  It  stops  the  train  in  the  shortest  possible  distance. 

(b)  It  abolishes  shocks  and  their  attending  damage  to  equipment. 

(c)  It  releases  instantaneously. 

(d)  It  can  be  graduated  perfectly." 

Since  this  report  was  made  I  have  witnessed  many  trials  of  brakes  with 
remarkable  results,  and  I  am  of  the  opinion  that  there  is  now  a  brake  in 
the  market  which  may  be  relied  upon  in  any  kind  of  freiglit  service. 

As  the  Westinghouse  automatic  brake  is  used  to  a  greater  extent  than 
any  other  on  the  railroads  of  the  United  States  —  of  35,000  passenger  cars 
In  the  United  States,  Canada  and  Mexico  nearly  all  are  equipped  with 
this  brake,  also  about  20,000  locomotives,  and  when  orders  now  in  shop 
are  filled  about  150,000  freight  cars  will  have  been  equipped  —  I  will  include 
a  brief  description  of  its  parts  as  best  representing  the  most  approved  type 
of  tlie  most  important  of  all  safety  appliances. 

The  diagram  of  parts  as  applied  to  engine  and  tender  for  either  passen- 
ger or  freight  service  is  shown  on  plate  numbered  II,  diagram  showing 
application  to  freight  service  on  plate  III.  [Note  —  As  passenger  cars  must 
be  equipped  with  air  brakes  on,  special  description  is  considered  necessary 
in  this  report.) 

The  first  appliance  necessary,  and  upon  which  the  whole  system  depends 
for  its  power  is  the  stmm  engine  and  2jumps,  which  produces  the  com- 
pressed air.  This  is  placed  on  engineman's  side  of  locomotive,  in  plain 
view  of  engineman.  The  compressed  air  is  led  from  tlie  air  pump  to  tlie 
main  reservoir  and  stored  there  at  a  pressure  of  70  to  80  pounds  per  square 


218 

inch.  The  engineer''s  bral-e  valve,  a  very  higenious  piece  of  mechanism,  is 
located  in  the  cab  convenient  to  the  left  hand  of  the  engineman.  This 
valve  gives  the  engineman  power  to  regulate  the  flow  of  air  from  main 
reservoir  to  main  brake  pipe  for  releasing  the  brakes,  and  to  the  atmos- 
phere for  applying  brakes.  An  auxiliat'y  reservoir  is  attached  to  bottom  of 
tender,  same  as  on  passenger  car,  which  is  used  to  store  a  supply  of  air 
for  the  bi'ake  cylinder. 

The  braJte  cylinder  is  attached  to  bottom  of  car  and  connected  with  the 
foundation  brake  gear  in  such  manner  that  when  the  piston  is  forced  oxit 
by  air  pressure  the  brakes  are  applied. 

Probably  the  greatest  advance  made  in  the  construction  of  air  brakes 
since  its  advent  is  in  the  construction  of  the  triple  value. 

The  triple  valve,  which  connects  the  brake  pipe  to  the  auxiliary  reservoir 
and  connects  the  latter  to  the  brake  cylinder,  and  is  operated  by  a  sudden 
variation  of  pressure  in  the  brake  pipe  so  as  to  admit  air  from  the  auxil- 
iary reservoir  to  the  brake  cylinder,  which  applies  the  brakes,  at  the  same 
time  cutting  off  the  communication  from  the  brake  pipe  to  the  auxiliary 
reservoir,  or  to  restore  the  supply  from  the  brake  pipe  to  the  auxiliary 
reservoir,  at  the  same  time  letting  the  air  in  the  brake  cylinder  escape, 
which  releases  the  brakes.  It  is  the  reduction  of  pressure  in  the  train 
pipe  which  causes  the  brakes  to  be  applied. 

The  couplings  are  attached  to  flexible  hose  and  connect  the  brake  pipe 
of  the  two  cars. 

The  reservoir  and  brake  cylinder  are  severally  bolted  together  for  freight 
services,  making  a  cheaper  form  and  avoiding  the  pipe  connections. 

The  latest  statistics  give  the  number  of  locomotives  in  service  in  the 
United  States  to  be  29,036,  of  which  17,995  are  equipped  with  automatic 
train  brake;  of  the  961,119  freight  cars  9.3,475,  or  less  than  10  per  cent., 
are  fitted  with  automatic  train  brake.  At  the  close  of  the  year  1887  but 
50,000  freight  cars  were  equipped  with  automatic  train  brake,  showing  an 
increase  of  43,475  in  two  years.  In  following  the  distribution  of  cars  thus 
equipped  I  find  the  Atchison,  Topeka  &  Santa  Fe  leading  with  20,000  cars, 
Uuion  Pacific  second  with  12,902,  and  Southern  Pacific  third  with  12,043. 
This  important  reform  is  making  rapid  progress  and  shows  that  the  com- 
panies which  are  taking  the  lead  are  the  greatest  of  the  country,  and  their 
lead  in  such  important  matters  of  technical  and  financial  importance  will 
eventually  be  followed  by  minor  corporations. 

Why  do  these  great  corporations  equip  their  cars  with  this  system  of 
brakes?  Is  it  for  the  sole  purpose  of  saving  human  life  or  lessening  the 
possibility  of  injury  to  those  whose  duty  requires  them  to  be  on  top  of 
cars  in  train  ? 

There  can  be  no  doubt  as  to  the  crying  need  of  such  devices,  from  a 
humane  point  of  view,  and  there  is  no  question  of  the  practicability  of  the 
air  brakes,  for  if  there  were  any  doubt  86  prominent  railroads  of  this 
country  would  not  use  it  for  standard.  I  think  there  is  no  question  as  to 
the  economy  of  its  use  aside  from  the  question  of  humanity.  The  price 
of  a  good  air  brake  is  about  45  dollars  per  car.  With  the  automatic  air 
brake  broken  grades  may  l)e  utilized  and  momentum  used  in  descending 
grades,  and  by  a  fluctuating  schedule  of  speed  to  conform  to  profile,  15  to 
20  per  cent,  in  train  load  may  be  gained.  The  saving  to  rolling  stock  is 
considerable,  and  the  frightful  aggregate  of  accidents  from  collisions, 
breakaways,  falls  from  moving  trains,  overhead  obstructions  and  injuries 
from  exposure  may  be  saved. 

Eailroads  doing  business  in  this  State  report  196,477  freight  cars  in  ser- 
vice, of  which  but  5,158  are  equipped  with  train  brake.  The  railway 
mileage  of  the  United  States,  as  reported  by  Inter-State  Commerce  Com- 
mission for  year  ending  June  30,  1889,  is  157,758.83.  This  is  probably  in- 
correct, as  some  lines  operating  wholly  within  a  State  decline  to  make 
official  report  to  this  Commission.  The  mileage  reported  officially  is 
149,948.66,  giving  Illinois  9,829.48,  instead  of  9,936.63,  as  reported  officially 
to   your   Commission.    Total    freight   cars    in   service    reported   by  Inter- 


219 

State  Commission  is  9()1,119.  Assigning  3'u  cars  to  each  100  miles  operated 
within  this  State,  we  have  ;");"), 347  cars  apportioned  to  Illinois.  Official  re- 
port from  lines  doing  business  in  this  State,  gives  239,773  cars.  Appor- 
tioning locomotives  on  basis  of  19  for  each  100  miles  operated,  gives  1,888; 
number  reported  owned  by  lines  doing  business  in  this  State,  6,802. 

Cost  of  equipping  1.888  locomotives  with  air,  at  $450.00  each,  $849,000.00; 
cost  of  equipping  55.347  freight  cars  with  air.  at  $45.00  each,  $2,490,615.00. 
Total  cost  for  equipping  locomotives  and  freight  cars,  $3,340,215.00,  or 
about  8.'^  per  cent,  of  the  total  gross  freight  earnings  of  the  lines  in  this 
State  for  the  j'ear  ending  June  30,  1889. 

As  much  has  been  written  and  said  concerning  the  great  loss  of  life  in- 
cident to  railway  employment  in  the  United  States  as  compared  with  the 
United  Kingdoni,  some  comparison  of  equipment  may  be  pertinent. 

The  English  freight  car,  called  in  England  "goods  wagon,"  is  about 
15.5  feet  long,  with  four  wheels,  carries  a  load  of  eight  tons  and  weighs 
five  tons,  being  1.6  to  1,  while  the  American  box  car  is  about  34  feet  long, 
carrying  50,000  to  60,000  pounds,  and  weighs  23,000  to  28,000  pounds,  the 
proportion  is  2.13  to  i.  Only  about  20  per  cent,  of  the  freight  cars  have 
brakes  of  any  kind,  and  are  coupled  by  heavy  chains,  which  gives  one  foot 
of  free  slack'  between  cars.  The  brakes  are  placed  so  that  they  cannot  be 
worked  while  train  is  in  motion.  In  rear  of  train  is  caboose  with  brake. 
This,  with  brake  on  engine  and  tender,  is  the  only  brake  power  that  can 
be  applied  while  the  train  is  in  motion.  On  long  trains  or  steep  grades 
brake  vans  are  attached.  Owing  to  the  lowness  of  bridges  and  tunnels 
brakemen  cannot  walk  over  top  of  cars  and  apply  brakes.  This  use  of 
extra  brake  vans  is  expensive,  but  with  its  aid,  and  with  the  general  uni- 
form and  low  gradients  of  English  roads,  it  is  possible  to  move  trains 
rapidly  and  with  few  accidents,  and  the  casualties  from  falling  from  cars, 
overhead  obstructions  and  coupling  is  brought  to  a  minimum. 

The  coupling  of  cars  with  us  is  ,so  closely  allied  with  the  use  of  brakes 
that  the  subjects  might  well  be  considered  together.  The  conclusions 
concerning  several  appliances  of  which  this  report  will  make  mention  will 
be  given  in  the  addenda. 


CAR  COUPLERS. 

There  is  probably  no  reform  in  the  operation  of  railroads  which  is  occu- 
pying the  minds  of  railroad  managers.  State  commissions  and  thinking 
men  as  the  much  discussed  problem  of  a  uniform,  safe  and  reliable  car 
coupler.  The  form  of  link  and  pin  has  been  with  us  from  the  first,  and 
is  still  held  by  many  to  be  the  best  yet  devised.  The  frightful  fatality 
attending  the  business  of  coupling  and  uncoupling  cars  has  called  atten- 
tion to  the  necessity  of  improvement,  and  the  inventor's  skill  has  for  years 
been  employed  in  an  effort  to  produce  a  coupler  that  will  answer  the  re- 
quirements under  all  conditions  of  traffic,  and  be  sufficiently  cheap  to 
warrant  changing  from  the  old  style. 

During  the  year  ending  June  30,  1889,  .300  employes  were  killed  in  coup- 
ling and  uncoupling  cars,  and  6.759  were  more  or  less  mangled.  Of  this 
number,  21  were  killed  on  lines  in  this  State  and  444  injured. 

Kot  less  than  10,000  applications  have  been  made  for  patents  on  car 
couplers,  and  it  is  from  this  aggregation  of  ideas  that  we  are  called  upon 
to  select  a  type. 

In  this  State,  an  act  approved  March  31,  1874,  in  force  July  1,  1874,  jjro- 
vides  for  automatic  coupling,  ''or  other  coupling  which  will  secure  per- 
sonal safety,"  for  passenger  cars  only.  'No  provisionwas  made,  nor  at  any 
time  since  has  the  subject  of  automatic  couplers  for  freight  cars  been  a 
subject  of  State  legislation. 

The  Miller  hook  is  used  exclusively  on  passenger  cars,  and  it  is  seldom, 
if  ever,  that  one  can  find  a  passenger  car  whicli  is  not  equipped  with  some 
form  of  automatic  coupler.    I  do  not  understand  that  the  coupling  of  pas- 


220 

senger  cars  was,  or  is,  considered  more  dangerous  than  the  coupling  of 
freight  cars,  and  whether  this  action  of  tlie  legislature  was  intended  for 
the  protection  of  trainmen  whose  duty  it  is  to  couple  or  uncouple  cars,  or 
for  the  comfort  of  passengers.  I  am  not  advised. 

The  force  of  public  opinion  was  brought  to  bear  on  the  legislature  of 
Massachusetts,  which  referred  the  subject  of  freight  drawbars  and  coup- 
lers to  the  Board  of  Railroad  Commissioners  to  report  on  same  at 
next  general  court.  The  Board,  alter  examination,  recommended  the  Saf- 
ford  drawbar  or  some  other  form  of  automatic  coupler.  In  1884  an  act  of 
Massachusetts  again  ordered  cars  to  be  equipped  with  such  forms  of  auto- 
matic coupler  as  may  be  recommended  by  the  commissioners.  The  com- 
missioners held  meeting  for  examination  of  couplers  Sept.  25,  1884,  repre- 
sentatives of  the  commissions  of  Ohio,  Iowa  and  Michigan  being  present. 
After  making  such  tests  as  were  possible,  the  commission  adopted  the 
.Janney,  Hilliard,  Cowell,  United  States  and  Ames.  Subsequent  trial  and 
use  of  these  couplers  shows  that  the  Janney  and  Ames  are  best  fitted  for 
the  purpose.  The  latest  statistics  showing  83,788  freight  cars  equipped 
with  automatic  couplers.  Of  this  number  .Janney,  17,536;  Hilliard,  1; 
Cowell,  61;  United  States,  425;  Ames,  11,808.  The  Boston  automatic  coup- 
ler was  added  to  their  list  in  1887,  although  it  does  not  appear  that  it 
was  used  by  any  railroad. 

In  year  1888  there  were  5,000  approved  couplers  in  the  State  of  Massa- 
chusetts, and  out  of  a  total  of  nine  accidents  in  coupling  and  uncoupling, 
eight  occurred  in  coupling  old  with  approved  style.  The  commission,  see- 
ing the  difficulty  of  curing  this  evil  through  State  legislation,  recom- 
mended in  their  report  to  the  Legislature  that  the  Inter-State  Commerce 
Commission  be  instructed  to  consider  what  can  be  done  to  prevent  the 
loss  of  life,  etc.  Ths  Legislature  adopted  this  resolution  and  forwarded 
to  Congress  a  memorial  requesting  federal  legislation. 

Connecticut  ordered  safety  couplers  on  freiglit  cars  in  1882. 

Michigan  enacted  law  in  1886  authorizing  use  of  Aikman,  Ames,  Blocker, 
Cowell,  Marks,  McCree  and  Perry,  and  in  report  of  1888  the  Commissioner 
says,  "It  does  not  appear  that  the  substitution  of  automatic  for  old  style 
of  coupling  has  as  yet  begun  to  furnish  anticipated  results  in  tlie  decrease 
of  coupling  accidents."  The  Janney  and  Dowling  couplers  were  added  to 
the  first  list. 

New  York,  in  act,  required  that  after  July  1st.  1886,  no  coupler  shall 
be  used  upon  any  new  freight  car  unless  same  can  be  coupled  or  uncoupled 
without  the  necessity  of  going  between  cars,  etc.  In  1889  the  Commission 
of  New  York  also  favored  the  putting  of  this  matter  within  the  jurisdic- 
tion of  the  Inter-State  Commerce  Commission. 

It  appears  that  in  these  States,  where  the  Commissions  are  composed 
of  intelligent  men  seeking  for  a  remedy  for  this  evil,  that  after  trial  ex- 
tending over  a  period  of  years,  and  with  the  assistance  of  the  Legislature 
of  their  respective  States,  they  are  dissatisfied  with  the  results  of  their 
work,  and  appeal  to  Congress  for  legislation. 

During  this  time  the  Society  of  Master  Car  Builders  made  this  subject 
a  matter  of  earnest  examination,  and  at  the  17th  annual  convention,  held 
in  Chicago,  June,  1883,  a  committee  was  appointed  to  report  on  automatic 
freight  car  couplers  at  the  next  annual  meeting.  This  committee  sub- 
mitted its  report  at  the  next  annual  meeting,  making  no  selection,  and 
concluding  their  report  as  follows:  "'In  conclusion  the  committee  will 
say  that  they  realize  the  importance  and  magnitude  of  the  work  which 
has  been  given  them,  and  they  would  therefore  urge  upon  the  members 
of  the  association  the  importance  of  thoroughly  discussing  the  merits  of 
car  couplers." 

This  question  was  made  a  subject  for  consideration  at  a  special  meeting 
in  1885,  at  which  time  the  following  resolution  was  passed: 

^'Resolved,  That  it  is  the  opinion  of  this  convention  that  the  independent 
action  of  State  Legislatures  enforcing  the  use  of  some  form  of  automatic 
or  safety  coupler  is  already  resulting  in  greater   danger  to  employes  coup- 


221 

ling  cars  than  they  were  subject  to  before  such  action  went  into  effect, 
and  that  any  similar  further  action  of  Legislature  will  greatly  increase 
the  danger  to  employes."' 

A  study  of  the  requirements  of  an  automatic  freight  coupler  will  pre- 
sent the  following  conditions: 

1.  That  they  be  coupled  and  uncoupled  without  requiring  men  to  go 
between  the  cars. 

2.  That  whatever  the  relative  heights  of  the  couplers,  they  couple  and 
uncouple  equally  well. 

3.  That  free  slack,  as  far  as  possible,  be  dispensed  with  to  reduce  dam- 
age to  equipment  and  freight. 

4.  That  cars  be  coupled  easily  and  with  a  minimum  of  concussion  to 
encourage  careful  handling  of  cars. 

5.  That  they  be  simple  and  durable  and  at  a  minimum  cost. 

6.  That  the  couplings  at  both  ends  of  a  car  be  alike. 

7.  That  there  be  no  loose  parts  to  be  lost. 

8.  That  they  couple  on  curves. 

9.  That  they  couple  with  certainty  and  remain  so  without  danger  of 
parting  on  road. 

10.  Tliat  they  be  such  as  act  favorably  with  brakes. 

11.  That  the  coupling  and  uncoupling  be  unobstructed  by  inclement 
weather. 

12.  And  most  essential  of  all,  that  the  coupling  be  universal,  or  readily 
coupled  with  all  other  couplers. 

Is  there  a  coupler  now  made  which  will  meet  these  requirements?  Very 
many  people  think  this  problem  unsolved  and  probably  unsolvable. 

The  M.  C.  B.  society  after  throwing  down  the  gauntlet  in  their  resolu- 
tion against  State  legislation,  realized  that  they  must  take  decided  action. 
Railroad  commissioners  were  invited  to  a  trial  of  couplers  held  at  Buffalo 
September,  1885,  at  which  trial  42  makes  of  couplers  were  entered,  19  of 
which  might  be  classed  with  loose  link  couplers,  2  as  rixed  link,  12  as 
hook  couplers,  coupling  in  vertical  plane,  3  as  loose  coupling  bar  couplers, 
3  hook  couplers,  coupling  in  a  horizontal  plane,  3  miscellaneous  couplers. 
After  testing  these  various  designs  the  committee  recommended  two  of  the 
first  class,  three  of  the  second,  one  of  the  third  class,  four  of  the  fourth 
class  and  one  of  the  fifth  class  for  further  trial. 

At  the  21st  annual  meeting  of  the  Master  Car  Builders'  Society,  it  was 
decided  to  submit  the  following  recommendation  for  decision  by  letter 
ballot,  that  the  Janney  type  of  coupler  be  recommended  as  the  standard 
form  of  coupling. 

The  result  of  this  ballot  showed  that  474  votes  were  in  favor  of  the 
adoption  of  the  Janney  type  of  coupler,  and  194  against.  The  recommenda- 
tion was  therefore  declared  adopted. 

Plan  of  Master  Car  Builders'  standard  automatic  coupler  and  carrier 
iron  is  shown  on  Plate  lY.  Form  of  contour  lines  on  inside  of  jaw  is 
shown  on  Plate  Y. 

During  the  year  ending  December  31,  1889.  40,000  cars  were  equipped 
with  M.  C.  B.  couplers,  making  a  total  in  the  United  States  of  56,050. 
The  trunk  line  roads,  the  Chicago  systems  and  the  Richmond  and  Dan- 
ville and  Atlantic  coast  line  in  the'  south  are  the  chief  movers  in  this 
reform.  Companies  controlling  20,343  miles  of  railroad  have  made  the 
M.  C.  B.  type  standard.  It  is  in  extensive  use  on  40,000  miles.  Four  com- 
panies alone  have  25,000  cars  equipped  with  M.  C.  B.  couplers.  When  we 
consider  tliat  not  more  than  8,000  cars  were  equipped  with  M.  C.  B. 
couplers  at  the  beginning  of  1888,  it  is  apparent  that  the  adoption  of 
a  standard  by  the  M.  C.  B.  was  a  great  incentive  to  its  general  use. 


222 

The  Engineering  News  gives  number  of  cars  equipiDed  with  M.  C.  B. 
coupler  prior  to  1888  as  6,000,  cars  eqiuppecl  during  1888  as  15,000,  cars 
equipped  during  1889,  30,000.  This  statement  probably  does  not  cover  all 
cars  so  equipped,  but  is  in  itself  sufHcient  evidence  to  indicate  the  great 
advance  made  in  this  work. 

I  have  conferred  with  the  general  officers  of  many  of  the  leading  rail- 
roads, both  in  person  and  by  letter,  and  have  found  few  who  criticised  the 
M.  C.  B.  type  of  coupler  on  practical  grounds.  The  effect  of  the  action  of 
the  M.  C.  B.  upon  the  work  of  inventors  is  also  very  marked,  in  prescrib- 
ing the  lines  of  its  standard  the  society  only  defined  the  contour  of  the 
jaw,  and  any  style  of  coupler  conforming  to  these  lines  which  will  inter- 
lock with  the  Janney  will  be  accepted,  the  method  of  locking,  etc.,  is  left 
to  be  improved  upon,  and  inventors,  instead  of  wasting  energy  in  devising 
a  link  or  other  than  a  vertical  plane  hook,  are  devoting  their  skill  to  the 
perfection  of  the  M.  C.  B.  type. 

In  order  that  any  mechanical  device  intended  for  use  upon  railroads  may 
receive  the  favor  of  railway  managers,  it  must  have  more  than  the  cause 
of  humanity  on  its  side.  The  qviestion  of  expense  and  utility  enter  first, 
and  notwithstanding  public  pressure  has  been  brought  upon  railway 
officials  through  technical  journals,  public  spirited  men,  commissioners  of 
railroads  and  engineers  who  have  had  opportunity  to  become  familiar  with 
the  facts.  There  must  be  an  underlying  current  of  economy  to  induce  so 
rapid  progress  as  has  been  shown  to  have  been  made  during  the  past  year. 
Railroad  companies  are  ready  to  pay  for  improvements  which  will  reduce 
operating  expenses.  Probably  nothing  has  demonstrated  the  value  of  the 
close  coupler  more  tlian  the  Burlington  brake  trials.  It  has  long  been 
thought  necessary  to  have  free  slack  in  the  coupling  of  cars.  This  free 
slack  is  the  cause  of  breakage  of  many  drawbars  and  draft  rigging  in  stop- 
ping and  starting  trains,  and  in  operating  roads  with  broken  gradients  and 
also  very  dangerous  to  trainmen  and  live  freight.  During  the  brake  trial 
it  was  found  necessary  to  take  up  all  the  free  slack  by  blocking  the  links. 
The  severest  pull  on  the  engine  comes  immediately  after  all  cars  in  the 
train  have  been  started,  and  an  engine  will  start  more  cars  than  it  will 
pull.  In  ascending  a  grade  of  fifty  feet  per  mile  it  was  found  that  train 
could  be  started  with  greater  ease  with  links  blocked  than  with  links  loose. 
While  the  complete  elimination  of  shocks  and  the  attendant  danger  to 
life  and  injury  to  equipment  is  a  matter  of  brakes  and  not  of  couplers, 
still  the  coupler  is  an  important  factor,  and  it  is  obvious  that  the  close 
coupler  is  necessary  to  reduce  the  slack  to  a  minimum.  Knowing  the  con- 
ditions to  be  fulfilled  by  an  automatic  coupler  as  set  forth  hereinbefore, 
it  will  be  seen  that  the  M.  C.  B.  type  may  be  made  to  answer  to  the  re- 
quirements as  indicated  in  the  first  eleven  conditions. 

The  cost  of  equipping  a  freight  car  with  the  M.  C.  B.  coupler  is  about 
$25  per  car  in  place,  being  little  if  any  more  than  the  cost  of  the  old 
draw  gear.  The  saving  in  damage  to  equipment,  while  considerable, 
amounts  to  little  as  compared  with  the  increased  train  loads  that  can  be 
made  by  the  use  of  automatic  air  brakes  and  couplers.  The  B.  &  O.,  and 
other  roads  of  like  character  using  broken  grades,  haul  as  many  passenger 
cars  as  the  maximum  load  on  more  level  grades,  but  there  will  be  found 
a  considerable  difference  in  train  loads  in  freight  traffic  as  between  com- 
paratively level  grades  and  fluctuating  grades.  Why  is  this?  Under  a  like 
condition,  if  a  locomotive  can  pull  the  same  load  of  passenger  cars  as  over 
broken  grades  as  the  maximum  pulled  on  comparatively  level  or  uniform  grades, 
the  freight  engine  should  do  similar  work  in  freight  service.  However,  this 
is  not  done,  and  the  reason  is  found  principally  in  the  fact  that  with  the 
combined  use  of  air  brakes  and  close  couplers  tlie  engineer  of  the  passenger 
train  uses  the  power  of  his  engine  almost  continually  and  by  variation  in 
speed,  and  by  using  the  momentum  of  his  train  stored  on  descending  grades 
he  is  able  to  climb  grades  which  would  be  difficult  to  surmount  if  the  stored 
energy  acquired  on  descending  grades  was  not  used  to  lift  the  train  out  of 
the  sag.  With  freight  train  equipped  with  hand  brakes  and  loose  couplers 
the  engineer  dare  not  raise  the  speed  sufficient  to  assist  in  equalizing  the 
profile,  and  on  gradients  prescribing  short  breaks  the  danger  of  breakaways 


223 

and  consequent  delay  necessitate  the  constant  presence  of  brakemen  on 
top  of  cars  to  equalize  the  strain  ou  drawbars,  and  prevent,  it  possible,  the 
sudden  shocks  which  are  liable  to  break  drawbars,  injure  freight  and 
knock  down  the  stock.  To  limit  the  speed  of  trains  to  a  llxed  number  of 
miles  per  hour,  regardless  of  profile,  will  certainly  reduce  the  train  loads, 
and  the  time  chart  should  be  made  to  conform  to  profile  as  well  as  to  other 
necessities  of  operation.  I  am  of  the  opinion  that  this  matter  will  receive 
greater  attention  when  freight  cars  are  equipped  with  train  brakes  and 
close  couplers. 

During  the  past  ten  years  few  reports  of  State  Railroad  Commissioners, 
Inter-State  Commissioners,  journals,  gazettes,  or  of  the  many  societies  or- 
ganized for  the  promotion  of  knowledge  in  railway  practice  have  been 
without  some  mention  of  this  ({uestion  of  safe  couplers,  and  no  society, 
excepting  the  M.  C.  B..  has  been  bold  enough  to  take  decided  action  in  the 
matter.  Since  their  action  in  adopting  the  Janney  type  as  their  standard 
they  have  been  criticised  by  makers  and  railway  officials,  one  for  adopting 
any  type  and  the  other  for  not  adopting  a  special  device  instead  of  a  type. 
At  the  March  meeting  of  the  Xew  England  Eailroad  Club  a  paper  was 
read  denouncing  the  action  of  the  M.  C.  B.  on  account  of  their  not  adopt- 
ing a  standard  coupler,  contending  that  a  "standard  freight  car  coupler  is 
absolutely  necessary  for  the  most  complete  safety  and  economy."  Admit- 
ting the  economy  but  offering  no  method  of  relief.  The  adoption  of  a 
standard  coupler'by  any  body,  State  or  National,  would  not  insure  its  re- 
placing all  existing  drawbars. 

The  adoption  of  a  type,  however,  still  leaves  the  field  open  for  competi- 
tors, encourages  the  inventor  to  improve,  and  by  the  survival  of  the  fittest 
will  ultimately  give  us  the  ideal  coupler,  while  in  using  the  present  M.  C.  B. 
type  we  will  have  universal  interchangeability. 

It  is  true  that  the  breakages  of  the  present  form  of  M.  C.  B.  type  is  ex- 
cessive, caused  partly  by  faulty  construction,  poor  material  and  the  neces- 
sity of  coupling  with  the  old  style  link  and  pin.  The  inventors'  skill  will 
no  doubt  rapidly  improve  the  form,  and  when  the  necessity  of  coupling  with 
link  and  pin  no  longer  exists  the  knuckle  breakage  will  be  greatly  dimin- 
ished. The  cost  of  furnishing  links  and  pins  for  the  old  style  drawbar  is 
at  the  lowest  calculation  $2  per  year. 

Why  do  links  break?  Is  it  caused  from  the  lack  of  sufficient  material 
to  resist  the  strain  necessary  in  steady  pulling?  The  full  resistance  of  a 
one  and  one-half  inch  link  made  from  good  iron  is  175,000  pounds  and  the 
maximum  pull  of  the  average  locomotive  will  not  exceed  20,000  pounds. 
Even  reducing  the  link  to  the  resistance  at  the  elastic  limit,  its  strength 
will  be  five  times  greater  than  the  dead  pull  of  an  engine.  It  is  mani- 
fest that  links  are  not  broken  by  dead  pull,  but  by  jerks  born  of  free 
slack.  In  the  absence  of  free  slack  no  such  strain  can  occur  so  that  a 
comparatively  weak  hook  coupling  without  free  slack  will  withstand  the  pull- 
ing strain. 

The  greatest  trial  to  which  the  M.  C.  B.  coupler  is  subjected  is  in 
switching  and  coupling.  There  is  little  danger  of  breaking  in  transit. 
When  drilling  in  yards  cars  are  punted  or  poled  from  lead  tracks  and 
crash  against  stationary  cars  with  tremendous  force.  And  again  when 
coupling  every  new  device  is  tested  unofficially  by  switchmen  who  regard- 
less of  damage  to  equipment,  will  signal  to  the  engineer,  "Open  her  out 
Jim,  and  hit  her  hard,  and  see  how  this  thing'l  work." 

A  friction  buffer  manufactured  by  Westinghouse,  is  intended  to  take  up 
a  portion  of  this  shock,  but  it  has  not  been  in  use  long  enough  to  estab- 
lish its  utility.  When  a  suitable  buffer  is  found  the  expense  of  maintain- 
ing the  M.  C.  B.  coupler  will  be  greatly  reduced. 

The  recital  of  the  action  of  the  M.  C.  B.  society  leading  up  to  the  final 
conclusion  and  adoption  of  a  standard  type  as  well  as  the  interest  and 
action  taken  by  the  commissioners  of  the  several  states  and  other  societies 
covering  a  period  of  years,  demonstrates  that  the  solving  of  this  problem 
has  brought  into  action  the  best  skill  of  this  country,  men  familiar  with 


224 

the  requirements  and  conscious  of  the  need  of  reform  from  tlie  dangers 
and  expensive  form  of  old  style  link  and  pin.  Many  men  are  still  uncon- 
vinced that  the  proper  type  has  yet  been  adopted  by  the  M.  C.  B.  but 
the  majority  believe  in  it,  and  the  question  now  is  how  to  put  it  into 
service.  Tlie  transition  period  is  a  dangerous  one.  Will  railway  officials 
equip  their  freight  cars  as  fast  as  renewals  are  needed  or  new  cars  built 
without  the  force  of  the  law.  and  if  legislation  is  necessary,  shall  it  be 
state  or  national";' 

BLOCK    SIGNALS. 

If  we  have  learned  how  to  stop  a  train  it  is  also  very  essential  that  we 
be  advised  when  to  stop. 

During  the  year  ending  June  30,  1890,  reports  show  311  persons  killed 
and  1,313  injured  in  collisions.  Of  this  number  167  killed  were  employes 
and  107  passengers;  820  injured  were  employ (?s  and  445  passengers.  This 
indicates  that  accidents  from  collisions  present  a  more  dangerous  element 
to  passengers  than  any  other  form  and  the  traveling  public  is  necessarily 
more  interested  in  safety  appliances  tending  to  the  safe  handling  of  pas- 
senger trains  than  in  any  other  safety  appliance. 

While  the  automatic  air  brake  is  a  foremost  factor  of  safety  in  the 
movement  of  trains  it  still  fails  to  entirely  overcome  the  errors  of  the 
train  dispatcher,  operator  or  trainmen.  If  the  dispatcher's  time  spacing 
of  trains  was  carried  out  as  intended  there  would  be  but  few  collisions. 
However,  so  many  chances  present  themselves  in  running  that  the  sched- 
ule is  not  always  maintained  and  it  is  necessary  to  change  the  time  spac- 
ing for  distance  spacing  in  order  to  reduce  the  danger  of  collisions  to  the 
minimum. 

In  England  the  block  system  is  in  almost  universal  use,  about  90  per- 
cent, of  all  the  passenger  trains  of  that  country  are  worked  by  the  abso- 
lute block  system,  and  will  doubtless  be  universal,  as  the  board  of  trade 
under  a  recent  act  of  parliament,  has  notified  the  companies  that  the 
use  of  this   system  will  be  required  on  all  passenger  lines. 

The  block  system  originated  in  England  and  grew  out  of  the  necessity 
of  traffic.  The  original  method  was  introduced  about  1853.  The  plan  then 
used  was  to  divide  the  road  into  sections,  whose  length  varied  with  the 
requirement  of  traffic  or  the  profile  of  road  and  topographical  features  of 
the  contiguous  country,  sections  over  which  few  trains  travel  being  from 
two  to  five  miles  long.  Where  traffic  was  more  dense  sections  did  not  ex- 
ceed one  mile.  At  the  end  of  each  section  a  tower  or  signal  house  is  lo- 
cated, occupied  day  and  night  by  a  signalman  who  is  also  a  telegraph 
operator,  who  was  charged  with  the  duty  of  keeping  a  vigilant  look-out 
and  wire  the  signalman  in  tower  on  either  side  when  a  train  had  passed 
his  station.  Two  trains  are  not  allowed  between  signal  stations  at  the 
same  time.  Such  universal  use  of  the  block  system  in  England  and  the 
resultant  safety  from  collisions  is  a  powerful  argument  in  its  favor. 

Some  of  the  lines  in  the  United  States,  realizing  the  importance  of  the 
block  system,  have  introduced  it  on  lines  where  traffic  is  heavy  enough  to 
warrant  the  expense.  The  original  method  is  very  expensive  and  unscien- 
tific, and  great  advancement  has  been  made  in  England  and  the  United 
States  in  the  practice. 

The  protection  of  a  train  which  for  some  reason  has  been  compelled  to 
stop  between  telegraphic  stations  is  generally  attempted  by  sending  a  man 
back  along  the  track  with  a  signal  to  warn  approaching  train.  If  the 
flagman  who  is  sent  back,  as  well  as  the  engineman  on  following  train,  per- 
form their  duty,  all  is  well.  But  extreme  vigilance  is  necessary  on  the  part 
of  both,  and  if  the  weather  be  inclement  or  the  signal  be  difficult  to  see  on 
account  of  fog,  collision  is  almost  sure  to  follow. 

It  is  true  that  much  of  the  loss  of  life  resulting  from  collision  is  due  to 
negligence  on  the  part  of  trainmen,  and  notwithstanding  the  carefully  form- 
ulated rules  provided  for  the  guidance  of  trainmen,  man  is  fallible  and  col- 
lisions do  occur. 


225 

As  early  as  1841  one  semaphore  was  in  use  at  New  Cross,  England.  Mr. 
Bourne,  writing  in  1839,  says  of  tlie  London  and  Birmingliam :  "Certain 
policemen  are  stationed  at  intervals  along  the  line  as  signalmen,  whose 
duty  it  is  to  remove  obstructions,  and  to  warn  an  approaching  train  of 
any  obstacle  to  its  progress.  The  signals  made  use  of  in  the  day  time  are 
small  white  and  red  flags,  and  at  night,  lamps  similarly  colored."  But  the 
policeman,  with  his  flags  and  lanterns,  could  tell  the  engineman  nothing 
till  he  came  close  to  him,  nor  could  he  warn  him  that  the  train  which 
had  passed  had  not  broken  down  between  his  station  and  the  next.  In 
order  to  guard  against  this  the  telegraph  was  called  into  aid,  enabling 
the  operators  to  communicate  to  each  other  announcing  the  passage  of 
trains. 

Various  systems  have  been  devised  to  operate  the  block  signals  auto- 
matically by  the  passage  of  trains,  and  the  question  of  what  is  the  best 
kind  of  block  signaling  and  to  what  extent  railroad  companies  will  be 
willing  to  introduce  what  is  certainly  a  great  expense,  is  not  yet  deter- 
mined. 

The  Svkes  system  is  used  to  some  extent  in  the  United  States,  being 
the  standard  of  the  New  York  &  Harlem  R.  R.,  the  N.  Y.,  N.  H.  &  H. 
R.  R.,  and  the  N.  Y..  L.  E.  &  W.  R.  R.  The  Union  Switch  and  Signal 
Company  and  the  Hall  Signal  Company  ofi'er  systems,  each  of  great  merit, 
differing  greatly  in  method  employed.  The  Union  Switch  and  Signal 
Company  provide  two  systems  for  the  automatic  block  signals,  one  op- 
erated entirely  by  electricity  and  the  other  by  combined  rail  circuit  and 
compressed  air.  '  A  gravity'^  battery  supplies  the  current  which  is  carried 
through  the  rails,  being  connected  at  joints  by  wires  connected  to  each 
end  of  the  rail.  The  insulation  between  block  sections  is  accomplished 
by  placing  a  wooden  washer  between  the  angle  bar  and  the  rail.  The 
sections  may  be  of  any  length  convenient  to  traffic  to  be  controlled.  At 
the  termination  of  each  section  a  semaphore  signal  with  two  blades  is 
generally  provided,  the  upper  blade  painted  red,  and  when  in  horizontal 
position  indicates  danger,  the  lower  painted  green,  being  a  signal 
to  "proceed  under  caution."  The  lowering  of  the  blade  indicates  that 
the  danger  which  it  indicated  in  horizontal  position  no  longer  ex- 
ists. The  normal  position  of  all  signals  is  horizontal.  The  unbroken  cur- 
rent through  the  rails,  through  the  mechanism  of  the  machine  on  signal 
post  maintains  the  signal  at  safety  or  inclined  from  the  horizontal.  When 
a  train  enters  the  block  the  current  is  taken  up  through  the  wheel  and 
axle  to  the  opposite  rail.  The  current  is  broken  and  the  upper  blade 
moves  to  a  horizontal  position,  indicating  to  following  train  that  first 
block  ahead  is  occupied.  When  the  train  leaves  the  first  section,  tlie  cur- 
rent being  again  complete,  the  upper  blade  falls  from  horizontal  position. 
The  lower  blade  still  remaining  at  "caution,"  horizontal  indicating  that 
train  is  in  second  section,  train  following  proceed  under  caution.  When 
train  has  passed  into  third  section  the  first  caution  signal  falls,  and  train 
following  finding  both  signals  down  may  proceed  at  full  speed.  The  ces- 
sation or  interruption  of  the  currents,  either  by  presence  of  train  in  block, 
broken  rail,  removal  of  rail  by  sectionmen,  or  from  any  of  the  various  ac- 
cidents which  may  arise  to  disturb  the  rails  the  signals  are  held  at  dan- 
ger. The  use  of  two  blades  is  only  practiced  where  blocks  are  short  and 
it  is  desired  to  keep  two  clear  sections  between  high  speed  trains.  The 
use  of  this  system  of  two  blades  on  long  sections  would  cause  too 
much  delay  to  traffic.  The  track  circuit  in  perfect  working  order  seems 
to  cover  all  essential  points  in  an  automatic  block  system,  and  its  use  by 
the  Pennsylvania  R.  R.  at  Pittsburgh  and  otlier  points  where  traffic  is 
dense  seems  to  have  given  satisfaction. 

The  practice  of  sending  flagmen  back  when  train  is  delayed  between 
stations  should  not  be  omitted,  no  matter  what  system  of  block  signaling 
is  used. 

All  signals  used  in  the  system  just  described  are  of  the  semaphore  pat- 
tern, 1.  e.,  post  and  blade.  This  is  the  form  generally  adopted  as  stand- 
ard for  all  form  of  block  and  switch  signals. 

—15  R.  E. 


22Q 

The  Hall  system  of  block  signaling  differs  materiallj'^  from  the  Unioo 
Switch  &  Signal  Go's.  plan.  In  this  system  the  wire  circuit  is  used,  and 
the  signal  instead  of  being  of  the  semaphore  pattern  is  of  the  disc  pat- 
tern, inclosed  in  a  case  when  indicating  safety.  The  apparatus  in- 
vented by  T.  S.  Hall  was  first  used  on  the  New  York  and  Harlem  Rail- 
roads in  1871.  Tliis  first  device  provided  for  the  transmission  of  current  by 
means  of  wires  suspended  on  the  telegraph  poles  and  subjected  to  the 
usual  danger  of  damage  by  storm,  etc.  The  wire  is  now  carried  under 
ground  to  the  signal  posts.  The  device  is  rendered  automatic  by  the  aid 
of  a  track  instrument  which  receives  upon  a  lever  the  blows  from  passing 
wheels.  Quoting  from  the  description  of  their  system  found  in  their  late 
catalogue:  "The  principle  on  which  this  signal  is  constructed  and  oper- 
ated is  that  the  first  wheel  entering  a  block  section  sets  the  signal  at 
danger  and  at  the  same  time  breaks  an  electric  circuit  in  such  a  way  that 
under  no  possible  contingency  can  the  signal  again  show  safety  until  the 
train  passes  out  of  the  block  section  and  operates  the  track  instrument 
which  restores  the  circuit.  If  a  wire  breaks  or  is  grounded  or  two  wires 
become  crossed,  the  signal  goes  to  danger.  Likewise  a  failure  of  the  bat- 
tery or  any  failure  of  its  parts,  or  the  occurrence  of  any  of  the  mishaps 
which  experience  has  shown  signal  connections  liable  to,  must  always  re- 
sult in  setting  the  signal  at  danger,  etc." 

This  system  it  will  be  observed  will  allow  a  portion  of  a  breakaway  to 
pass  out  of  a  section  setting  the  signal  behind  it,  and  leaving  a  portion 
of  the  train  on  track  unprotected  from  following  train.  It  also  lacks  the 
power  of  warning  against  broken  rail  or  any  disturbance  of  track  which 
may  be  dangerous  to  traffic.  It  is  claimed  by  those  favoring  wire  circuit 
that  it  covers  all  the  points  claimed  and  that  the  breakaways  should  be 
protected  by  hand  signal  in  liand  of  trainmen.  I  believe  the  Hall  Signal 
Company  favor  the  wire  circuit  on  scientific  principles  and  are  prepared 
to  furnish  the  rail  circuit  system  if  desired.  The  wire  circuit  is  less  ex- 
pensive and  it  is  contended  that  the  cost  of  maintenance  is  less  than  by 
any  system  of  rail  circuits. 

The  station  block  system  is  in  use  on  several  railroads  in  this  State, 
and  where  the  stations  are  not  too  far  apart  the  system  seems  to  be  sat- 
isfactory. 

The  U.  S.  &  S.  Co.  are  constructing  a  system  of  automatic  block  signal- 
ing for  the  C.  B.  &  Q.  out  of  Chicago.  The  general  adoption  of  any 
system  of  block  signaling  in  this  State  is  considered  too  burdensome  for 
the  traffic,  and  it  is  only  at  points  where  the  traffic  is  dense  and  accidents 
from  collisions  frequent  that  it  will  be  used. 

On  the  evening  of  September  19,  a  coal  train  on  the  Philadelphia  and 
Eeading  broke  in  two.  The  train  was  made  up  of  150  cars,  probably  the 
short  4  wheeled  cars  in  use  on  that  road  for  local  business.  The  break 
was  about  100  cars  from  engine.  Another  train  of  same  length  was  follow- 
ing ten  minutes  behind.  Owing  to  lack  of  proper  signals  and  negligence 
of  trainmen  the  second  section  collided  with  the  rear  end  of  first  train 
which  had  slackened  speed  after  breaking  away.  The  collision  threw  the  cars 
over  on  to  the  second  track  in  front  of  a  passenger  train,  wrecking  it  and 
killing  twenty-one  and  injuring  thirty  persons,  five  being  employes.  With 
air  brakes,  M.  C.  B.  couplers  this  accident  would  have  been  in  all  probability 
averted,  and  with  an  absolute  block  system  this  accident  could  not  occur. 

The  movement  of  trains  at  12  minute  intervals  where  traffic  is  dense,  is. 
not  safe  unless  block  svstems  are  used. 


SIGNALS. 

The  question  of  the  adoption  of  a  uniform  code  of  signals  has  been  the 
subject  of  much  debate  among  men  who  are  charged  with  the  safe  hand- 
ling of  persons  and  property. 


The  Time  Convention,  composed  of  general  managers  or  officials  of  au- 
thority, have  met  from  time  to  time  and  discussed  the  necessity  of  uni- 
form train  signals,  have  formulated  a  code  of  rules  for  general  use,  and  in 
many  ways  promoted  the  general  system  of  train  signals. 

Signals  may  be  divided  into  classes  as  follows:  The  hand  signal,  train 
signals  and  semaphore  or  signals  on  fixed  posts,  indicating  by  position  of 
arms,  discs  or  globes,  safety,  caution  or  danger. 

It  is  apparent  that  a  uniform  code  for  use  of  these  signals  is  essential 
for  safety.  Trainmen  change  from  one  road  to  another,  and  unless  all 
signals  are  used  to  express  iDut  one  meaning  on  all  roads  there  is  liability 
to  confusion  and  consequent  danger. 

The  Time  Convention  has  to  a  great  extent  succeeded  in  accomplishing 
this  reform  in  hand  signals. 

The  many  combinations  of  tixed  signals  on  trains  necessary  to  indicate 
the  class  and  position  of  train,  make  it  necessary  that  trainmen  be  in- 
structed alike,  and  I  deem  it  necessary  to  good  discipline  that  each  train- 
man be  provided  with  a  book  of  rules  showing  a  diagram  of  signals  col- 
ored, showing  position  of  signals  on  rear  and  of  both  passenger  and  freight 
by  day  and  by  night,  locomotive  running  forward  and  running  extra  by 
dky  and  by  night.  Locomotive  running  backward  empty  and  running 
extra,  locomotive  running  backward  empty  and  carrying  signals  for  fol- 
lowing train,  locomotive  running  forward  carrying  signals  for  train  follow- 
ing, and  locomotive  running  backward  carrying  signals  for  train  following. 
Engine  head  light  when  on  main  track  and  siding-lights  and  flags  should 
be  shown  in  position  on  engine,  tender  or  rear  of  train  separately,  under 
each  of  the  conditions.  Should  also  show  by  diagram  color  and  position  of 
all  flags  used  as  hand  signals,  also  section  men's  signal,  which  is  generally 
flag  fixed  to  temporary  post  on  enginemen's  side  of  track.  Car  repairs 
signals  should  be  included  as  well  as  the  station  order  board,  main  track 
switch  targets  together  with  .all  other  switch  distant  and  semaphores 
whether  fixed  or  movable.  Also  road  crossing  signs,  station  whistling  posts, 
water  tank  highway  crossings,  whistling  posts  and  public  warning  posts, 
slow  order  boards,  yard  limits  and  any  other  form  of  signal  which  the 
trainmen  should  understand.  This  handy  volume  will  prove  a  means  of 
education,  and  where  tried  has  been  gladly  received  by  all  trainmen. 

INTERLOCKING,    SIC^NALING  AND  DERAILING. 

The  term  interlocking  as  here  used  means  the  grouping  of  levers  con- 
trolling the  movements  of  switches,  turnouts  and  signals,  and  so  arranging 
them  as  to  make  it  impossible  for  operator  to  give  conflicting  signals  or 
routes.  Signaling  applies  to  the  directing  of  traffic  and  derailing  is  used 
to  prevent  two  trains  colliding  if  for  any  reason  the  signal  is  passed  when 
set  against  either  of  the  trains. 

The  purpose  of  using  this  system  of  grouping  levers  under  the  control 
of  an  operator  at  a  convenient  point  and  arranging  signals  and  derails  to 
co-operate  with  same  in  their  proper  turn  is:  First,  increased  safety  to 
life  and  property:  second,  increased  facility  in  handling  traffic  at  busy 
points  and  avoiding  the  necessity  of  stopping  at  grade  crossings. 

When  we  consider  the  many  accidents  which  occur  at  crossings  and  the 
expense  of  stopping  all  trains  before  crossing  at  grade  at  the  hundreds  of 
grade  crossings  in  this  State,  it  will  be  easily  understood  that  the  matter 
of  expense  is  the  only  item  which  deters  railroad  officials  from  equipping 
such  crossings  with  an  approved  device  which  will  be  not  only  a  feature 
of  economy  in  operation  of  trains,  but  a  factor  of  safety,  speed  and  com- 
fort to  the  traveling  public.  Sometime  before  the  knowledge  of  its  ad- 
vantage was  appreciated  in  the  United  States,  England  had  perfected  a 
machine  which  is  now  almost  universally  used  there  and  is  fast  coming 
into  service  in  the  United  States.  As  an  evidence  of  its  usefulness  in 
England,  Waterloo  station,  one  of  the  busiest  in  England,  is  equipped  with 


228 

an  interlocking  plant  operated  by  209  levers.  From  this  tower  tlie  points 
and  signals  are  moved  to  pass  during  seven  hours  of  the  day  full  315 
trains,  and  during  the  year  4,848,700  movements  are  made,  or  an  aver- 
age of  22  movements  for  each  train.  The  Brighton  signal  box  at  London 
bridge  is  probably  the  largest  in  the  world. 

The  first  system  of  interlocking  erected  in  this  country  was  pliced  at 
East  ISTewark,  N.  J.,  in  1874.  This  was  an  English  machine  known  as  the 
Saxby  and  Farmer  type,  a  type  which  is  now  constructed  by  the  U.  S.  & 
S.  Co.  and  the  Johnson  Railroad  Signal  Company.  Since  1874  the  Union 
Switch  and  Signal  Co.  have  erected  up  to  January  1890,  551  interlocking 
machines,  of  which  52  are  in  Illinois.  Of  this  number  6,046  are  Saxby  & 
Farmer  levers,  and  since  this  report  considerable  work  has  been  done.  19 
machines  have  been  erected  in  Illinois,  comprising  277  levers,  of  which  the 
Union  S.  &  S.  Co.  built  18,  working  266  levers,  the  Johnson  S.  &.  S.  Co. 
putting  in  eleven  levers.  As  the  U.  S.  &  S.  Co.  have  been  foremost  in  the 
construction  of  work  in  this  State,  I  will  give  a  brief  description  of  the 
machine. 

For  a  single  crossing  at  grade  six  levers  are  generally  used,  two  for  mov- 
ing four  derail  points  located  300  feet  each  way  from  crossing,  four  levers 
operating  four  home  signals,  located  350  feet  each  way  from  crossing,  and 
four  distant  signals  operate  1,550  feet  each  way  from  crossing.  The  con- 
nection from  derail  to  lever  is  generally  made  with  pipe,  and  home  and 
distant  signals  by  wire.  The  levers  are  grouped  in  a  tower  and  painted 
and  numbered  to  correspond  to  movements  they  control,  levers  operating 
derails,  black,  home  and  distant  signal  levers  half  red  and  half  green.  The 
home  signal  is  painted  red  on  furthest  face  and  has  blade  with  square 
end.  Wlien  in  liorizontal  position  it  indicates  danger,  stop,  the  distant 
signal  is  a  blade  with  fish  tail  and  painted  green  on  furthest  face,  and 
when  in  horizontal  position  indicates  to  engineer  that  lie  must  proceed 
under  control  expecting  to  stop  before  reaching  home  signal.  When  blades 
incline  from  horizontal  it  is  an  indication  that  track  is  clear.  Should  an 
engineer  disregard  the  signal  to  stop  as  indicated  by  home  signal  in  hori- 
zontal position,  and  proceed  toward  crossing,  he  is  derailed  at  open  switch 
or"  derail  point,  "Jocated  50  feet  from  home  signal  toward  crossing.  The  op- 
erator in  tower  seeing  a  train  approaching  on  number  one  track  grasps  the 
lever  operating  the  derail  points  on  that  track  and  pulling  it  towards  him- 
self closes  the  points,  giving  continuous  rail  on  number  one,  and  through 
the  mechanism  of  the  machine  moves  a  bar,  locking  the  derail  and  signal 
levers  on  number  two.  The  next  movement  is  by  moving  the  lever  oper- 
ating athe  signals  on  side  from  which  train  is  approaching,  the  first  half  of 
the  movement  lowers  the  home  signal  and  the  final  movement  home  low- 
ers the  distant  signal  also  locks  the  signal  lever  operating  signals  on  same 
track  for  traffic  in  opposite  direction.  The  machine  now  has  four  levers 
in  normal  position  locked,  and  two  levers  throw  out  from  machine.  The 
approaching  train  now  has  clear  track  and  advance  signals  and  is  protected 
from  collision  with  any  train  on  track  2  by  open  derails  and  danger  sig- 
nals. The  derail  on  number  one  which  was  closed  cannot  be  opened  until 
the  distant  signal,  then  the  home  signal,  are  moved  to  danger.  The  derail 
lever  may  then  be  put  back  home.  All  levers  now  stand  in  line,  derails 
open  and  signals  at  danger.  To  guard  against  splitting  of  trains  at  facing 
point  switches  a  thin  iron  bar,  called  a  detector  bar,  40  leet  long  is  hinged 
to  the  outside  of  rail,  moving  in  vertical  plane.  This  bar  is  so  hung  that 
it  cannot  be  moved  lengthwise  without  at  the  same  time  being  raised. 
This  bar  is  long  enough  so  that  it  cannot  be  raised  between  the  trucks  of 
a  coach  or  .car  and  is  actuated  by  the  first  movement  of  the  lever  which 
controls  the  switch  and  unless  track  is  free  the  detector  bar  cannot  be 
lifted,  consequently  switcli  cannot  be  opened.  All  levers  in  a  machine  are 
pivoted  upon  a  common  center  and  each  identical  in  construction  and  op- 
eration, the  foundation  being  separate  from  tower.  In  front  of  the  lev- 
ers is  a  cast  iron  frame  containing  movable  locking  bars  moving  in  hori- 
zontal position.  A  casting  rectangular  in  form,  called  the  "flop'' is  carried 
on  bearings  at  each  end  under  the  locking  bars.  This  "flop"  is  connected 
to  a  radial  link  by  pivot  block  moving  in  link.  During  the  movements 
of  the  lever  the  pivot  block  traveling  in  the  radial  link  moves  it  verti- 


229 

cally,  which  through  the  universal  joint  turns  the  '•flop''  wliich,  in  turning- 
strikes  a  '"dog"  or  casting  clamped  to  locking  bar,  drawing  it  sufficiently 
to  lock  all  opposing  levers  and  freeing  the  lever  next  in  order  to  be  moved. 

The  interlocking  and  signaling  of  most  of  the  crossings  and  connections 
which  have  been  put  into  operation  in  this  State  have  been  vastly  more 
intricate  than  the  simple  crossing  just  described,  but  the  method  of  con- 
struction and  operation  is  only  an  enlargement  of  the  plan,  which  must 
be  conformed  to. 

The  interlocking  at  Ash  street,  Chicago,  operated  by  54  levers ;  at  Bar- 
rington,  13  levers :  Clyburn  Junction,  32  levers ;  Bridgeport,  36  levers,  all 
of  the  Saxby  &  Farmer  type,  furnish  examples  of  the  complete  manner  in 
which  every  point  is  guarded  and  controlled. 

The  manual  machine  is  the  most  generally  used,  but  at  points  where 
the  extent  of  system  will  warrant  the  expense  the  pneumatic  machine  is 
used.  The  finest  example  of  this  macliine  is  at  Pittsburgh,  Pa.  The  power 
used  is  compressed  air  actuated  by  electricity,  controlled  by  an  operator 
who  moves  a  small  lever  essentially  the  same  as  in  manual  machine,  but 
requiring  very  little  power. 

The  act  which  was  approved  in  this  State  in  ]887  providing  for  the 
passage  of  trains  over  grade  crossings  without  stopping,  when  crossing  is 
properly  protected  by  interlocking  and  signals  did  not  provide  for  the 
interlocking  of  draw  bridges.  I  am  satisfied  that  it  is  a  matter  of  public 
safety  and  convenience,  as  well  as  a  protection  to  railways  to  provide  for 
the  interlocking  of  draw  bridges.  Many  draw  bridges  in  this  State  are 
moved  but  seldom,  and  where  they  are  moved  often  it  is  certainly  better 
to  protect  the  traffic  against  the  possibility  of  engines  running  into  an 
open  draw.  Records  of  such  accidents,  though  infrequent,  show  disastrous 
results.  The  interlocking  of  the  Bridgeport  draw  at  Chicago  with  the 
complicated  approaches  thereto  shows  the  complete  manner  in  which  this 
work  can  be  performed. 

FREIGHT   CARS. 

The  record  of  accidents  to  employes  falling  from  engines  and  cars  during 
year  ending  shows  that  2,504  persons  were  killed  or  injured.  Of  this  num- 
ber 493  were  killed  and  2.011  injured.  While  this  fatality  is  chargeable 
to  some  extent  to  lack  of  proper  brakes  and  couplers,  which  would  do 
away  with  the  necessity  of  men  being  on  top  of  cars,  it  is  also  due  to 
the  improperly  kept  brake  shafts,  running  boards,  steps,  side  ladders,  etc. 

The  Commissioners  of  the  State  of  New  York  in  their  recommendations  to 
the  Legislature  in  their  annual  reports  for  years  1885,  '86,  and  '87,  ask  that 
action  be  taken  to  compel  railroads  to  protect  trainmen  from  danger  of 
slipping  from  the  car  roof  by  providing  railing  on  roof  along  each  side  of 
car.  No  legislative  action  was  taken.  I  am  not  advised  that  any  State 
requires  this  protection  to  be  provided. 

During  the  meeting  of  the  13th  annual  convention  of  the  M.  C.  B. 
society  at  Chicago  in  1879,  action  was  taken  by  the  society  fixing  the 
standards  for  the  kind  and  position  of  all  brake  shafts,  fastenings  for  brake 
pawl,  etc.,  position  of  running  board  at  end  of  car,  position  and  dimen- 
sion of  steps  and  ladders.  These  recommendations  were  adopted,  and  are 
as  follows : 

"That  all  brake  shafts  be  placed  on  left  hand  corner  of  car,  when  a 
person  is  standing  on  the  track  facing  the  -end  of  car.  (Plates  6  and  7 
show  brake  shaft  in  position  as  designated.) 

"That  the  ratchet  wheel  and  pawl  be  fastened  to  a  suitable  casting  on 
the  roof. 

"That  the  running  boards  be  not  less  than  18  inches  wide  and  one  inch 
thick,  the  ends  of  which  to  project  5  and  one-half  inches  outside  of  the 
boarding.  The  projections  to  be  supported  by  two  braces  of  2-inch  by 
i-inch  iron. 


230 

''That  two  good,  substantial  steps  made  of  wrought  iron,  one-half  inch 
by  one  and  three-quarters  inch  be  fastened,  one  to  each  side,  at  diagonal 
corners  of  the  car. 

"That  each  box  and  stock  car  have  two  ladders,  not  less  than  five  steps 
in  each  ladder,  made  of  flve-eighths  inch  round  iron,  projecting  three  and 
one-half  inches  from  siding,  securely  fastened  to  each  end  at  diagonal 
corners  with  handle  directly  over  the  ladders  on  the  roof.'" 

The  question  of  the  proper  form  of  dead  blocks,  and  whether  it  is  bet- 
ter to  construct  cars  without  end  platforms  has  been  a  matter  of  consid- 
erable discussion.  Car  builders  are  about  evenly  divided  in  opinion  as  to 
the  durability  of  platform  in  economic  construction  and  its  relation  to 
the  work  of  .'trainmen. 

At  the  20th  annual  convention  of  M.  C.  B.,  at  Niagara  Falls,  in  1886, 
it  was  decided  to  test  the  matter  upon  a  division  by  letter  ballot  and  it 
was  decided  in  1887  that  the  standard  dead  block  of  the  society  would  be 
as  follows: 

That  when  double  dead  blocks  are  used,  that  their  vertical  height  and 
their  width  measured  crosswise  to  the  track,  be  each  eight  inches,  that 
their  thickness  measured  lengthwise  be  6  inches;  that  they  each  consist  of 
castings  as  represented  by  figures  22-24,  Plate  VIII. 

That  when  a  beam  attached  to  the  end  sill  is  used  for  carrying  the 
dead  blocks  that  it  be  made  36  inches  long,  not  less  that  -i  inches  thick 
and  8  inches  vertical  depth.    Plate  YIII. 

The  parts  pertaining  to  the  equipment  of  a  freight  car  which  have  been 
hereinabove  descrilDed,  together  with  brakes  and  couplers  first  men- 
tioned comprise  the  principal  features  which  have  to  do  with  the  safety 
to  trainmen,  and  it  is  necessary  that  these  parts  be  kept  in  repair  and  be 
made  to  conform  to  the  standard  adopted  by  the  principal  railways  of 
the  United  States  through  the  action  of  their  Master  Car  Builders. 

A  code  of  rules  has  been  generally  adopted  governing  the  condition  of, 
and  repairs  to  freight  cars  for  the  interchange  of  traffic,  which  provides 
for  the  manner  in  which  cars  must  be  repaired  and  sent  forward.  When 
cars  are  received  which  will  not  pass  a  thorough  inspection  all  repairs 
should  look  to  uniformity,  and  if  renewals  are  necessary,  no  parts  but 
standard  style  should  be  put  on. 

Owing  to  the  small  percentage  of  cars  being  equipped  with  air  brakes, 
the  brakemen  are  compelled  to  be  on  cars  when  train  is  moving,  and  as 
it  is  a  perilous  business  under  the  most  favorable  conditions  of  weather, 
when  the  weather  is  foul  the  danger  to  life  is  great,  brakemen  in  the 
urgency  of  their  call  have  not  time  to  examine  each  step,  ladder  or  hand- 
brake, "^and  are  often  killed  or  mangled  by  the  lack  of  proper  attention  of 
the  car  builder  or  inspector  in  allowing  cars  with  defective  equipment  to 
be  run  in  service. 

My  observation  of  the  condition  of  freight  cars  in  service  convinces  me 
that  the  inspection  and  repairs  is  not  carefully  performed. 

The  standards  of  the  M.  C.  B.  are  generally  good,  and  a  rigid  inspection 
by  an  officer  of  the  Commission  would  prevent  a  great  many  of  the  acci- 
dents which  occur  from  faulty  repairs. 

MAINTENANCE  OF   AVAY. 

Of  all  the  many  items  which  enter  into  the  construction  and  mainten- 
ance of  a  perfect  road  I  will  not  attempt  to  make  mention.  It  is  the  first 
essential,  both  to  passengers  and  employes  in  train  service  that  the  track 
— the  channel  of  commerce— be  perfect,  and  it  is  not  only  necessary  that 
a  Forth,  East  River  or  Eads  bridge  be  built  and  maintained  carefully, 
but  that  the  little  things  insignificant  in  themselves  receive  equal  atten- 
tion. It  was  not  the  failure  of  an  important  structure  which  caused  the 
fearful  accident  at  Chatsworth  nor  a  defective  track  or  bridge  which 
caused  the  Quincy  disaster.    It  is  only  with   the  utmost   vigilance  and  a 


231 

supply  and  use  of  proper  materials  that  makes  it  possi1)le  for  trains 
weio-hinff  four  hundred  tons  and  more,  to  attain  the  tremendous  speed 
demanded  bv  the  public,  and  vet.  carry  nearly  five  hundred  million  pas- 
sengers witli  safety  to  all  hut  2.456,  and  the  evidence  that  it  has  been 
done  is  a  high  testimonial  to  the  vigilance,  care  and  skill  of  each  of  the 
407,743  emploves.  Although  this  is  a  favorable  report  it  is  possible  to 
make  a  still  better  showing  bv  increased  attention  to  details  and  by  aid 
of  improved  appliances.  Thanks  to  the  skill  of  the  American  l;)ridge  en- 
gineer and  builder,  we  have  little  to  ask  in  the  line  of  better  bridges. 

There  has  been  no  record  kept  of  accidents  from  bridge  failures,  which 
leads  me  to  suppose  that  the  number  from  this  cause  is  small.  The  con- 
.struction  and  maintenance  of  pile  and  framed  bent  bridges  and  culverts 
is  generally  left  to  a  bridge  foreman  who  is  generally  unacquainted  with 
strains  in  framed  structures.  The  first  building  of  these  wooden  struct- 
ures of  lesser  importance  as  to  dimension  and  cost,  is  comparatively  well 
done,  but  the  great  cause  of  danger  is  in  neglect  to  make  proper  repairs, 
clean  awav  debris,  weeds,  etc.,  and  general  policing  around  the  structures 
in  dry  season.  One  great  cause  of  failure  of  small  structures  is  insuffici- 
ent water-wav,  causing  floating  drift  to  be  lodged  against  the  structures, 
damning  up  the  water  and  causing  displacement.  Many  framed  bents  rest 
upon  mud  sills  placed  two  to  three  feet  in  ground  which  are  very  liable 
to  be  washed  out  bv  scouring  in  time  of  flood.  Probably  7.)  per  cent,  in 
length  of  the  l)ridges  in  this  State  are  constructed  of  wood,  and  renewals 
on  some  of  our  strongest  lines  are  being  made  of  wood.  It  is  un- 
necessary, I  think,  to  reason  whv  this  is  done.  We  know  and  admit  that 
stone,  iron  or  steel  is  better  material  of  which  to  build.  It  then  resolves 
itself  into  a  question  of  first  cost. 

The  rapid  increase  of  weight  in  rolling  stock  has  not  been  attended  by 
the  same  advancement  in  bridges,  excepting  in  new  work.  Structures 
which  were  built  10  or  15  years  ago  to  sustain  the  traffic  of  that  day  yet 
remain  with  parts  renewed,  yet  the  general  plan  and  dimensions  of  mem- 
bers remain  the  same.  The  result  mav  prove  disastrous,  for  it  is  difficult, 
nav  impossible,  to  correctly  judge  of  the  character  and  minimum  strength 
•of  "any  structure  by  superficial  examination.  As  an  example  your  atten- 
tion IS  called  to  the  failure  of  the  west  shore  span  of  the  Peoria  &  Pek- 
in  Union  bridge,  spanning  the  Illinois  river  at  Peoria.  On  the  evening 
of  Feb.  3d,  a  train  of  the  "Big  Four"  pulled  by  a  consolidated  engine 
and  composed  of  gondola  coal  cars  loaded,  followed  by  grain  cars,  had 
reached  the  first  river  pier  when  the  span  suddenly  fell,  precipitating 
engine  and  tender  to  bottom  and  killing  three  men.  The  bridge  was  ap- 
parentlv  in  good  condition  and  had  been  examined  in  December,  1889,  by  a 
bridge  expert  who  found  no  apparent  defect.  The  bridge  was  built  for 
lighter  traffic  and  besides  the  quality  of  iron  and  steel  was  found  to  be 
Tery  poor.  This  accident  caused  other  companies  to  be  fearful  of  the 
safety  of  their  bridges  which  had  been  built  for  some  time  and  arrange- 
ments were  at  once  made  for  renewals  of  some  of  the  important  struct- 
ures. 

It  is  not  necessary  to  demonstrate  by  accident  and  death  that  any 
structure  is  weak.  A  careful  examination,  test  of  parts  of  material  and 
calculation  of  strain  sheets  would  develop  weakness  not  otherwise  apparent. 
Many  of  the  railroads  of  this  State  have  no  complete  record  of  the  bridges 
on  their  line  to  show  the  kind,  dimension  and  age.  And  I  find  no  plans 
of  any  bridges,  or  any  information  concerning  same  in  your  office. 

A  verv  important  safeguard  to  derail  trains  at  bridge  approach  is  the 
provision  of  some  rerailing  device.  The  Latimer  device  is  used  as  stand«xl 
on  many  lines  in  this  State.  It  is  manufactured  in  Chicago  and  has  shown 
to  be  a  successful  device. 

This  subject  is  of  such  importance  that  the  legislature  of  the  State  of 
ISTew  York  enacted  a  law  in  1887,  providing  that  guard  posts  should  be 
placed  in  the  prolongation  of  the  line  of  bridge  trusses  so  that  in  case  of 
derailment  the  post,  and  not  the  bridge  truss,  shall  receive  the  blow  of 
the  derailed  locomotive  or  car.  In  1884  the  railroad  commission  of  the 
same  state  ordered  drawings  of  all  truss  bridges,  showing  dimensions,  floor 


232 

system,  strain  sheets,  etc.  This  resulted  in  finding  weak  places  in  bridges. 
In  many  instances  bridges  were  strengthened  before  strain  sheets  were 
sent  in,  showing  the  moral  benefit  of  the  law. 

Many  of  the  railroads  of  this  State,  owing  in  part  to  the  meager  earn- 
ings, and  in  part  to  an  effort  to  pay  interest  on  bonds  and  dividends  on 
stoclc,  starve  the  roadbed,  and  ties  are  permitted  to  remain  long  after  they 
have  served  their  full  life.  The  average  life  of  a  first-class  oak  tie  is 
seven  years,  making  it  necessary  to  renew  400  ties  each  year,  or  a  total  for 
main  line  in  this  State  of  4,276,400  ties,  while  some  of  the  best  roads  do 
make  renewals  at  this  rate,  the  total  consumption  will  not  reach  more 
than  one-third  of  this  amount.  The  spiking  is  in  many  instances  one-half 
or  two-thirds  done,  this  generally  obtains  where  ties  are  poor,  and  poor 
ties  coupled  with  half  spiking  gives  results  dangerous  to  traffic.  Gauge, 
inspection  of  rails,  elevating  curves,  joints,  cattle  guards,  drainage,  switches, 
frogs,  crossings,  etc.,  all  need  the  most  careful  attention. 

The  question  of  accident  to  switchmen  from  being  caught  in  frogs  has 
called  forth  considerable  discussion  and  some  legislation  in  the  different 
states.  In  Michigan,  all  railroads  are  compelled  by  law  to  fill  all  frogs  so 
that  the  foot  cannot  be  caught  and  held.  This  law  was  passed  in  1880, 
and  empowered  the  commissioner  with  the  duty  of  prescribing  the  kind  of 
filling  to  be  used.  The  result  seems  to  have  proved  satisfactory,  for  in 
1885  but  one  accident  occurred  in  that  state  from  this  cause,  and  in  1886- 
none  occurred.    The  v/isdom  of  the  law  seems  to  be  vindicated  by  results. 

That  there  is  considerable  danger  from  this  source  is  evidenced  by  a 
letter  written  to  the  Hon.  J.  Hennessy,  one  of  the  commissioners  of  Mis- 
souri, by  the  switchmen  and  brakemeh  on  the  various  St.  Louis  roads,  in 
which  they  request  that  he  assist  them  in  securing  them  against  the- 
many  fatal  accidents  caused  by  being  trapped  in  frogs  and  between  the 
guard  rails  and  thus  run  down,  the  letter  continues  by  saying,  "We  do  not 
pretend  to  say  that  the  companies  are  indifferent  as  to  the  safety  of  their 
employes,  but  we  do  know  that  no  device  is  being  generally  used  to  keep 
the  feet  of  the  switchmen  out  of  these  dangerous  gaps  between  the  rails 
and  the  frogs.  The  blocks  sometimes  inserted  in  the  frogs  afford  no  pro- 
tection whatever.'' 

The  lack  of  uniformity  in  the  location  of  buildings,  stand  pipes,  sema- 
phore posts  and  platforms  is  a  fruitful  cause  of  accident  to  both  passengers 
and  trainmen.  Tlie  high  platform,  while  convenient  in  mounting  to  car 
steps,  is  often  the  cause  of  accident  to  persons,  who  for  various  reasons, 
unwisely  attempt  to  board  or  leave  a  train  while  in  motion.  The  height 
of  platform  at  passenger  stations  should  be  level  with  top  of  rail,  at  twa 
feet  distance  from  rail,  rising  from  thence  toward  building  to  allow  for 
drainage.  Movable  step  platforms  should  be  provided  and  placed  by  porter 
or  brakemen  to  assist  passengers  in  boarding  and  leaving  train.  At  freight 
station  buildings  platform  may  be  raised  to  level  of  car  floor.  No  build- 
ing, pole  or  stand  pipe  should  be  placed  nearer  than  seven  feet  from  center 
of  track.  The  practice  of  placing  stand  pipe  between  tracks  having  but 
13  feet  from  center  to  center,  should  be  condemned.  A  general  order  fix- 
ing the  distance,  would,  I  think,  prove  beneficial. 


HICinW^AY   CROSSINGS. 

The  placing  of  whistling  posts  to  warn  enginemen  of  proximity  to  a 
public  road  is  generally  performed  according  to  law,  and  the  enginemen 
as  a  rule  use  the  whistle  to  warn  travel  of  the  approach  of  train.  Not- 
withstanding these  precautions  many  people  are  killed  at  highway  cross- 
ings. Of  the  1.3,754  persons  killed  or  mangled  during  the  past  year  from 
causes  unassigned,  a  large  percentage  were  caught   at  highway   crossings. 


233 

This  fatality  is  not  by  any  reason  all  chargeable  to  lack  of  proper  precau- 
tion on  the  part  of  railroad  officials,  for  in  addition  to  the  warning  by 
whistle  and  bell  a  proper  warning  sign  is  generally  provided  in  plain  view 
of  traveler  on  highway.  People  becoming  familiar  with  the  danger  do  not 
exercise  due  caution  in  crossing  the  railroad  track,  and  probably  this  fatal- 
ity will  continue  until  they  are  barred  out  of  the  track  when  train  is  pass- 
ing. However,  there  are  many  points  which  may  be  improved  by  removing 
trees  and  bushes,  which  in  many  cases  obstruct  the  vision  of  highway 
travelers,  who,  in  winter  time,  with  heads  mutfled  by  wraps  to  guard 
against  exposure,  cannot  depend  wholly  on  the  sense  of  hearing  to  warn 
them  of  danger. 

The  construction  of  sub  or  super  ways  for  highways  is  without  doubt 
the  proper  way  to  prevent  accident  from  this  cause.  The  State  of  Massa- 
chusetts co-operating  with  the  railroads  of  the  State  have  provided  for  the 
expending  of  live  million  of  dollars  in  constructing  sub  and  super  ways. 
Many  dangerous  crossings  have  been  eliminated  by  the  railroads  working 
with  the  county  commissioners  in  this  State,  and  it  is  the  expressed  desire 
of  many  of  our  railroad  managers  to  provide  these  safeguards  where  it  is 
possible  to  do  so  at  reasonable  expense. 

When  it  is  understood  among  railroad  officials  that  the  State  is  keeping 
watch  over  the  many  details  pertaining  to  the  safety  of  track,  bridges, 
etc.,  by  careful  inspection  and  supervision,  there  will  be  a  marked  im- 
provenient,  and  many  existing  features  known  to  be  dangerous  will  be 
eliminated. 


HEATING  PASSENGER  CARS. 

The  first  appliance  for  heating  passenger  trains  in  this  country  was  the 
simple  wood  stove,  providing  no  protection  to  passengers  in  case  of  over- 
turning, mashing  and  consequent  burning  in  case  Are  was  in  use  at  the 
time,  resulting  in  death  or  injury  by  burning.  For  some  years  the  public 
submitted  to  this  dangerous  element,  considering  it  a  necessary  evil.  The 
wood  stove  was  gradually  replaced  by  a  so-called  safety  stove,  claimed  to 
be  perfectly  safe,  even  though  the  car  containing  it  was  destroyed.  The 
repetition  of  horrible  deaths  by  burning,  charged  to  the  presence  of  the 
car  stove,  were  chronicled  in  the  newspapers  from  time  to  time,  until  in 
1887  "the  deadly  car  stove"  was  voiced  against  by  travelers.  The  appalling^ 
horrors  added  to  the  Ashtabula  disaster  by  the  burning  of  living  men, 
women  and  children,  and  their  cries  echoed  through  the  press,  seemed  to 
arouse  the  public  to  take  some  action  to  provide  against  the  recurrence  of 
similar  disasters.  The  winter  of  1886  and  1881  brought  a  series  of  disasters. 
The  Eio  disaster  on  the  St.  Paul  road  in  October,  1886,  when  17  persons 
were  burned  to  death:  the  Republic  wreck,  January  4,  1887,  when  13  were 
held  beneath  timbers  and  slowly  burned  to  death  before  friends  helpless  to 
assist  and  avert  their  agony,  and  the  killing  and  burning  of  30  more  at 
White  River,  Vermont,  added  to  already  excited  feelings  against  the  car 
stove,  seemed  to  indicate  that  the  time  had  come  when  decided  action 
must  be  taken  to  find  a  substitute.  At  that  time  the  heating  of  cars  by 
steam  from  the  locomotives  was  in  an  experimental  state,  being  little  used 
except  upon  the  elevated  road  in  New  York  City.  Public  opinion,  inflamed 
by  the  "Spuyten  Duyvil"  disaster,  was  so  strong  against  the  use  of  the 
ordinary  car  stove  used  in  Massachusetts  that  the  legislature  of  that  State 
enacted  a  law  in  1882  providing  that  all  cars  owned  or  regularly  used  on 
any  railroad  in  the  State,  and  furnished  with  heating  apparatus,  are  to  be 
provided  with  such  safeguards  against  Are  as  may  be  approved  by  the 
commissioners.    And  again  in  1887  provided    "that    in    no    event  shall    a 


234 

•common  stove  be  allowed  in  anj"  such  car."  New  York  took  similar  action, 
providing  "that  after  May  1,  1888,  all  railroads  doing  business  in  that 
State  must  not  heat  their  passenger  cars  or  other  than  mixed  trains  b}'  any 
stove  or  furnace,  etc."  The  use  of  the  present  stove  was  allowed  where 
cars  were  standing  on  sidings,  etc.  This  did  not  restrict  the  use  of  the 
cooking  stove. 

The  heating  of  cars  by  steam  from  locomotive  is  now  an  accomplished 
fact  in  the  State  of  New  York. 

Michigan,  in  1887,  provided  that  on  and  after  Nov.  1,  1888,  that  railroad 
companies  must  make  effective  provision  against  the  burning  of  cars  in 
which  passengers  are  carried.  The  commissioners  of  Connecticut  were 
authorized  after  Sept.  30,  1887,  to  order  any  system  of  heating  which  they 
deemed  proper.  But  after  trial  and  examination  of  the  various  systems 
offered  do  not  in  their  report  of  1889  recommend  any  system  of  steam 
heating,  but  are  so  far  convinced  that  some  system  of  continuous  heating 
will  be  perfected  ];hat  in  a  circular  dated  July  10,  1889.  to  officials  of  raif- 
roads  operating  in  that  State,  they  say  "we  recommend  that  you  do  not 
equip  or  purchase  any  cars  equipped  with  any  system  of  heating  which 
cannot  be  readily  adapted  to  the  use  of  steam  or  hot  air.  We  believe  that 
some  system  of  continuous  heating  will  soon  be  perfected  which  can  be 
prudently  and  safely  adopted  *  *  *  *.  Further  experiment  should  be 
encouraged  for  the  purpose  of  developing  some  system  of  train  heating 
which  will  give  a  uniform  temperature  throughout  the  cars  of  our  longest 
passenger  trains,  attended  by  the  fewest  possible  elements  of  danger  from 
Are,  or  from  the  explosion  of  steam  in  case  of  accident,  collision  or  over- 
turning of  cars."  Notwithstanding  the  commissioners'  lack  of  faith  in  the 
success  of  any  system  of  continuous  steam  heating,  as  now  perfected,  the 
most  prominent  railroads  of  their  State  liave  sufficient  confidence  to  war- 
want  them  in  equipping  their  passenger  cars  for  steam  heating,  thus  de- 
monstrating their  faith  both  in  the  economy  and  safety  of  its  use. 

The  subject  of  safely  heating  was  taken  up  by  the  railroad  companies 
through  their  master  car  builders  some  time  before  the  matter  was  made 
a  subject  of  State  legislation.  The  president  of  the  M.  C.  B.  in  his  annual 
address  to  the  society  convened  June  12,  1883,  said:  "The  present  manner 
of  warming  passenger  cars  during  extreme  cold  weather  in  our  northern 
states  is  far  from  satisfactory.  How  to  furnish  heat  without  injury  to 
passengers  from  fire,  steam  or  hot  water  in  case  of  accident  is  one  of  the 
problems  yet  to  be  solved;  and  as  inventors  have  not  as  yet  presented  a 
device  removing  such  liabilities,  it  is  incumbent  on  all  master  car  builders 
to  study  carefully  how  to  arrange  the  available  heaters  to  obtain  the  best 
results  as  to  comfort  and  safety,"  and  their  committee  in  their  report  of 
same  year  say  that  "steam  in'  all  cases  is  preferable  for  heating  cars 
*  *  *  In  case  of  derailment  or  collision,  safety  demands  the  heater  to 
be  placed  outside  of  the  cars." 

During  the  wintgkr  of  1887-'88  tests  were  made  of  the  various  systems  of 
continuous  heating.  The  result  shows  that  IS  different  systems  were  on 
trial,  comprising  straight  steam,  indirect  radiation,  hot  water,  water  and 
Baker  heater  pipes,  steam  and  water  circulation.  Thirty-three  railroads 
using  the  systems,  represented  by  the  18  companies,  report  but  two  fail- 
ures to  give  satisfaction,  and  the  general  result  was  very  satisfactory.  At 
the  close  of  year  1888  the  Martin  system  was  in  use  on  141  locomotives 
and  IKi  cars,'  the  Sewall  on  205  locomotives  and  295  cars,  the  McElroy  on 
90  locomotives  and  120  cars;  N.  Y.,  L.  E.  &  W.  By..  102  locomotives  and 
336  cars:  L.  V.  E.  B.  system,  50  locomotives  and"  50  cars:  N.  Y.  Safety 
C.  H.  and  L.  Co.,  41  locomotives  and  93  cars:  C,  M.  &  St.  P.  By.  system. 
37  locomotives  and  76  cars:  B.,  C.  &  Nor.  By.  system,  28  locomotives  and 
65  cars;  Emerson,  26  locomotives  and  41  cars:  Gold  system.  20  locomotives 
and  6  cars;  Standard  C.  H.  &  Vent  Co..  3  locomotives  and  16  cars:  Penn. 
E.  E.  system,  1  locomotive  and  (>  cars:  N.  W.  M.  C. Heating  and  L.  Co., 
3  locomotives  and  3  cars,  and  Erie  Car  Heating  Co.,  1  locomotive  and  4 
cars. 

Many  railroad  companies  have  adopted  steam  heating  systems  of  their 
own. 


235 

Many  difficulties  have  developed  themselves  since  tlie  tiuestion  of  con- 
tinuous heating-  was  first  discussed.  The  locating  of  cars  while  detached 
from  engine,  condensation,  probable  etfect  on  steaming  of  locomotive, 
couplings.'  etc..  have  been  considered,  and  the  objections  are  to  a  great  ex- 
tent overcome.  In  all  cases  the  necessary  heat  for  cars  where  detached 
from  locomotive  is  obtained  by  starting  tire  in  stoves,  which  must  be  ex- 
tinguished before  car  leaves  station  in  train. 

The  fullest  information  concerning  the  general  use  of  steam  heat  is 
very  difficult  to  obtain,  some  roads  using  several  different  systems.  The 
B.  '&  O.  uses  3  different  systems,  with  a  total  of  107  cars  equipped.  The 
IN^.  Y..  L.  E.  &  W.  uses  o  systems  on  'u2  cars,  of  which  number  529  are 
heated  by  direct  steam  on  a  plan  of  their  own  devising.  On  12  roads 
•east  of  Chicago  1.9.35  cars  are  equipped  with  15  different  systems,  and  on 
none  of  these  roads  has  there  been  shown  to  be  any  effect  on  locomotive 
by  reason  of  drawing  steam  from  it. 

The  coupler  is  not  so  serious  a  question  as  many  will  argue.  While 
there  are  many  devices  for  steam  coupling,  such  as  the  Erie,  a  metallic, 
the  Martin,  Sewall,  Gibbs  and  others,  a  type  may  be  agreed  upon  by  the 
railroad  companies  if  the  equipping  of  cars  is  made  compulsory. 

Plate  IX.  shows  application  of  the  system  offered  by  the  Safety  Car 
Heating  and  Lighting  Co. 

In  order  to  use  the  Balver  heater  and  its  water  circulating  pipes,  with 
which  most  of  the  flrst-class  roads  have  equipped  their  cars,  it  was  found 
that  a  system  of  indirect  steam  would  meet  the  requirements  best  and  at 
the  least  cost.  In  this  system  the  steam  is  conveyed  from  locomotives  to 
steam  jackets,  which  surround  the  pipe,  as  shown  in  diagram.  In  this 
system  the  steam  in  jacket  and  salt  water  in  pipes  do  not  come  in  con- 
tact, and  the  heat  l)eing  applied  at  three  points,  the  circulation  is  kept 
lip  and  the  water  heated  faster  than  if  Baker  heater  was  used.  When 
car  is  detached  from  train  a  Are  may  be  kept  up  in  Baker  heater,  without 
in  any  way  interfering  with  steam  heating  system.  The  condensation  of 
steani  is  discharged  through  a  trap. 

Five  railroads  centering  in  Chicago  use  tliis  system,  which  is  used  to 
some  extent  on  18  railroads,  and  by  the  Pullman  and  Wagner  Sleeping  Car 
Companies. 

The  Consolidated  Car  Heating  Co.  offer  three  ways  of  supplying  continu- 
ous steam  heat.  The  first  system,  called  the  McElroy  commingler  system, 
is  illustrated  in  Plate  X.  This  is  also  used  with  the  Baker  heater,  but 
Instead  of  heating  water  indirectly,  steam  is  introduced  into  the  water  of 
the  pipes  through  a  device  called  a  commingler.  shown  in  right  hand 
corner  of  Plate  X.  To  prevent  the  disagreeable  clacking  noise  noticeable 
where  steam  and  water  occupy  same  pipe,  the  vessel  is  filled  with  gravel. 
The  heated  water  and  steam  run  to  the  expansion  drum,  and  passing 
round  car  returns  through  Baker  heater  to  commingler  to  be  again  heated. 
This  system  seems  to  present  many  favorable  features,  and  is  the  out- 
growth of  the  Westinghouse  and  McElroy  systems.  Fire  is  applied  to 
water  coil  in  Baker  heater  when  locomotive  is  not  attached.  Pipes  may 
be  emptied  after  car  is  through  service,  and  steam  may  be  blown  through 
when  car  is  wanted  for  service.  The  condensation  will  fill  pipes:  at  tlie 
same  time  the  car  will  l)e  quickly  warmed  by  radiation  from  live  steam. 
This  system  may  be  used  for  direct  steam  or  water  circulation. 

The  Sewall  drum  system,  as  illustrated  on  Plate  XI.,  is  an  example  of 
indirect  steam  heating,  using  Baker  heater  and  pipe  circulation.  The  steam 
is  admitted  into  the  drum,  shown  in  right  hand  corner  of  Plate  XL 
Through  tliis  drum  is  passed  a  coil  of  pipe  connected  with  Baker  heater. 
The  steam  surrounds  this  pipe,  and  heating  the  water  starts  the  circula- 
tion through  expansion  drum,  and  from  thence  through  pipes  and  back  to 
drum. 

The  Gold  Car  Heating  Company  have  equipped  nearly  3,000  locomotives 
and  cars,  their  system  .being  used  as  standard  on  many  railroads,  while 
they  use  a  system  with  a  Baker  heater  as  auxiliary.  The  plan  they  think 
best  is  illustrated  in  Plate  XII.     In  the  Storage  Heat  System,  "four  stor- 


236 

age  heaters  are  used.  Each  heater  is  supplied  with  steam  from  the  main 
supply  pipe,  to  which  it  is  connected  near  the  end  of  the  car."  The  heat 
is  stored  by  a  water  cylinder  hermetically  sealed,  owing  to  the  large 
radiating  surface  in  storage  cylinders  the  temperature  in  the  car  is  raised 
very  quickly  after  steam  is  turned  on.  This  system  depends  for  its  heat 
when  detached  from  locomotive  upon  the  heat  stored  in  fluid  contained  in 
cylinders.  While  there  is  but  little  danger  to  passengers  from  scalding, 
should  a  car  be  wreclvcd  and  pipe  broken,  the  steam  vaporizing,  when 
coming  in  contact  with  the  air,  will  All  the  car,  obstruct  the  vision  and 
frighten  the  occupants.  To  guard  against  the  possibility  of  such  an  event, 
J.  K.  Droziski,  of  the  Erie  Car  Heating  Company,  has  invented  an  auto- 
matic steam  shut-off,  a  diagram  of  which  will  be  found  on  Plate  XIII. 
The  machine  is  placed  upon  the  locomotive  in  the  engineer's  cab  in  a 
convenient  place  where  it  may  be  connected  with  the  steam  and  air  pipes 
and  requires  no  additional  attachment  on  cars.  TV  hen  it  is  necessary  to 
use  steam  before  air  is  pumped,  the  engineman  grasps  the  handle,  pressing 
the  catch  lever  marked  C,  operating  a  lever  B  inside  of  handle  A.  When 
the  handle  A  is  released  the  lever  B  keeps  the  rubber  gasket  D  one-six- 
teenth of  an  inch  from  seat.  The  gate  is  now  open  in  main  steam  pipe. 
The  automatic  feature  of  this  machine  is  accomplished  by  the  use  of  air 
taken  from  the  main  air  pipe  and  conducted  to  cylinder  F.  As  soon  as 
the  pressure  is  let  into  cylinder  F,  the  piston  is  forced  up  against  seat  E, 
at  tlie  same  time  releasing  lever  B,  which  returns  to  its  normal  i^osition 
in  handle.  While  the  air  pressure  is  on,  the  gate  in  main  steam  pipe  is 
open.  If  for  any  reason  the  train  is  parted  and  air  is  broken,  the  gate  ia 
steam  pipe  is  instantly  closed  by  force  of  spring  H. 

"Steam."  "hot  water,"  "hot  air"  and  electricity  have  been  experimented 
with  for  the  production  of  heat,  practical  results  seem  to  favor  indirect 
steam  heating  in  connection  with  Baker  heater,  or  storage  heaters,  direct 
steam  with  or  without  Baker  heater,  and  the  commingling  of  steam  and 
water,  in  connection  with  tlie  Baker  heater  and  piping. 

LIGHTING  PASSENGER  CARS. 

The  danger  to  life  and  property  in  the  presence  of  the  oil  lamp  generally 
used  for  lighting  passenger  trains,  is  not  as  great  as  many  people  believe. 
The  oil  being  refined  to  such  a  degree  as  to  prevent  igniting  while  in  a 
body."  However,  should  one  of  these  reservoirs  containing  oil  be  broken 
and  the  contents  scattered  over  the  cushions,  carpet  and  wood-work  of  the 
car  it  then  presents  its  best  condition  for  combustion.  While  accidents 
resulting  in  death  from  this  cause  are  rare,  the  expense  of  maintenance  of 
oil  lamps,  as  well  as  the  desire  to  provide  an  attractive  and  efficient  light 
which  would  be  free  from  the  dangerous  qualities  and  general  imperfec- 
tions of  the  oil  lamp  has  caused  investigation  to  be  made  looking  to  im- 
provement in  the  system  of  lighting  passenger  cars. 

The  use  of  common  gas  has  not  proven  satisfactory,  as  under  compres- 
sion necessary  to  store  a  sufficient  quantity  for  supply  on  a  trip  the  gas 
losses  too  much  of  its  illuminating  power.  The  use  of  a  refined  gas  in 
Germany  attracted  attention  in  the  United  States,  and  the  results  ob- 
tained from  it  seemed  to  warrant  its  introduction  on  our  railroads.  This 
system  known  as  the  Pintsch  system  has  since  been  introduced  on  many 
of  our  railroads.  The  patentee,  Mr.  Julius  Pintsch,  perfected  liis  plans  in 
Germany  during  the  year  1870.  The  gas  used  for  this  light  is  manufac- 
tured from  crude  petVoleum,  or  the  residual  products  of  coil  oil  distilla- 
tion. The  gas  is  manufactured  at  terminal  points  and  stored  in  powerful 
cylinders  from  which  it  is  piped  between  the  tracks,  with  convenient  cocks 
at  intervals  from  which  a  supply  is  drawn  into  the  receiving  cylinder,  fixed 
under  the  body  of  the  car.  This  cylinder  is  of  iron,  capable  of  sustaining 
a  pressure  of  250  pounds  per  square  inch,  and  is  charged  to  150  pounds. 
The  capacity  of  cylinder  or  tank  is  about  185  cubic  feet.  A  pressure  of 
150  pounds  would  be  many  times  too   great  to  use  at  the  burner,  a  regu- 


2\M 

lator  is  used  which  provides  the  gas  at  the  burner  at  a  pressure  suttieieut 
to  produce  a  steady,  mellow  flame,  and  is  so  nicely  adjusted  as  to  furnish 
just  enough,  whether  the  flame  is  desired  full  or  low. 

The  lamps  are  generally  furnished  with  four  burners  inclosed  in  a  glass 
globe  which  perfectly  shields  the  flames  from  disturbing  currents  of  air.  A 
glass  reflector  is  placed  above  the  burners  which  distributes  the  flame  and 
adds  brilliancy  to  the  illumination. 

I  have  no  record  of  any  accident  involving  loss  of  life  or  injury  to  pas- 
sengers through  the  use  of  this  system,  and  it  appears  that  the  dangers 
incident  to  the  presence  of  gas  of  any  kind,  stored  on  car  which  is  liable 
to  be  set  on  Are  from  many  causes,  has  been  brought  to  a  minimum.  The 
only  opportunity  for  adding  to  the  danger  of  burning  wreck,  would  be 
from  the  escape  of  gas  from  broken  pipe.  The  pressure  (>f  gas  in  tank  is 
so  great  that  if  the  shell  should  be  perforated  the  force  of  gas  escaping 
would  extinguish  any  flame  that  would  be  likely  to  reach  the  aperture. 
The  explosion  of  tank  is  guarded  against  in  its'  construction,  the  joints 
being  made  in  such  manner  as  to  release  the  gas  before  pressure  is  raised 
to  limit  of  resistance  of  shell. 

This  system  has  been  in  use  20  years,  and  since  its  introduction  to  the 
United  States  has  been  greatly  improved.    The  system  claims  to  furnish  a  bet- 
,  safer  and  cheaper  light  than  can  possibly  be  furnished  by  oil  lamps. 

January  1st,  1890,  this  system  was  in  use  upon  33,500  passenger  cars  in 
Europe,  tjnited  States.  South  America  and  Australia.  Plate  XIV  shows 
the  location  of  tank,  regulator,  pipes,  lamps,  etc.,  on  a  passenger  car. 

The  Frost  Dry  Carburetter  system  which  has  been  introduced  on  many 
of  the  trunk  lines  of  the  United  States  and  made  the  standard  on  some 
lines,  has  equipped  633  passenger  cars  on  lines  east  of  Chicago.  The  gas 
for  the  light  in  the  Carburetter  system  is  manufactured  at  the  lamp,  or 
rather  in  Carburretter  near  lamp,  by  the  forcing  of  air  through  a  metal 
spiral  filled  with  cotton  wicking  saturated  with  refined  gasoline.  The  air 
is  supplied  from  cylinder  under  car  used  as  a  reservoir,  being  supplied 
with  air  under  compression  from  the  main  brake  pipe.  The  gas  is  simply 
air  carrying  a  certain  amount  of  gasoline  vapor.  In  this  system  there  is 
no  need  for  gas  plants,  as  its  carburetter  with  its  air  connection,  is  a  gas 
generator. 

The  Carburetters  are  charged  from  top  of  cars,  with  only  so  much  gaso- 
line as  the  cotton  wicking  will  absorb.  The  mechanism  is  so  arranged  as 
to  prevent  overcharging,  and  consequent  presence  of  free  oil. 

Plate  XV  shows  the  Carburetter  system  as  applied  to  passenger  cars. 

In  order  to  determine  if  the  pressure  of  gasoline  absorbed  in  cotton 
wicking  as  held  in  carburetter  would  prove  an  element  of  danger  in  case 
of  car  being  wrecked,  trial  tests  were  made  at  Altoona  in  June  of  this 
year. 

It  has  been  claimed  by  the  rival  system  and  some  technical  journals 
that  a  carburetter  might  be  ruptured  and  a  car  flooded  with  volatile  and 
inflammable  gasoline ;  or  that  in  case  of  fire  the  rapid  vaporization  of  the 
gasoline  in  the  carburetter  would  cause  explosion.  The  tests  at  Altoona 
did  not  show  these  elements  of  danger. 

A  perfect  light  for  passenger  cars  should  meet  the  following  require- 
ments : 

1.  It  should  be  safe. 

2.  It  should  ventilate  the  car  perfectly. 

3.  It  should   furnish  mellow  and  effective  light  to  all  parts  of  the  car. 

4.  It  should  be  simple  in  construction  and  operation. 

5.  It  should  be  constructed,  operated  and  maintained  at  minimum 
cost. 

I  think  either  of  the  systems  described  offer  safety,  better  and  more 
economical  light  than  can  possibly  be  furnished  by  oil  lamps. 


Jiia 


CONCLUSIONS. 


1.  That  automatic  train  brakes  should  be  provided  on  all  cars  and 
locomotive  engines.  With  this  provision,  accidents  from  exposure,  falling- 
from  train,  overhead  obstructions,  etc.,  would  be  reduced  to  a  minimum, 
and  overhead  crossings  could  be  built  at  much  less  expense. 

2.  That  the  Master  Car  Builders"  type  of  automatic  car  coupler  is  the 
best  type  in  the  market.  That  its  universal  use  in  connection  with  train 
brakes  will  prevent-  great  loss  of  life. 

3.  That  the  absolute  block  system  should  be  used  on  lines  where  tratfic 
is  dense. 

4.  That  a  code  of  uniform  signals  should  be  adopted,  in  which  form 
and  position  governs  by  day  and  night. 

5.  That  all  railroad  crossings  at  grades  which  may  hereafter  be  con- 
structed should  be  protected  by  a  system  of  interlocking  and  signals.  That 
a  portion  of  existing  railroad  grade  crossings  should  be  protected  in  like 
manner  eacli  year  until  all  are  so  protected. 

6.  That  all  freight  cars  be  carefully  inspected  to  provide  against  the 
damages  to  trainmen  from  defective  parts. 

7.  That  the  Railroad  and  Warehouse  Conmiission  be  furnished  with 
complete  statistics  bearing  on  the  physical  condition  of  each  railroad  in 
the  State.  That  each  railroad  in  this  State  should  furnish  the  Railroad 
and  Warehouse  Commission  a  certified  copy  of  plan  of  each  bridge  exceed- 
ing a  span  of  sixteen  feet. 

That  the  standard  plans  for  minor  structures  be  also  furnished. 

That  a  copy  of  the  general  rules  governing  the  train  and  track  force  be 
also  furnished. 

That  a  careful  inspection  be  made  of  each  railroad  in  this  State  at  least 
once  each  year. 

8.  That,  where  practicable,  the  grade  of  railroad  and  highway  crossings 
be  separated.  That  it  is  possible  to  remove  many  obstructions  to  vision 
at  grade  crossings  at  small  expense. 

9.  That  the  heating  of  passenger  cars  by  steam  from  the  locomotive  is 
practicable. 

10.  That  the  .kerosene  oil  lamp  should  be  superseded  by  a  system  of 
lighting  which  will  reduce  the  danger  of  accident  by  burning. 


ADDENDA. 

In  concluding  my  report  upon  the  use  of  safety  appliances  in  the  opera- 
tion of  railroads,  and  summing  up  the  results  obtainable  when  the  best 
appliance  of  its  kind  is  put  in  service,  the  question  naturally  arises  as  to 
what  is  the  best  method  of  securing  the  results  aimed  at. 

Opinions  have  been  expressed  by  the  Railroad  Commissioners  of  some  of 
the  States,  and  the  report  of  the  Inter-State  Commerce  Commission  for 
1889  contains  an  exhaustive  review  on  this  subject  of  State  and  federal 
legislation.  While  the  solution  of  the  proper  method  will  probably  be 
arrived  at  through  persons  conversant  with  questions  of  legislation,  there 
are  certain  mechanical  and  engineering  features  pertaining  to  the  subject 
of  which  one  unfamiliar  with  the  subject  may  not  be  advised. 

The  business  of  conducting  the  railroad  traffic  in  this  State,  if  the  ex- 
tent of  operated  roads  was  limited  by  the  boundary  of  the  State  would  be 
comparatively  simple.  The  business  Is  not,  however,  confined  to  the  limit 
of  State  control  or  the  boundaries  of  the  United  States;  it  is  international. 
Changes  from  established  methods  should  be  well  considered  before  rec- 
ommended, as  the  expense  is  an  item  which  cannot  be  overlooked.  Rail- 
way managers  who  have  won  position  by  faithful  and  intelligent  labor, 
guarding  alike  the  interests  of  the  public  and  the  property  in  their  charge, 


^39 

wisely  hesitate  to  adopt  new  metliods  wliicia  liave  not  been  thoroiiglily 
tested  by  practice.  Yet  tliese  same  men,  mindful  of  the  welfare  of  those 
intrusted  to  their  supervision  and  care,  with  the  clear  insight  into  the 
multifarious  necessities  of  the  safe  and  successful  conduct  of  the  business 
in  their  charge,  are  the  first  to  acknowledge  the  necessity  of  guarding 
every  point  of  danger.  The  necessity  of  improvement  in  the  many  de- 
vices of  which  my  report  treats,  is  evident  to  them,  but  without  the  co- 
operation of  the  directory  the  managers  are  powerless  to  move  in  the 
matter. 

Uniformity  must  be  the  aim  of  any  movement  toward  success.  There 
is  no  question  Init  what  we  have  in  the  market  a  continuous  air  brake 
and  car  coupler  which,  if  used  in  all  traffic,  will  reduce  the  frightful 
fatalities  and  be  an  investment  well  made :  but  this  cannot  be  controlled 
by  independent  State  legislation. 

I  believe  the  result  may  be  obtained  by  national  legislation  requiring 
the  equipment  of  all  new  passenger  and  freight  cars  with  an  interchange- 
able form  of  automatic  train  brake  and  automatic  close  couplers,  and 
when  renewals  are  made  all  such  renewals  should  be  made  in  accordance 
with  the  standard  adopted.  The  provisions  of  such  an  act  should  include 
any  protection  which  is  necessary  in  interstate  business.  Such  an  act 
needs  no  new  officers  to  carry  out  its  provisions.  The  several  State  com- 
missioners should  be  charged  with  the  duty  of  inspecting  thoroughly  the 
equipment  of  the  several  railroads  within  their  respective  States.  Of  such 
features  of  the  railroad  which  are  entirely  within  the  State,  I  would  respect- 
fully call  your  attention  to  the  necessary  improvements  indicated  in  my 
report  of  Maintenance  of  Way.  The  inspection  of  bridges,  location  of 
buildings,  platforms,  filling  of  frogs  and  guard  rails  and  the  protection  of 
life  at  highway  crossings,  as  well  as  the  further  extension  of  control  of 
the  interlocking  and  signaling.  No  provision  is  made  for  the  inspection 
of  interlocking  plants  after  they  have  been  accepted  by  your  Commission 
and  put  into  operation.  Derails  may  be  spiked,  detector  bars  or  other  im- 
portant parts  of  a  plant  may  l)e  removed,  the  system  changed  to  admit  of 
dangerous  elements,  and  no  knowledge  of  such  change  be  in  the  hands  of 
the  commission.  Inspection  of  these  complicated  plants  should  be  made 
at  regular  intervals.  I  do  not  believe  that  changes  would  be  authorized 
by  any  company  through  its  superior  officers  without  first  consulting  your 
Commission,  but  that  changes  are  made  is  a  fact,  being  of  so  frequent  oc- 
currence in  Michigan  that  a  special  inspector  has  been  appointed  charged 
with  the  duty  of  looking  after  all  subjects  pertaining  to  the  physical  and 
mechanical  operation  of  the  railroads  of  that  State. 

So  much  material  of  interest  is  presented  to  me  in  making  this  report 
that  volumes  could  be  written.  I  trust  that  I  have  embodied  in  this  re- 
port such  features  of  safety  appliances  in  the  operation  of  railroads  as 
will  be  of  general  information. 

Respectfully  submitted, 

Chas.  Haksbl, 

Consulting  Engineer. 


240 


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due  regard  for  substantials  would  justify 
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241 


No.  2. 

PETITION  TO  DETERMINE  PLACE  AND  MODE  OF  CROSS- 

ING. 


The  Chicaso,  Madison  &  Northern  RaUroad  Co.,  Petitioners, 

vs. 

The  Chicago  &   Western  Indiana  Eaih'oad  Co.  and  the  Pitts- 
burg-h,  Ft.    Wayne  and  Chicago  Railway  Cc,  Respondents. 


OPINIONS   OF   COMMISSION. 

Opinion  by  Phillips,  Commissioner: 

Petitioner  proposes  to  cross  with  its  two  main  tracks,  the  tracks  of  the 
respondent  companies  upon  and  near  Stewart  avenue,  in  the  city  of  Chi- 
cago. It  alleges  that  objection  to  the  proposed  crossing  is  made  by  re- 
spondents, and  asks  that  this  Commission  enter  an  order  under  the  act  of 
1889,  prescribing  the  place  where  and  the  manner  in  which  said  crossing 
shall  be  made.  Such  formal  matters  are  alleged  in  the  petition  as  bring 
the  case  within  the  statute. 

The  first  point  made  relates  to  the  jurisdiction  of  the  Commission,  which 
is  questioned  upon  the  ground  that  respondents  did  not,  prior  to  the  ex- 
liibiting  of  the  petition,  make  specific  objection  to  the  crossing  as  now 
proposed.  The  statute  says:  "If  in  any  case  o&/eciio/i  be  made  to  the  place 
or  mode  of  crossing  proposed  by  the  company  desiring  the  same,  either 
party  may  apply  to  the  Board  of  Eailroad  and  Warehouse  Commissioners, 
■etc."  Whether  objection  to  the  precise  proposition  now  contained  in  the 
petition  was  ever  in  terms  made  by  respondents  or  not,  there  is  no  doubt 
at  all  that  objection  is  now  being  made  to  it,  and  there  is  further  no 
doubt  that  objection  to  any  crossing,  unguarded  by  interlocking  devices, 
has  all  the  time  existed,  whether  such  objection  was  ever  formally  ex- 
pressed or  not.  Ordinarily  when  a  defendant  concedes  the  right  claimed 
in  a  suit,  he  comes  into  court  offering  to  perform  all  that  is  demanded, 
and  saying  he  has  ever  been  willing,  and  thus  makes  a  question  as  to 
plaintiff's  right  to  costs.  But  there  can  be  between  these  parties  no  ques- 
tion of  costs,  because  the  statute  makes  petitioner  pay  the  costs,  without 
regard  to  the  fate  of  its  petition.  Were  this  otherwise,  that  is,  were  the 
costs  to  abide  the  result  of  the  suit,  as  in  ordinary  cases,  and  were  re- 
spondents now  disclaiming  all  objection  to  petitioner's  proposition,  offering 
to  let  the  crossing  be  constructed  as  proposed,  and  asking  a  dismissal  at 
petitioner's  cost  upon  the  ground  that  no  objection  had  ever  been  made, 
the  position  would  better  commend  itself  to  our  ideas  of  consistency  and 
justice.  But  to  say,  "we  now  object,  but  did  not  formally  do  so  before 
suit,  wherefore  we  ask  that  petitioner  go  out  of  court,''  (only,  it  may  be 
added,  to  come  immediately  back  again  with  the  same  proposition  now 
pending),  would  be,  to  say  the  least,  taking  rather  "finer  sights"  than  a 
due  regard  for  substantials  would  justify. 
—  16  R.  R. 


242 

The  objection  to  the  jurisdiction  should  therefore  be  overruled. 

It  is  contended  that  the  crosssing  as  proposed  by  petitioner  will,  if  con- 
structed, occasion  danger  and  delay,  and  that  the  Commission  should,  as 
the  case  stands,  do  one  of  two  things,  namely:  First  —  either  refuse  the 
prayer  of  the  petition  and  deny  the  crossing  altogether;  or,  Secondly — al- 
low the  crossing  only  upon  condition  that  a  system  of  interlocking  switches 
and  signals  be  put  in  covering  these  crossings  and  such  other  points  in 
the  neighborhood  as  would  necessarily  be  comprehended  in  a  practical 
system.  It  is  strenuously  urged  that  this  Commission  has  power  to  do 
either  of  these  things. 

To  these  questions  a  few  words  will  now  be  devoted. 

And  first,  would  it  be  proper  to  simply  refuse  the  prayer  of  this  peti- 
tion, without  making  any  affirmative  order  for  a  crossing?  The  statute 
says;  "After  full  investigation,  and  with  due  regard  to  safety  of  life  and 
property,  said  board  shall  give  a  decision  prescyihing  the  place  where,  and  the 
manner  in  which  said  crossing  shall  be  made.'' ^  This  is  not  equivalent  to  say- 
ing, if  the  proposed  crossing  is  safe  and  proper  the  Commission  shall 
authorize  it,  and,  if  the  contrary,  refuse  if.  Some  crossing,  in  some  place 
and  mode,  must,  in  any  event,  be  provided  for;  and  the  decision  must 
"prescribe"  a  crossing,  not  deny  one.  It  need  not  necessarily  be  the  same 
crossing  prayed  for  in  the  petition,  but  may  differ  from  that  in  place  and 
manner,  the  word  "manner"  being  used  in  the  sense  hereinafter  assigned 
to  it.  We  might  vary  the  place  of  crossing;  and  we  might  compel  a  cross- 
ing over  or  under,  or  a  crossing  at  a  different  angle,  or  a  crossing  con- 
structed with  different  frogs  or  appliances  from  those  proposed.  We 
might,  in  short,  vary  the  proposition  in  any  particular  which  refers  t5- 
the  manner  of  the  location  of  the  tracks  of  the  one  company  across  the 
tracks  of  the  other  company. 

But,  in  this  case  there  is  no  contention  for  a  crossing  in  a  different 
place  or  in  a  different  mode  from  that  proposed.  The  Commission  might, 
of  its  own  motion,  have  the  neighborhood  of  the  crossing  examined  by 
expert  engineers  with  a  view  to  some  variation  of  place  or  mode.  The 
interests  of  respondents  are,  however,  a  guarantee  of  as  high  vigi- 
lance to  find  a  better  place  and  mode  as  would  likely  be  exercised  by  any 
experts  we  could  employ;  and  since  no  other  place  or  mode  claimed  to  be 
better  is  suggested  by  any  of  the  parties  interested,  we  may  safely  con- 
clude a  grade  crossing  in  the  place  and  manner  proposed  will  occasion  as 
little  danger  and  delay  as  any  we  could  select;  and  a  decision  must,  on 
this  point,  be  made  accordingly. 

It  only  remains,  therefore,  to  determine  whether  the  Commission  has 
power  to  compel  the  petitioner,  or  the  parties  generally  concerned,  to  guard 
and  operate  this  crossing  (which,  we  have  seen,  must  be  authorized),  hy 
means  of  an  interlocking  system.  Is  an  interlocking  plant  embraced  in, 
or  any  part  of,  a  "crossing,"  as  the  term  is  used  in  the  act  of  1889? 

The  question  is  a  new  one.  In  each  of  the  cases  arising  under  this  law, 
previously  decided  by  the  Commission,  the  petitioner  stipulated  before  the 
Commission  to  put  in  and  maintain  interlocking  devices;  and  the  order 
entered  in  each  case  only  embodied  the  stipulation,  without  the  Commis- 
sion having  really  considered  the  question  of  its  power  under  the  statute 
in  the  absence  of  agreement.  The  question  is  therefore  as  open  as  though 
nothing  had  been  contained  in  the  former  decisions  upon  the  subject. 

The  respondents  in  this  case  have  signified  their  willingness  to  submit 
to  this  Commission  on  their  part  the  question  of  interlocking.  We  might 
therefore,  so  far  as  they  are  concerned,  if  petitioner  were  also  consenting, 
make  an  order  covering  the  subject  by  way  of  arbitration,  exercising  not 
the  power  conferred  by  statute,  but  by  tlie  parties.  But  the  petitioner  is 
not  consenting,  and  stands  upon  its  legal  rights. 

It  may  be  premised  that  an  interlocking  machine  would  be  of  no  effi- 
cacy, unless  provision  were  fully  made  for  its  maintenance  and  future 
operation.    It  would   therefore   be   idle   to   order  the   construction    of    a 


243 

plant,  unless  we  have  power  to  go  further  and  order  its  maintenance,  and 
its  use  at  this  crossing,  and  clearly,  it'  one  power  exists,  the  other  must 
exist  also,  or  the  law  is  futile. 

It  mav  he  further  premised  that  interlocking  devices  have  more  par- 
ticular reference  to  the  speed  of  travel  than  they  do  to  safety.  The  legis- 
lature of  this  State  has  for  the  safety  of  the  public,  provided  by  general 
statute  a  certain  measure  of  caution  to  be  observed  at  all  railway  cross- 
ings, which  statutory  regulation  is  as  follows: 

"All  trains  running  on  any  railroad  in  this  State,  when  approaching  a 
crossing  with  another  railroad  upon  the  same  level,  *  *  *  shall  be 
brought  to  a  full  stop  before  reaching  the  same,  and  within  eight  hundred 
(800)  feet  therefrom,  and  the  engineer  or  other  person  in  charge  of  the 
engine  attached  to  the  train  shall  positively  ascertain  that  the  way  is 
clear  and  that  the  train  can  safely  resume  its  course  before  proceeding  to 
pass  the    *    *    *    crossing." 

This  precaution  is  enjoined  under  a  penalty  of  1200.00  against  the  engi- 
neer in  charge  of  the  train,  and  $200.00  against  the  corporation.  Lately, 
interlocking  devices  have  been  brought  into  use,  by  means  of  which  the 
delav  from  these  full  stops  at  crossings  may  be  avoided;  and  in  1887  the 
legislature  of  this  State  passed  a  law  recognizing  these  devices,  under 
which  law  the  operating  companies  are  empowered  to  voluntarily  inter- 
lock their  crossings,  and  with  the  sanction  and  approval  of  this  Commis- 
sion, run  them  without  stopping.  It  is  the  desire  for  speed,  far  more 
than  safety,  which  leads  to  interlocking.  Indeed,  it  may  be  questioned 
whether  the  use  of  any  device  yet  invented  is  more  safe  than  to  obey  the 
statutory  injunction  and  come  to  a  full  stop. 

If,  now,  we  examine  more  closely  this  statute  of  1887  which  did  con- 
fessedly give  to  the  Commission  certain  power  with  reference  to  inter- 
locking plants,  we  find  that  when  the  legislature  had  this  subject  of  in- 
terlocking before  them,  and  were  professedly  acting  upon  it,  they  gave  to 
the  Eailway  Commission  no  power  to  force  interlocking  upon  any  unwill- 
ing company.  Under  that  act  the  companies  must,  by  mutual  agreement, 
set  up,  equip  and  arrange  for  the  operation  of  the  interlocking  plant, 
leaving  to  the  Commission  only  the  function  of  inspection  and  approval. 
The  legislature  must  have  known  that  there  were  many  old  crossings  in 
Illinois  where  the  danger  is  as  great  as  at  the  new  ones,  and  the  delay, 
vexatious  to  travelers.  Yet  they  did  not  see  fit  to  provide  for  any  other 
or  further  interlocking  plants  than  could  be  mutually  agreed  upon  by  the 
companies  concerned.  Had  the  legislature  intended  to  invest  this  Com- 
mission with  power  to  guard  the  public  against  danger  and  delay  by 
means  of  interlocking  devices,  is  it  not  reasonable  to  suppose  they  would 
have  conferred  that  power  clearly  and  unmistakably,  and  have  done  so  in 
the  act  upon  that  particular  subject,  instead  of  leaving  so  important  a 
power  to  be  gathered  incidentally,  and  purely  by  implication,  from  an  act 
embracing  a  wholly  different  subject  matter?  And  would  they  not,  while 
about  it,  have  made  the  power  broad  enough  to  include  other  crossings  be- 
sides newly  constructed  ones,  which  other  crossings  are  as  much  within 
the  mischief  as  any;  and  their  equipment  could  surely  as  well  be  paid  for 
by  old  established  companies  as  that  of  new  crossings  could  by  new  and 
presumably  weaker  companies? 

Nor  is  this  all.  This  act  of  1887,  while  giving  the  Commission  power 
to  approve  crossing  devices  voluntarily  put  in,  confers  no  power  whatever 
to  compel  their  continued  use  and  maintenance.  The  companies  which 
mutually  agree  to  interlock  a  joint  crossing,  may  mutually  agree  to 
abandon  the  system,  and  go  back  to  the  statutory  method  of  coming  to  a 
full  stop,  and  this  Commission  could  exercise  no  control  over  their  free 
choice  in  that  particular.  It  would  be  interesting  to  know  how  we  would 
justify  the  exercise  of  a  greater  power  under  the  act  of  1889,  which  says  no 
word  about  interlocking,  than  we  cauld  exercise  under  the  act  of  1887,  which 
does  professedly  embody  the  legislative  will  upon  that  subject.  And,  as 
before  observed,  unless  we  can  compel  the  maintenance  and  use  of  a  plant, 
to  order  its  construction,  at  a  cost  of  many  thousands  of  dollars,  would  be 
sheer  idleness  and  folly. 


244 

Such  being  the  state  of  the  law  when  the  act  of  1889  was  passed,  let  us 
now  look  at  that  particular  act,  and  see  if  it  confers  any  such  power  as  is 
here  claimed,  either  expressly  given,  or  necessarily  implied. 

The  most  careful  reading  of  the  statute  reveals  to  me  no  power  whatever, 
over  the  subject  of  interlocking.  The  act  meets  only  the  case  of  how  one 
company  may  cross  ^ 'with  its  tracks  the  main  lines  of  another  railroad  com- 
pany." The  confusion  has  arisen  entirely  through  a  misapprehension  of 
what  is  included  in  the  word  "crossing."  It  is  one  thing  for  a  company  to 
cross  the  line  of  another  "with  its  tracks,"  and  another  thing  to  cross  the  same 
point  afterwards  tvith  its  trains.  The  manner  in  which  the  tracks  shall  cross 
is  one  thing,  and  the  manner  in  which  trains  may  cross,  or  pass,  and  how 
they  shall  be  operated,  is  quite  another  thing.  When  we  speak  of  a  railway 
crossing,  we  properly  refer  to  the  position  of  the  tracks  of  two  roads,  and  not 
to  the  passage  of  trains. 

If  the  act  is  read  with  this  distinction  clearly  in  view,  there  seems  to  be 
no  doubt  as  to  its  meaning.  The  title  of  the  act,  which  may  properly  be  re- 
ferred to  to  aid  in  a  doubtful  construction,  is  in  these  words:  "An  act  in 
relation  to  the  crossing  of  one  railway  by  another,  and  to  prevent  danger  to 
life  and  property /;-p?>i  grade  crossings.^'  Clearly,  "the  danger  to  life  and 
property"  which  was  to  be  prevented  was  that  arising  "from  grade  cross- 
ings", as  distinguished  from  those  crossings  which  are  not  at  grade;  that  is 
to  say  :  crossings  either  over  or  under,  and  nothing  further  than  this  was  in 
the  mind  of  the  man  who  drafted  this  title. 

Passing  a  step  further  we  find  the  general  declaration  that  a  company 
"desiring  to  cross  with  its  tracks  the  main  lines  of  another  *  *  * 
shall  construct  the  crossing  at  such  place  and  in  such  manner  as  will  not 
unnecessarily  impede  or  endanger  the  travel,  etc."  It  does  not  say  the 
crossing  shall  be  so  guarded  after  construction  as  to  secure  reasonable 
safety  and  expedition,  but  shall  be  so  "constructed"  in  the  first  instance 
as  to  secure  that  end.  Unless  tlie  construction  of  a  crossing  can  be  said 
to  include  also  both  the  construction  and  the  operation  of  an  interlocking 
plant,  it  is  difficult  to  see  what  authority  so  far  appears  to  do  the  acts 
contended  for. 

The  same  may  be  said  of  that  clause  of  the  statute  which  directs  a 
decision  "prescribing  the  place  where  and  the  manner  in  which  said  cross- 
ing shall  he  7nacle."  Here  is  nothing  affecting  the  manner  in  which  a  cross- 
ing shall  be  guarded  or  the  manner  in  wliich  trains  shall  be  operated 
across  it,  and  it  is  a  "crossing"  that  is  to  be  "prescribed"  and  "made"  and 
not  an  interlocking  plant. 

Section  2  of  the  act  provides  that  "the  railroad  company  seeking  the 
crossing  shall  in  all  cases  bear  the  entire  expense  of" — what'?  An  inter- 
locking plant  to  regulate  the  operation  of  trains  at  the  crossing?  Not  at 
all.  Shall  "bear  the  entire  expense  of  the  construction  thereof."  How 
does  the  Commission  from  this  derive  the  power  to  make  petitioner  bear 
another  and  much  larger  expense,  not  arising  from  the  construction  of 
the  crossing  proper,  but  having  relation  entirely  to  the  manner  of  operat- 
ing the  trains  of  the  companies? 

It  is  agreed  that  an  interlocking  plant,  to  be  effective  at  this  point, 
must  embrace  certain  crossing  points  on  the  Chicago  &  Alton  and  the 
Santa  Fe  tracks  and  right  of  way.  Mr.  Thomas,  general  manager  of  one 
of  the  respondents,  testified  on  this  point  as  follows: — 

"Q.  At  Stewart  avenue  could  an  interlocking  system  be  put  in  that 
would  be   safe,  that  did  not  include  all  of  the  tracks  at  that  point?" 

"A.    It  should  include  all  of  them." 

"Q.    That  would  include  what  tracks?" 

"A.  The  Madison  &  Northern,  Ft.  Wayne  &  Chicago,  Alton,  and  West- 
ern Indiana,  and  I  think  the  interlocking  of  the  lead  track  of  the  Santa  Fe." 

The  Alton  and  Santa  Fe  Companies  are  not  before  us,  and  not  parties 
to  this  proceeding.  How,  therefore,  could  we  make  an  order  affecting  their 
property  and  controling  the   operation    of    their   trains,    which    would  be 


245 

binding  upon  them?  It  involves  only  an  elementary  principle  to  say  that 
parties  who  have  not  had  their  day  in  court  cannot  be  bound  by  the  judg- 
ment, even  where  the  subject  matter  of  the  proceeding  is  within  the  jurisdic- 
tion. But  where  jurisdiction  of  parties  and  subject  matter  are  both  want- 
ing, the  very  suggestion  of  such  an  order  becomes  little  short  of  prepos- 
terous. 

To  further  illustrate  the  want  of  power  in  the  premises,  suppose  the 
respondent  companies  were  consenting  to  nothing  in  this  case,  did  not 
even  come  before  us  with  any  suggestion,  as  would  l)e  their  undoubted 
right,  and  we  upon  looking  over  the  crossing  proposed  should  believe  it 
Improper  unless  protected  by  interlocking,  could  we  in  such  a  case  make 
an  order  which  would  contemplate  the  taking  or  use  of  respondents' 
grounds,  by  the  location  on  them  of  pipes,  boxes,  wires,  signals  and  per- 
haps a  tower  house,  some  of  the  appliances  extending  thousands  of  feet 
upon  their  lands,  the  use  of  which  being  imperatively  commanded,  would 
materially  and  permanently  affect  the  operation  of  their  trains,  and  all 
without  their  consent?  Certainly  we  would  have  no  such  power.  And  it 
does  not  even  tend  to  answer  the  difficulty  to  say  the  order  would  in  that 
case  be  for  the  benefit  of  respondents.  Parties  have  some  right  to  judge 
for  themselves  what  is  beneficial  to  their  property,  and  those  who  would 
take  that  delicate  function  from  them  must  show  undoubted  legal  author- 
ity. 

That  this  subject  is  one  within  the  power  of  constitutional  police  reg- 
ulation by  the  legislature  is  not  questioned,  but  the  legislature  must  act 
l)efore  the  Commission  can  act.  The  case  before  us  cannot  be  decided  upon 
sentimental  notions  as  to  what  the  law  ought  to  be,  but  must  be  met 
upon  the  plain  issue  of  what  the  law  in  fact  is.  Notlaing  in  the  act  of 
188"  or  1889  empowers  this  Commission  to  compel  interlocking,  in  the 
absence  of  the  mutual  agreement  of  the  parties,  nor  can  any  such  power 
be  said  with  reason  to  be  implied  as  being  necessarily  involved  in  the 
carrying  out  of  the  objects  of  either  of  those  statutes.  The  precautions 
for  the  public  safety  which  are  put  within  the  discretion  of  this  Commis- 
sion l)y  the  act  of  1889  are  such  and  only  such  as  arise  out  of  a  choice  of  the 
different  ways  in  which  the  crossings  of  railway  tracks  proper  may  be 
constructed,  the  most  obvious  distinction  being  between  those  which  are 
built  on  a  level  and  those  which  are  separated,  one  passing  over  the  other. 
The  question  why  a  larger  power  has  not  been  conferred  may  properly  be 
addressed  to  the  legislature. 

It  is  my  opinion  an  order  should  be  entered  prescrilMng  a  crossing  in  the 
place  and  manner  designated  in  the  petition. 

Crim,  Commissioner — I  concur  in  the  conclusions  reached  in  th^  forego- 
ing opinion. 

Wheeler,  chairman,  dissenting. 

I  present  my  views  in  the  case  under  advisement  with  great  reluctance, 
but,  being  unable  to  reconcile  the  opinion  of  a  majority  of  the  Commis- 
sion with  the  facts  and  law  in  the  case  as  I  understand  them,  I  am  led 
to  dissent  from  certain  of  their  findings  for  the  following  reasons: 

My  interpretation  of  the  statute  under  which  this  hearing  is  held  gives 
it  a^  broader  scope,  and  a  more  extended  jurisdiction,  to  the  Commission 
than  my  associates  allow,  and,  I  may  add,  broader  and  more  extended 
than  the  learned  counsel  for  the  parties  to  the  controversy  admit. 

The  right  of  the  petitioning  company  to  cross  the  tracks  of  the  re- 
spondent companies  at  some  point  is  conceded,  and  no  other  point  being 
suggested,  it  may  be  assumed  that  the  place  proposed  is  the  most  feasible 
and  the  best  that  can  be  selected.  Therefore,  "the  place  where  said 
crossing  shall  be  made"  may  be  considered  established.  Thus  far  the  Com- 
mission seem  to  be  of  one  oninion. 

The  vital  point  in  the  controversy,  and  upon  which  our  views  diifer,  is 
found  in  "the  manner  in  which  said  crossings  shall  be  made."  What  does 
the    word    "manner,"  as  used    in  the   statute,  mean?    How    far  does   the 


246 

question  of  "manner"  extend'?  Must  we  confine  it  to  that  portion  of  tlie 
respondent  companies'  "main  lines"  actuallj^  inclosed  t)j'  the  petitioning 
company's  tracks? 

The  statute  under  which  this  case  is  brought  is  somewhat  obscure,  in- 
asmucli  as  it  does  not  specifically  define  the  meaning  of  the  term,  and 
upon  the  conclusion  reached  depends  the  extent  of  the  jurisdiction  of  the 
Commission.  The  cost  of  constructing  the  crossing  is  provided  for  in  the 
act;  aside  from  that,  the  only  reservation  is  found  in  the  question  of 
"damage,"  which,  with  the  extent  of  jurisdiction,  covers  the  entire  mat- 
ter in  controversy. 

The  enacting  clause  of  the  statute  clearly  indicates  that  the  intent  of 
its  framers  was  "to  prevent  danger  to  life  and  property  from  grade  cross- 
ings," and  in  its  first  section  it  is  expressly  stipulated  that  the  Commis- 
sion shall  have  "due  regard  to  safety  of  life  and  property,"  and  "shall 
prescribe  the  manner  in  which  said  crossing  shall  be  made."  Can  there 
be  any  doubt  about  the  intention  of  the  law-making  power?  The  ques- 
tion of  safety  is  made  paramount — the  first  to  be  considered — one  that 
must  not  be  lost  sight  of;  therefore,  I  conclude  that  a  reasonable  con- 
struction of  this  clause  places  all  matters  pertaining  to  the  question  of 
safety  within  the  jurisdiction  of  the  Commission,  including  the  side  tracks, 
switches,  turn-outs,  etc.,  of  all  companies  adjacent  to  and  affected  by  the 
crossing.  All  of  these,  in  my  opinion,  are  covered  by  the  statute,  and 
must  be  subject  to  the  restrictions  contemplated  by  the  law. 

Assuming  this  view  to  be  correct,  do  we  not  fail  in  our  duty  if  we 
ignore  the  plain  intent  of  the  law  and  allow  a  crossing  in  a  locality  teem- 
ing with  human  life,  without  such  safety  appliances  as  will  reduce  the 
element  of  danger  to  a  minimum? 

But,  it  Is  argued,  safety  appliances  concern  only  the  operation  of  rail- 
roads, a  question  not  referred  to  this  Commission  by  the  act,  therefore  it 
is  outside  of  and  beyond  our  jurisdiction.  In  answer,  permit  me  to  say 
that  while  1  claim  no  right  to  impose  conditions  on,  or  in  any  manner 
Interfere  with,  any  crossing  constructed  or  located  prior  to  the  time  the 
present  act  went  into  effect,  i.  e.  July  1,  1889,  I  am  clearly  of  the  opinion 
that  we  not  only  have  the  right,  but  it  is  our  solemn  duty,  to  require 
proper  safeguards  for  public  protection  in  all  cases  arising  subsequent  to 
that  date,  failing  in  which,  the  community  will  hold  us  responsible  for 
any  disaster  that  may  occur. 

Again,  we  are  told  that  interests  other  than  those  of  the  parties  to  this 
case  will  be  disturbed  by  the  construction  and  operation  of  safety  appli- 
ances, interests  not  submitted  to  us  for  adjudication,  and  any  decision  of 
this  Commission  affecting  such  interests  will  not  be  recognized  as  binding 
by  the  parties  thereto.  In  reply,  it  may  be  said  that,  while  all  parties 
which  may  be  directly  or  indirectly  interested  in  the  decision  of  the  Com- 
mission have  an  undoubted  right  to  a  hearing,  our  authority  to  act  in  the 
premises  is  not  abrogated  by  their  failure  to  appear,  and  our  duty  to  ren- 
der a  decision  covering  the  whole  question  remains  whether  they  do  or  do 
not  appear. 

How  far  the  question  of  damages  extends  is.  perhaps,  more  difficult  to 
determine.  It  may  not,  however,  be  unreasonable  to  claim  that  it  covers 
only  such  property  as  is  rendered  wholly  or  partially  useless  by  the  tracks 
of  the  petitioning  company  and  the  necessary  safety  appliances.  In  my 
opinion  it  does  not  include  the  cost  of  such  appliances,  their  operation  or 
maintenance,  these  being  an  expense,  not  a  damage.  My  conclusions  there- 
fore are : 

1st.  The  law  as  enacted  gives  the  Commission  full  jurisdiction  over  all 
questions  pertaining  to  crossings  at  grade,  cost  of  crossing  and  damage 
excepted. 

2d.  The  Commission  has  the  right  to  name  the  place  of  crossing,  and 
the  riglit  to  prescrilie  the  manner  as  well. 

3d.  In  prescribing  the  manner,  the  Commission  has  the  power  to  re- 
quire sucli  api^liances  as  will  insure  a  reasonable  degree  of  safety  to  the 
pul)lic. 


247 

4th.  The  cost  of  constructing,  operating  and  maintaining  tlie  necessary- 
safety  appliances  does  not  fall  under  the  question  of  damage. 

5th.  The  Commission  has  no  right  to  grant  the  request  of  the  petition- 
ing company  without  requiring  such  safety  appliances  as  will  render  the 
crossing  practically  safe. 

The  following  order  was  entered  by  Commission: 

•Chicago,  Madison  &  l^ToRTHERisr  R.   R.   Co.,  1 

VERSUS  1  Petition   to    determine   place 

Chicago  &  Western  Indiana  R.  R,  Co.  and  |     and  mode  of  crossing. 
Pittsburgh,  Ft.  Wayne  &  Chicago  Rt.  Co.  J 

In  the  matter  of  the  above  petition  it  is  decided  and  ordered  by  the 
•Commission  that  petitioner  have  leave  to  cross  with  its  tracks  the  main 
lines  and  tracks  of  the  respondent  companies  at  the  place  and  in  the 
manner  designated  in  its  petition,  and  as  shown  upon  the  plat  attached 
to  said  petition. 

Springfield,  Illinois,  April  17,  1890. 


248 


No.  3. 
PEriTION  FOE  LEAVE  TO  CROSS. 


St.  Louis  &  Eastern  Bailway  Co.,  Petitioner. 

vs. 

Toledo,  St.  Louis  &  Kansas  City  Railroad  Co.,  Respondent, 


Opinion  hy  Pliillips,  Commissioner  : 

This  is  an  application  of  the  St.  Louis  &  Eastern  Kailway  Company  for 
leave  to  cross  with  its  proposed  track  the  track  of  the  Toledo,  St.  Louis  & 
Kansas  City  Railroad  Company  at  a  point  about  three-quarters  of  a  mile  east 
of  the  station  called  Peters,  in  Madison  county,  Illinois.  Respondent  resists, 
alleging  that  a  crossing  at  the  point  proposed  by  petitioner  will  "unneces- 
sarily impede  and  endanger  the  travel  and  transportation"  upon  respondent's 
road. 

Respondent,  however,  offers  to  allow  a  crossing  at  the  point  proposed,  pro- 
vided petitioner  will  at  its  own  expense  set  up  and  maintain  interlocking  at 
such  crossing  ;  or  it  offers  to  permit  petitioner  to  cross  without  interlocking 
at  a  point  a  little  over  a  half  mile  further  west  than  the  place  proposed. 
Petitioner  declines  both  these  offers  and  insists  upon  the  crossing  proposed 
without  interlocking. 

Respondent  alleges  in  its  answer  "  that  the  proposed  crossing  is  at  the  foot 
of  a  working  grade  of  from  thirty-flve  to  forty  feet  to  the  mile ;  that  the  re- 
sult of  such  crossing  will  be  to  compel  all  trains  upon  the  Toledo,  St.  Louis 
&  Kansas  City  Railroad  to  stop  at  the  foot  of  such  grade,  and  thereby  lose 
the  momentum  necessary  to  carry  trains  of  ordinary  size  over  such  grade  ;  "^ 
that  a  crossing  at  this  point  will  necessitate  diminishing  the  train  load  on 
respondent's  road  by  several  cars,  thus  increasing  the  expense  of  operation, 
as  well  as  delaying  and  interfering  with  traffic  :  and  that  its  management  had 
already  decided  upon  a  change  of  grade  at  the  proposed  point  of  crossing, 
rendered  necessary  in  the  economical  operation  of  its  road,  which  road,  it  is 
alleged,  is  in  the  course  of  being  reconstructed,  this  grade  being  among  the 
last  to  be  changed. 

The  evidence  on  which  we  are  asked  by  petitioner  to  order  this  crossing  is 
meager  and  unsatisfactory.  Two  witnesses  testified  for  complainant,  stating 
in  terms  (without  objection)  that  a  crossing  at  the  point  proposed  "would 
not  unnecessarily  impede  or  endanger  the  travel  and  transportation  iipon  re- 
spondent's road,"  and  this  general  conclusion  was,  in  a  manner,  supported  by 
further  expert  theoretical  testimony  given  by  the  same  witnesses. 

The  testimony  does  not  inform  us  as  to  the  actual  state  of  traffic  on  re- 
spondent's road,  how  many  and  wliat  kind  and  weight  of  trains  it  runs,  or  any 
other  of  the  many  specilic  facts  whicli  might  readily  have  been  made  the  sub- 
ject of  observation  and  have  been  put  before  the  Commission.      Neither  did 


249 

any  witness  who  had  had  actual  experience  in  handling  engines,  or  in  hauling- 
trains  over  grades  of  this  kind,  testify  before  us.  We  confess  to  some  preju- 
dice in  favor  of  the  notion  that  the  best  way  to  prove  how  the  running  of 
freight  trains  is  affected  by  the  grade  at  the  point  of  proposed  crossing,  and 
what  freight  locomotives  can  haul  there,  and  what  speed  and  "momentum  " 
must  be  acquired  at  tliat  point  to  insure  the  ascent  of  the  grade  eastward, 
would  be  to  show  what  is  actually  done  by  the  freight  trains  that  daily  pass 
this  point  and  ascend  this  grade.    No  evidence  on  this  line  was  offered. 

The  expert  testimony  offered  by  complainant  was  controverted  by  the  chief 
engineer  of  respondent,  whose  testimony  substantially  and  very  plausibly 
supports  the  objections  to  this  crossing  stated  in  the  answer  of  respondent. 

The  petitioner  held  the  burden  of  proof  and  ought  to  have  made  clear,  by 
a  preponderance  of  the  evidence,  the  fact  that  this  crossing  will  not  unneces- 
sarily impede  and  endanger  respondent's  traffic.  This  could  not  be  done  by 
witnesses  swearing  to  that  conclusion  in  terms  as  they  did.  The  general  con- 
clusion as  to  the  propriety  of  the  crossing  is  for  the  Commission,  not  for  wit- 
nesses. Actual  facts  should  have  been  placed  before  us  on  which  we  could 
judge. 

The  railroad  first  upon  the  ground  gains  important  rights  by  the  fact 
of  its  presence.  The  use  of  its  line  ought  not  to  be  lightly  interfered 
with.  It  was  undoubtedly  in  part  the  object  of  the  act  of  1889,  while  in- 
suring safety  to  persons  and  property  transported,  to  protect  established 
companies  in  the  enjoyment  of  their  rights.  One  way  of  arriving  at  the 
propriety  of  a  proposed  crossing  would  be  to  consider  whether  the  line  to 
be  crossed  would  have  been  built  as  it  is  as  respects  grades,  curves,  etc., 
had  those  building  it  known  a  crossing  was  to  be  made  in  the  place  pro- 
posed. Such  a  test  might  not  be  decisive,  but  is  worthy  of  consideration 
in  every  case. 

The  act  of  1889  took  away  the  arbitrary  power  of  new  roads  to  locate 
crossings  at  will,  and  its  effect  is  to  put  upon  them  the  burden  of  show- 
ing that  the  crossing  will  not  "unnecessarily"  impede  and  endanger  the 
trarel  and  transportation  upon  the  road  crossed.  They  should  point  the 
Commission  a  clear  way  to  order  the  crossing  desired  with  proper  regard 
to  existing  rights  and  uses.  This  we  cannot  say  has  been  done  in  the 
case  before  us.  Giving  due  force  to  the  testimony,  the  question  remains 
In  serious  doubt. 

In  this  case  it  appears  from  an  unchallenged  estimate  that  the  increased 
expense  of  placing  the  crossing  at  the  point  a  half  mile  further  west,  as 
contended  for  by  respondent,  would  be  only  $8,594 ;  unless  petitioner 
should  be  obliged^  to  purchase  nine  acres  of  ground  between  its  right  of 
way  and  the  creek  on  the  south,  in  whicli  case  the  cost  would  be  in- 
creased to  $10,84-4,  estimating  this  land  at  $250  per  acre,  which  is,  it  seems 
to  the  Commission,  a  very  liberal  if  not  extravagant  allowance.  Thus,  we 
see,  the  change  contended  for  by  respondent  does  not  involve  a  large  out- 
lay by  petitioner,  and  we  are  unwilling  to  permanently  obstruct  or  crip- 
ple an  established  line,  or  take  a  serious  chance  of  doing  so,  where  the 
expenditure  of  a  few  thousand  dollars  will  remove  all  objections. 

The  petitioning  company  acquired  no  equities  in  the  proposed  crossing 
by  prematurely  grading  its  road  to  the  point.  The  correspondence  sub- 
mitted shows  the  officers  of  respondent  never,  expressly  or  by  any  fair  im- 
plication, consented  to  the  crossing  unless  petitioner  would  interlock  it  in 
the  manner  stated  in  the  form  of  contract  submitted  by  them.  This  is 
not  a  case  like  that  of  the  Chicago,  Madison  &  Northern,  where  the  right 
of  way  was  acquired  and  eighty  per  cent,  of  the  work  done  before  this 
crossing  law  was  passed.  If  petitioner,  with  the  law  before  it,  and  with- 
out either  an  order  of  the  Commission  or  the  consent  of  respondent,  chose 
to  grade  its  road  for  a  cfrossing,  it  did  so  on  its  own  responsibility,  and  at 
its  own  peril. 

Under  the  evidence  as  it  stands  before  us,  we  are  unable  to  And  that  a 
crossing  in  the  place  proposed  will  not,  in  the  language  of  the  act,  "un- 
necessarily impede  or  endanger  the  travel  or  transportation  upon  the  rail- 
way crossed." 


250 


DECISION. 


It  is  therefore  decided  and  ordered  that  the  petitioner,  the  St.  Louis  & 
Eastern  Eailwav  Company,  have  leave,  and  it  is  hereby  empowered,  to 
cross  with  its  trade  the  main  line  and  track  of  the  Toledo,  St.  Louis  & 
Kansas  City  Railroad  Company  at  grade  at  a  point  in  the  K.  E.  quarter 
of  the  jS^.  W.  quarter  of  Section  4,  Town  3,  North  Range  8,  West  of  the 
.3d  P.  M.,  2,940  feet  west  of  the  point  named  for  said  crossing  in  the  peti- 
tion filed  in  this  case. 

The  point  of  crossing  hereby  established  is  marked  by  the  letter  "B" 
upon  the  plat  submitted  by  petitioner  and  now  with  the  files  in  this 
cause,  to  which  plat  referenee  is  hereby  made  for  greater  certainty. 

It  is  ordered  that  petitioner  pay  all  costs  and  expenses  of  the  Commis- 
sion incurred  under  its  petition. 

SprinctField,  Illinois,  January  7,  1891. 


251 


No.  4. 
EXTORTION  AND  UNJUST  DISCRIMINATION. 


COMPLAINT. 

Joseph  Taylor,  of  O" Fallon,  111.,  Complainant, 
The  Ohio  it  Mississippi  Ry.  Co.,  Respondent. 


OPINION   OF   COMMISSION. 

Opinion  by  Phillips,  Coimnissioner: 

Complainant,  Joseph  Taylor,  in  1888,  opened  a  coal  mine  in  St.  Clair 
county,  some  twelve  miles  from  East  St.  Louis,  between  the  stations 
O'Falion  and  Alma,  and  a  distance  of  2,800  feet  north  of  the  line  of 
defendant's  railroad.  While  the  shaft  was  being  sunk,  Taylor  applied  to 
president  Barnard,  of  the  railway  company,  to  put  down  a  track  from  the 
railroad  to  his  coal  shaft,  which  the  president  declined  to  do.  The  nego- 
tiations were  partly  oral  and  partly  by  correspondence. 

On  July  11,  President  Barnard  wrote  Taylor: 

"How  do  you  propose  to  get  the  coal,  provided  the  track  is  laid  from 
your  mine,  to  the  tracks  on  the  company's  right  of  way  ?  Have  you  counted 
upon  the  company  being  willing  to  make  the  delay  and  the  extra  run 
without  charge,  or  do  you  propose  to  haul  it  by  mules  or  horses,  or  other- 
wise." Also,  "With  satisfactory  assurance  that  a  much  increased  business 
can  be  secured  at  such  rates  as  we  can  get,  or  are  willing  to  make,  on 
coal,  I  shall  be  able  to  determine  to  what  extent  we  can  afford  to  put 
money  into  side  tracks  to  so  aid  the  development  of  your  property." 

On  August  13,  President  Barnard  again  wrote  Taylor: 

"I  have  to  advise  you  that  this  company  will  only  undertake  to  put 
down  such  tracks  as  may  be  on  its  right  of  way.  If  you  wish  to  reach 
your  shaft,  therefore,  you  had  better  make  arrangements  to  procure  rails, 
spikes,  ties,  etc.,  for  the  laying  of  the  tracks  yourself.  Another  thing  to 
be  considered  will  be  the  getting  of  cars  to  and  from  the  mine,  as  we  can- 
not afford,  with  the  low  rates  that  we  get  from  Alma  to  St.  Louis,  to  stop 
trains  on  the  main  line  and  run  eagines  a  half  a  mile  from  it  to  get  loads 
and  place  empties." 


252 

And  on  l!5^ovember  ]3,  Taylor  wrote  Barnard: 

"In  regard  to  grading,  etc.,  and  side  tracks  at  my  mine  would  say  tbat 
the  grading,  etc.,  is  about  completed,  and  that  I  have  several  teams  at 
work  in  order  to  have  all  in  readiness.  Wish  you  would  rush  the  matter 
and  have  the  material  on  hand  at  the  time.  Hope  you  will  use  every 
effort  to  have  the  rails,  etc.,  on  the  ground  without  delay,  as  I  am  really 
anxious    to  have  it  done  as  soon  as  possible,  as  will  soon  be  to  the  coal."' 

To  this  Barnard  replied  November  14,  "I  have  your  letter  of  the  13th, 
inst.,  but  cannot  understand  what  you  mean.  I  told  you  when  you  were 
here  I  would  have  Mr.  Stevens  endeavor  to  find  out  what  you  could  get 
rails  for  and  let  you  know.  I  told  you  also  where  I  thought  you  could 
buy.  This  company  has  not  undertaken  to  procure  material  for  your  track, 
and  not  only  that,  I  advised  j^ou  about  where  you  could  get  them  yourself, 
and  I  tliink  Mr.  Stevens  may  have  told  you  (I  am  not  sure  of  this),  where 
you  could  buy  and  at  what  price.  I  told  you  we  would  only  lay  the  track 
necessary  for  the  connection  so  much  as  run  on  the  O.  &  M.  right  of  way. 
You  cannot  have  misunderstood  this." 

Taylor  subsequently  at  his  own  expense  built  his  track,  with  some  ad- 
vice and  help  from  the  company's  engineer.  The  track  thus  built  extends 
from  the  company's  main  track  and  at  substantially  a  right  angle  there- 
with, a  distance  of  2,800  feet  to  the  mine. 

There  was  other  correspondence  and  negotiations,  but  the  above  suffices 
to  show  the  circumstance  under  wliich  Mr.  Taylor's  track  was  built,  and 
the  connection  made  with  the  defendant's  road. 

About  three  miles  east  of  Taylor's  mine,  and  further  from  East  St.  Louis, 
are  the  Consumers'  and  Crowson's  mines,  both  of  which  are  situated  prac- 
tically upon  the  right  of  way  of  defendant,  the  switches  and  tracks  lead- 
ing to  them  being  almost,  if  not  entirely,  upon  the  company's  right  of 
way.  The  principal  point  of  the  complaint  is  that  defendant  company 
charges  from  the  Consumers'  and  Crowson's  mines  45cts.  per  ton  freight 
for  shipment  of  coal  to  East  St.  Louis,  while  from  Taylor's  mine  it  charges 
the  same  price,  45cts.  per  ton,  and  in  addition  thereto,  one  dollar  per  car 
as  a  switching  charge  for  the  service  of  placing  empties  and  carrying  loads 
from  Taylor's  mine  to  the  main  track,  2.800  feet.  No  switching  charge  is 
made  in  the  case  of  shipments  from  the  Consumers' and  Crowson's  mines. 
The  facts  are  not  disputed.  The  company  concedes  having  made  these 
switching  charges  on  all  of  Taylor's  shipments,  and  avows  its  purpose  to 
continue  them. 

Complainant  claims  this  extra  dollar  per  car  constitutes  both  an  extor- 
tion and  an  unjust  discrimination  under  the  statute  of  this  State:  and  the 
Commission  is  asked  to  prosecute  the  defendant  for  the  penalties  denounced 
by  the  statute  against  these  offenses. 

So  far  as  extortion  is  concerned,  the  ease  is  not  difficult.  If  the  com- 
pany may  rightly  make  a  switching  charge  for  the  transportation  of  cars 
over  Taylor's  road,  then  the  amount  of  one  dollar  per  car,  being  within 
tlae  maximum  switching  charge  fixed  by  tlie  Commission,  can  not  be  said 
to  be  extortionate.  The  real  question  is  whether  the  company  may  right- 
fully charge  at  all  for  this  service.  If  it  may  not,  that  is  to  say,  if  for 
the  present  purpose  the  track  laid  by  Taylor  is  to  be  regarded  as  part  of 
defendant's  road,  and  his  mine  is  to  be  regarded  as  a  station  on  tliat  road, 
as  contended,  then  the  charge  as  to  discrimination  would  seem  to  be  made 
out. 

We  have  examined  the  numerous  Illinois  decisions  cited  by  complain- 
ant's counsel.  Most  of  these  arose  under  section  5,  article  13,  of  the  con- 
stitution, which  provides: 

"All  railroad  companies  receiving  and  transpc)rting  grain  in  bulk  or 
otherwise,  sliall  deliver  the  same  to  any  consignee  thereof,  or  any  elevator 
or  public  warehouse  to  whicli  it  may  be  consigned,  providing  such  con- 
signee, or  the  elevator  or  public  wareliouse  can  be  reached  by  any  track 
owned,  leased  or  used,    or  which  can  be  us(h1  by  sucli  railroad  companies; 


253 

■cind  all  railroad  companies  shall  %)evmit  connections  to  be  made  with  their  tracks, 
so  that  any  such  consignee  and  any  public  warehouse,  coal  bank  or  coal 
yard  may  be  reached  by  the  cars  on  said  railroad.'' 

Under  the  above  provision,  the  Supreme  Court  holds  (in  language  no 
more  plain,  it  may  be  observed,  than  the  constitution  itself,)  that  rail- 
roads are  bound  to  deliver  cars  of  grain  at  the  particular  warehouse  or 
■elevator  to  which  they  are  consigned,  if  accessible  by  any  track  belonging 
to  the  company  or  which  the  company  has  the  right  to  use. 

Vincent  vs.  C.  &  A.  B.  E.,  49  111.  33. 
People  vs.  a  &  A.  B.  B.,  55  111.  95. 
0.  &  N.  W.  By.  Co.  vs.  PeojjJe,  56  111.  365. 
Hoyr  vs.  C,  B.  &  Q.  93  111.  601. 

And  in  such  a  case  no  extra  switching  charge  for  delivering  cars  of  grain 
at  an  elevator  reached  by  such  track,  can  be  made. 

Vincent  vs.  C.  &  A.  B.  B.  Co.,  49  111.  33. 

But  the  company  would  not  be  bound  to  procure  for  that  purpose  from 
another  company,  or  person,  the  right  to  use  a  track  required  for  such 
delivery. 

People  vs.  C.  &  A.  B.  B.  Co.,  55  111.  95. 

And,  it  seems,  where  the  delivery  would  occasion  great  inconvenience  to 
the  company,  it  would  be  excused  from  such  delivery,  even  though  having 
a  right  to  use  the  necessary  tracks. 

C.  &  N.  W.  By.  Co.  vs.  People,  56  111.  365. 

All  these  cases  hold  that  any  switch  or  track  extending  from  a  com- 
pany's main  track  to  any  such  elevator,  whether  such  track  is  owned  or  leased 
ty  such  company  or  not.  if  put  there  for  the  accommodation  of  the  ele- 
vator, by  some  arrangement  vmder  which  the  road  can  use  it,  is  to  be 
regarded  as  a  part  of  the  company's  line  for  the  purpose  of  the  delivery  of 
•grain. 

The  foregoing  cases,  however,  relate  solely  to  the  delivery  of  cars  of 
grain,  which  is  expressly  enjoined  by  the  constitution. 

With  regard  to  coal  mines,  the  constitutional  provision  quoted  above  is, 
simply,  that  the  company  "shall  pjermit  connection  to  be  made  with  their 
tracks,"  which  it  will  be  seen  is  essentially  different  in  its  terms  from  the 
provision  in  regard  to  grain  deliveries. 

In  a  late  case  it  was  held  that  a  railroad  company  could  not  disconnect 
a  switch  which  had  been  laid  to  a  coal  mine  and  which  had  for  several 
years  been  used  for  making  shipments  of  coal  therefrom. 

C.  &  A.  B.  B.  Co.  V.  Suffern,  129  III.  274. 

Commenting  on  the  above  constitutional  provision  in  its  relation  to 
€oal  mine  connections,  the  court  says,  in  the  Suffern  case : 

"It  was  the  evident  design  of  the  constitutional  provision  above  quoted 
to  compel  the  railroads  to  furnish  the  coal  mines  in  the  State  with  all 
necessary  facilities  for  the  shipment  and  transportation  of  coal.  As  the 
railroad  companies  must  deliver  grain  to  all  elevators  upon  the  lines  of 
their  road,  or  connected  therewith  by  side  tracks,  so  also  must  they  re- 
ceive shipments  of  coal  from  all  coal  mines  on  the  lines  of  their  roads  or 
connected  therewith  by  side  tracks." 

The  Suffern  case  was  a  petition  for  mandamus,  and,  as  bearing  upon  the 
present  inquiry,  that  case  enlightens  us  no  further  than  to  show  that 
Taylor  has  the  undoubted  right,  under  the   foregoing   clause   of    the  con- 


254 

stitution,  to  have  his  track  and  mine  connected  with  defendant's  road. 
The  constitution  commands  defendant  to  "permit  connection  to  be  made'* 
witli  Tavlor's  coal  mine.  This  it  lias  done.  The  constitution  did  not  com- 
mand de^fendant  to  build  a  track,  extending  2,800  feet  off  from  its  own 
right  of  way,  to  reach  this  mine;  and  this  it  refused  to  do. 

The  connection  has  been  made ;  and  no  question  arises  here,  as  in  the 
Suffern  case,  as  to  any  right  of  the  company  to  sever  such  connection.  It 
is  not  proposing  to  sever  it.  Nor  does  any  question  arise  here  as  to  the 
right  of  defendant  to  refuse  to  receive  and  transport  coal  from  Taylor's 
mine.  It  has  not  so  refused.  What  the  company  does  refuse  to  do  is  to 
take  empty  cars  from  the  track  to  the  mine,  and  loaded  cars  from  the 
mine  to  tlie  track,  2,800  feet,  unless  it  is  paid  for  that  service  extra,  over 
and  above  the  regular  freight  rate  which  obtains  from  the  point  of  con- 
nection. 

Undoubtedly,  if  Taylor  would  arrange  to  deliver  his  coal  at  the  right  of 
way  he  would  avoid  this  charge,  and  would  then  have  the  right  to  have 
his  coal  transported  at  the  regular  rate  of  freight,  and  no  more.  The 
real  question  is,  has  he  a  right,  under  the  above  quoted  provision  of  the 
constitution,  to  compel  defendant  to  operate  his  2,800  feet  of  railroad  with- 
out compensation?  It  seems  to  the  Commission  he  has  not  that  right. 
If  he  may  compel  defendant  to  operate  his  2,800  feet  of  road  gratis,  may 
not  some  one  else  compel  it  to  operate  a  road  a  mile,  two  miles,  or  five 
miles  in  length,  gratis?    Where  will  the  line  be  drawn? 

Does  the  declaration  of  the  court  in  the  Suffern  case,  that  this  consti- 
tutional injunction  was  intended  "to  compel  the  railroads  to  furnish  the 
coal  mines  in  the  State  with  all  necessary  facilities  for  the  shipment  and 
transportation  of  coal"  mean  that  the  railroads  are  compelled  to  furnish 
those  facilities  gratuitously,  long  distances  beyond  their  own  switches  and 
tracks,  wherever  the  mine  owner  may  build  a  track  and  tender  it?  Does 
the  further  declaration  of  the  Court  in  that  case,  that  railroad  companies 
"must  receive  shipments  of  coal  from  all  coal  mines  on  the  lines  of  their 
roads  or  connected  therewith  bv  side  tracks"  mean  that  such  companies 
must  receive  such  shipments  at  some  distant  point  upon  a  track  built  by 
others,  or  does  it  mean  only  that  the  roads  shall  receive  such  shipments 
at  their  own  respective  rights  of  way  on  switches  or  in  yards  established 
for  the  purpose? 

We  think  such  a  construction  as  is  contended  for  would  extend  the  con- 
stitution far  beyond  the  cases  meant  to  be  provided  for  by  its  framers. 

We  can  well  understand  how  a  company  might,  by  its  own  acts,  or  by 
contract,  bind  itself  to  perform  such  a  service  gratuitously.  We  can  under- 
stand how,  in  many  cases,  railroad  companies,  for  the  sake  of  developing  the 
coal  fields  along  their  rights  of  way,  thereby  enhancing  their  own  trade  and 
earnings,  might  enter  into  arrangements  with  coal  operators,  whereby 
they  would  be  estopped  to  make  switching  charges,  even  in  cases  where 
the  extra  service  might  be  larger  than  is  here  demanded  of  defendant. 
Doubtless  some  of  the  cases  related  in  the  testimony  offered  by  complain- 
ant, as  to  the  practice  upon  other  roads  in  this  same  coal  field,  are  of 
this  character.  But  the  fact,  if  it  exists,  that  other  roads  have  made 
such  arrangements,  furnishes  no  ground  upon  which  to  predicate  a  rule  of 
law  which  will  bind  defendant.  It  may  be,  if  it  were  shown  that  this 
same  company  was  accustomed  to  perform  a  like  service  for  other  mine 
owners  on  its  line,  and  competing  in  this  field,  without  charging  for  it, 
that  fact  would  furnish  a  basis  for  a  prosecution  for  discrimination.  But 
the  other  mines,  whose  shipments  have  been  compared  with  complain- 
ant's for  the  purpose  of  making  out  the  discrimination,  are  located  im- 
mediately upon  defendant's  right  of  way.  It  performs  no  switching  ser- 
vice for  "those  companies,  so  far  as  tlie  evidence  discloses. 

In  the  cas(^  of  complainant,  it  cannot  with  justice  be  claimed  in  the  light 
of  the  evidence,  as  was  claimed  by    the    petition,    that    defendant    either 


255 

promised  complainant,  or  by  its  acts  induced  liim  to  believe  tliat  it  would 
operate  his  track  without  charge.  He  was  plainly  told  by  letter,  as  he 
admits,  and  in  conversation  as  President  Barnard  testifies,  that  he  must 
pay  for  this  service,  and  that  too  before  his  track  was  laid,  or  any  con- 
siderable work  had  been  done  upon  his  mine. 

While  we  realize  fully  the  disadvantage  under  which  complainant  labors 
in  the  present  state  of  competition  felt  in  the  coal  trade,  we  are  not  con- 
vinced that  the  law  affords  any  remedy,  and  greatly  fear  that  a  prosecu- 
tion for  either  extortion  or  discrimination  would  fail. 

The  petition  will  therefore  be  dismissed. 
Springfield,  Illinois.  September  20,  1890. 


256 


No.  5. 
EXTORTION. 


COMPLAINT. 

P.  Wonderly  St  Co.,  Complainants. 

vs. 

The  Wabash  Railroad  Co.,  Respondent. 


OPINION  OF  COMMISSION. 

Opinion  by  Wheeler,  Chairman: 

Complainants  charge  the  Wabash  Eailroad  Company  with  a  violation  of 
the  Commissioners'  rules  governing  switching  charges,  claiming  the  reve- 
nue collected  to  he  excessive,  and  ask  the  Commission  to  compel  the  rail- 
road company  to  refund  the  overcharge. 

This  cannot  be  effected  without  a  suit  at  law  and  before  this  step  is 
taken  we  must  consider  this  question:  Can  the  charge  be  proven?  On  the 
evidence  furnished  we  think  not.  If  complainants  will  carefully  consider 
the  rule  referred  to  we  think  they  will  conclude  with  us  that  the  business 
does  not  fall  under  the  rule.  "Switching,"  as  defined  by  the  rule  "includes 
the  hauling  of  loaded  cars  from  the  station  yards  *  *  *  * 

to  the  junction  of  other  railroads  when  not  billed  from  stations  on  its 
own  road  to  said  junction,  and  from  junctions  of  other  railroads  to  the 
stations,  side  tracks,  *  *  *  *  situated  on  the  tracks  owned  or 
controlled  by  the  railroad  company  doing  said  switching.  In  other  words, 
switching  is  that  transfer  charge  ordinarily  made  for  moving  loaded  cars 
for  short  distances  for  which  no  regular  way  bill  is  made,    *    *    *    *." 

In  the  case  under  advisement  it  does  not  appear  that  the  business  done 
is  of  the  character  covered  by  the  rule;  on  the  contrary  the  expense 
bills  before  us  are  in  the  form  of  regular  billing  from  station  to  station 
with  revenue  charges  based  on  the  maximum  rates  prescribed  by  our  pre- 
decessors and  still  in  force.  Possibly  these  rates  are  excessive,  but,  till 
reduced  by  the  proper  authority  they  must  be  accepted  as  legal,  unless 
discrimination  is  sliown,  which  thus  far  is  not  claimed. 

After  a  careful  consideration  of  the  facts  confronting  us  the  Commission 
is  of  the  opinion  that  a  charge  of  extortion  cannot  be  sustained,  and  be- 
ing hopeless  of  securing  an  affirmative  verdict  we  do  not  deem  it  expedi- 
ent to  commence  a  suit  with  almost  the  certainty  of  being  thrown  out  of 
court.  If  complainants  can  furnish  evidence  that  will  insure  success,  the 
Commission  will  gladly  bring  suit;  but  as  the  case  now  stands  we  think 
their  good  judgment  will  endorse  our  position  as  above  indicated. 

The  complaint  will  therefore  be  stricken  from  the  docket. 

Springfied,  Illinois,  Oct.  24,  1890. 


257 


No.  6. 
REFUSAL  TO  SWITCH  CARS. 


COMPLAINT. 

Union  Brewing  Company,  of  Peoria,  Complainant, 

vs. 
The  Chicago,  Burhngton  &  Quincy  R.  R.  Co.,  Respondent. 


OPINION   OF   COMMISSION. 

Opinion  hy  Phillips,  Commissioner: 

This  is  a  complaint  by  the  Union  Brewing  Co.,  a  corporation  of  Peoria, 
111.,  against  the  C,  B.  &  Q.  R.  R.  Co.,  alleging  a  refusal   to  switch    cars. 

Switching  has  been  defined  by  the  Commission  to  be,  "the  hauling  of 
loaded  cars  from  station  yards,  side  tracks,  elevators  or  warehouses  to  the 
junctions  of  other  railroads  when  not  billed  from  stations  on  its  own  road 
to  said  junctions,  and  from  junctions  of  other  railroads  to  the  stations,  side 
tracks,  elevators  and  warehouses  situated  on  the  tracks  owned  or  controlled 
by  the  railroad  company  doing  said  switching.  In  other  words,  switching 
is  that  transfer  charge  ordinarily  made  for  moving  loaded  cars  for  short 
distances  for  which  no  regular  way  bill  is  made,  and  which  do  not  move 
between  two  regularly  established  stations  on  the  same  road." 

A  particular  car  loaded  with  "cerealine",  and  billed  to  complainant,  was 
transported  to  Peoria  by  the  C,  C,  C.  &  St.  L.  Ry.  Co.,  and  was  either 
by  the  carrying  company,  or  an  intervening  company  delivered  to  respond- 
ent, and  marked  for  "Carson's  track."  Carson's  track  is  a  team  track  of 
respondent,  one  block  from  complainant's  brewery,  on  which  complainant 
was  accustomed  to  receive  its  cars  of  freight.  Respondent  after  receiving 
this  car  in  fact  switched  it  to  Carson's  track,  not  knowing  it  was  for  the 
complainant;  but,  upon  learning  whose  car  it  was,  the  agent  of  respondent 
ordered  it  taken  away;  and  it  was  tlien  placed  upon  a  team  track  of  the 
P.  &  P.  U.  road,  in  a  place  considerably  further  from  the  brewery,  and 
much  less  convenient  for  complainant,  where  it  was  finally  unloaded. 

Respondent  declined  to  switch  this  car  to  Carson's  track  (or  rather  to 
leave  it  there  after  inadvertently  switching  it),  and  declines  generally  to 
switch  any  cars  for  complainant,  because  of  a  controversy  arising  between 
them  as  to  the  payment  of  certain  car-service  charges,  levied  through  the 
Car  Service  Association  of  Peoria,  for  the  detention  of  two  cars  which  had 

—17  R.  R. 


258 

been  previously  switched  by  respondeat  to  Carson's  track  for  complainant: 
which  two  cars  last  mentioned  had  not  been  unloaded  by  complainant 
within  forty-eight  hours  after  arrival,  which  is  the  time  allowed  free  of 
charge  by  the  rules  of  the  Car  Service  Association. 

The  Car  Service  Association  is  composed  of  the  several  roads  doing  busi- 
ness in  Peoria.  Its  object  is  to  prevent  the  unreasonable  detention  of  cars 
by  consignees;  and  under  its  rules  a  charge  of  one  dollar  per  day  is  made 
against  any  consignee  for  each  day  he  fails  to  unload  a  car,  after  the  ex- 
piration of  forty-eight  hours  from  the  time  such  car  is  set  by  the  railroad 
company  in  a  proper  place  for  unloading. 

In  the  case  of  the  two  cars  upon  which  the  unpaid  car-service  charges 
were  made,  the  brewing  company  claims  that  the  railroad  company  was  at 
fault  in  failing  to  give  notice  of  arrival.  It  also  claims  that  the  charge 
of  one  dollar  per  day  is  unreasonable  in  amount.  The  respondent,  upon 
the  other  hand,  claims  it  was  not  its  duty  to  give  complainant  notice  of 
the  arrival  of  these  cars,  that  being  the  duty  of  the  company  transporting 
them  to  Peoria,  a  duty  which  in  this  case  respondent  further  insists  was 
in  fact  performed  by  the  C,  C,  C.  &  St.  L.  Ky.  Co.  Eespondent  further 
claims  that  the  two  cars  named  were  placed  in  plain  view  of  the  brewery 
and  only  a  block  away,  and  that  complainant  in  fact  knew  the  cars  were 
there  iri  time  to  have  unloaded  them  within  the  fortj^-eight  hours,  if  its 
agents  had  seen  lit;  and  it  urges  further  that  these  car-service  charges  of 
one  dollar  per  day  for  detaining  cars  are  proper  and  reasonable,  and  that 
they  are  in  the  "true  interest  of  shippers,  since  they  prevent  the  rolling 
stock  of  railroads  from  being  tied  up  to  the  great  disadvantage  of  those 
shippers  who,  for  that  reason,  often  cannot  get  cars. 

We  thus  state  the  controversy  as  to  these  car-service  charges,  not  for 
the  purpose  of  deciding  it,  but  rather  as  a  help  to  arrive  at  what  we 
deem  the  real  question  before  us.  We  content  ourselves  with  the  single 
observation  that  since  the  statute  of  this  State  (Sec.  5,  Act  "Receiving, 
Carrying  and  Delivering  Grain,")  provides  that  a  consignee  of  grain  trans- 
ported in  bulk  "shall  have  twenty-four  hours,  free  of  expense,  after  actual 
notice  of  arrival,  etc.,  in  which  to  remove  the  same  from  the  cars  of  such 
railroad  corporation,"  there  would  seem  to  be  an  implied  right  \mder  the 
statute  to  charge  for  a  longer  detention  than  the  twenty- four  hours  which 
the  statute  names.  Indeed,  no  reason  is  perceived  in  law  or  justice  why 
an  unreasonable  and  unnecessary  detention  of  cars  by  consignees  should 
not  be  paid  for:  and  the  Car  Service  Association  seems  from  the  proof  be- 
fore us  to  be  only  an  agency  established  to  keep  account  of  claims  so  aris- 
ing, and  enforce  them.  The  charges  so  made  would  have  to  be  reason- 
able, under  all  the  circumstances.  The  statute  does  not  seem  to  refer  the 
matter  of  fixing  the  maximum  of  such  demurrage  charges  to  this  Commis- 
sion; and  the  question  probably  did  not  occur  to  the  law  makers.  Car 
demurrage  is  an  important  subject,  which  has  arisen,  in  a  practical  way, 
only  within  late  years,  and  long  after  our  statute  for  the  regulation  of 
railroads  was  passed.  It  does  not,  however,  follow  that,  because  there  is 
no  statutory  regulation  of  the  question,  there  is  no  law.  The  charge,  as 
before  observed,  must  be  reasonable;  and  what  is  reasonable  in  a  given 
case  must  depend  upon  the  facts  of  that  case,  and  be  arrived  at,  if  the 
parties  cannot  themselves  agree,  by  a  judicial  determination,  in  a  court 
competent  to  try  the  question.  Whether  or  not  the  seven  dollar  car-serviee 
or  demurrage  charge  made  for  the  detention  of  the  two  cars  in  question 
is  reasonal)le,  under  all  the  circumstances,  can  only  be  determined  author- 
itatively and  judicially,  when  the  parties  carry  the  case  into  court,  j^ot 
being  a  court  for  any  such  purpose,  this  Commission  cannot  determine  it. 

We  do  not  even  assume  to  decide  that  "cerealinc"  is  "grain"  within  the 
meaning  of  the  statute  above  cited.  The  nature  of  the  article  has  not 
been  very  fully  explained.  It  is  a  product  of  corn,  the  hull  and  germ  be- 
ing removed,  and  is  used  as  a  part  substitute  for  malt.  We  liave  assumed 
it  to  be  "grain"'  in  the  observations  above  made. 

Respondent  does  not  deny  the  refusal  to  switch  cars,  but  expressly  avows 
it;  and  the  inqjortant  question  is,  has  tlic  railroad  company  shown  a  state 


259 

of  facts  which  will  excuse  it  from  switching  cars  for  complainant  to  Car- 
son's track.  In  justification  of  its  refusal  the  railroad  company  alleges 
two  grounds,  which  may  be  stated  in  the  language  of  its  own  answer,  as 
follows: 

1.  "This  company  further  states,  that  it  does  not  do  or  hold  itself  open 
to  do,  a  general  switching  business  in  the  city  of  Peoria,  but  states  that 
the  service  heretofore  rendered  to  the  said  Union  Brewing  Co..  in  so 
switching  these  cars,  was  done  for  the  accommodation  of  said  Union 
Brewing  Co.,  and  are  not  such  services  as  this  company  is  compelled  by 
law  to  perform.'' 

2.  "This  company  further  denies  that  the  railroad  companies,  centering 
in  Peoria,  and  forming  such  association,  have  violated  any  law  of  the 
State  of  Illinois;  and  it  asserts  that  the  rules  and  regulations  of  said  as- 
sociation are  reasonable  and  lawful,  and  for  the  public  good,  and  neces- 
sary for  the  protection  of  said  railroad  companies;  and  it  further  asserts 
that  the  charges  herein  complained  of  are  just,  reasonable  and  lawful, 
*  *  *  and  that  in  refusing  to  switch  the  cars  of  the  said  Union  Brew- 
ing Co.,  shipped  over  foreign  lines,  until  said  just  and  reasonable  charges, 
heretofore  exacted,  are  paid,  it  has  acted  in  accordance  with  the  law." 

The  first  ground  stated  seems  to  imply,  that  unless  a  railroad  company 
holds  itself  out  to  do  "a  general  switching  business,"  it  is  under  no  legal 
obligation  to  switch  cars.  On  this  we  observe  that  if  respondent  were 
confining  itself  strictly  to  handling  only  such  cars  at  Peoria  as  it  trans- 
ports thither  upon  its  own  line,  and  if  "Carson's  track''  were  a  track  used 
by  it  exclusively  for  the  accommodation  of  its  patrons  who  ship  cars  to 
Peoria  over  its  own  line,  the  case  would  stand  on  a  basis  entirely  diflferent 
from  that  presented  by  the  evidence.  Then  the  question  would  be  pre- 
sented whether  or  not  the  switching  of  cars  from  one  point  to  another 
within  the  same  city,  for  which  no  way  bill  is  made,  is  a  service  by  law 
demandable  from  a  railway  company  which  does  not  ordinarily  do  a  switch- 
ing business. 

If  this  were  in  fact  the  case  before  us,  we  should  hesitate  before  hold- 
ing that  a  switching  service  can  in  no  case  be  legally  demanded  of  a 
railroad  company,  unless  such  company  does  a  general  switching  business. 
The  principle  upon  which  a  distinction  would  be  made,  between  the  obli- 
gation to  haul  one  mile,  and  the  obligation  to  haul  ten,  is  very  difficult 
to  perceive ;  and  the  interests  of  a  patron  might  become  as  vitally  involved 
in  the  one  service  as  in  the  other.  If  one  wishes  a  switching  service  only, 
and  is  willing  to  pay  for  it,  why  can  he  not  command  the  service"? 

It  is,  however,  unnecessary  here  to  decide  any  such  question.  The  evi- 
dence amply  shows  that  respondent  is  accustomed  to  switch  cars  at  Peoria 
in  case  of  shipments  not  originating  on  its  own  line.  It  has  numerous 
patrons  for  whom  it  switches  cars,  turned  over  by  other  roads,  and 
switches  them,  too,  to  the  particular  track  known  as  "Carson's  track." 
Keceipted  bills  of  respondent  issued  from  its  "Switching  Department," 
showing  the  switching  of  seventy-one  such  cars  at  one  dollar  each,  switch- 
ing charge,  have  been  filed  by  complainant  in  this  case.  Moreover,  the 
company  did  in  fact  switch  the  car  in  question,  supposing  it  to  be  the  car 
of  another  patron,  but  removed  it  upon  learning  it  was  for  complainant. 
The  fact  that  respondent  does  switching  in  the  city  of  Peoria  is  really 
not  denied.    What  is  denied  is  that  it  does  "a  general  switching  business." 

The  question,  therefore,  is  not  whether  a  road  which  does  no  switching 
can  by  law  be  made  to  switch  cars,  but  whether  a  road  may  switch  for 
some,  and  refuse  to  switch  for  others ;  whether  it  may  accommodate  some 
patrons  upon  a  convenient  track  and  arbitrarily  exclude  others  from  the 
same  privilege,  making  them  go  for  their  goods  to  another  track  less  con- 
venient. 

We  believe  the  position  of  respondent  upon  this  question  is  wholly  un- 
tenable. The  principle  of  law  is  fundamental  that  railroads  must  treat 
all  alike.  They  must  accommodate  all  that  apply  in  the  order  of  their 
applications,  extending  favors  to  none,  and  excluding  none  from  equal  par- 


260 

ticipation  in  the  use  of  their  facilities.  They  perform  a  public  calling,  to 
be  exercised  impartiall.v  for  every  member  of  the  public  they  were  created 
to  serve. 

These  principles  have  been  so  often  and  so  universally  held  by  all  courts 
of  the  common  law  that  we  deem  a  citation  of  authorities  unnecessary.. 
Indeed,  nothing  could  be  more  dangerous  in  practice  than  to  allow  the 
railroads  whicli  wield  such  powerful  instrumentalities,  on  the  use  of  which 
tlie  welfare  of  every  citizen  more  or  less  depends,  to  choose  for  themselves 
whom  they  will  serve.  Armed  with  sucli  a  power,  the  railroads  of  the 
land  could  build  up  or  destroy  at  will  both  private  fortunes  and  commu- 
nities. 

We,  therefore,  are  of  opinion  that  since  respondent  switches  cars  at 
Peoria  for  some  of  its  patrons,  it  is  under  a  legal  obligation  to  switch  im- 
partially for  all  who  apply,  and  who  tender  its  reasonable  charges.  We 
hold,  when  respondent  switched  cars  for  complainant  to  Carson's  track,  it 
performed,  not  a  mere  "accommodation,''  but  a  legal  duty. 

The  second  ground  alleged  for  refusal  to  perform  this  switching  service 
remains  to  be  considered ;  namely,  the  refusal  of  complainant  to  pay  the 
charges  for  detention  of  the  two  former  cars.  As  before  remarked,  we 
cannot  decide  this  controversy.  We  are  of  opinion,  however,  that  whether 
this  particular  charge  be  legally  collectible  or  not,  its  non-payment  cannot 
justify  a  refusal  to  switch  cars  for  complainant.  When  complainant  cTe- 
mands  of  the  Burlington  company  a  service  such  as  it  performs  in  Peoria 
for  others,  tendering  it  its  reasonable  charges,  that  company  cannot  excuse 
itself  from  exercising  its  legal  functions  because  of  an  unsettled  contro- 
verted account,  arising  out  of  a  wliolly  different  transaction.  If  com- 
plainant owes  it  for  unreasonably  detaining  cars,  the  courts  are  open  to 
it.  The  account  must  there  be  ultimately  settled!  The  railroad  company 
cannot,  in  our  view,  determine  this  question  for  itself,  or  hold  its  switch- 
ing facilities  in  the  city  of  Peoria  as  a  mere  "accommodation"  by  the 
optional  use  of  which  it  can  compel  payment  of  a  past  disputed  claim. 
This  unsettled  claim,  it  will  be  observed,  is  not  for  a  switching  service, 
l)ut  for  another  thing — the  detention  of  cars.  It  could  not  be  known  in 
advance  that  further  car-service  cliarges  would  accrue  upon  the  cars  re- 
spondent has  been  refusing  to  handle  for  complainant. 

We  are  of  o])inion  that  respondent  is  not  released  from  the  legal  duty 
of  switching,  by  the  failure  of  complainant  to  pay  demurrage  charges. 

The  only  question  now  remaining  concerns  the  remedy.  The  act  creat- 
ing this  Commission  provides : 

"Said  Commissioners  shall  examine  into  the  condition  and  management, 
and  all  other  matters  concerning  the  business  of  railroads  and  warehouses 
in  this  state,  so  far  as  the  same  pertain  to  the  relation  of  such  roads  and 
warehouses  to  the  public,  and  to  the  accommodation  and  security  of  per- 
sons doing  business  therewith.  *  *  *  -x-  *  * 
And  whenever  it  shall  come  to  their  knowledge  either  upon  complaint  or 
otherwise,  or  they  shall  have  reason  to  believe  that  any  such  law  or  laws 
have  been,  or  are  being  violated,  they  shall  prosecute,  or  cause  to  be  pro- 
secuted, all  corporations  or  persons  guilty  of  such  violation." 

In  section  1*7  of  the  same  act  it  is  provided : 

"It  shall  be  the  duty  of  the  Attorney  General  and  the  State's  attorney 
in  every  circuit  or  county,  on  the  request  of  said  Commissioners,  to  in- 
stitute and  prosecute  any  and  all  suits  and  proceedings  which  they,  or 
either  of  them,  shall  be  directed  by  said  Commissioners  to  institute  and 
prosecute  for  a  violation  of  this  act,  or  any  law  of  this  state  concerning 
railroad  companies  or  warehouses,"  etc. 

Section  18  further  provides  as  follows: 

"All  such  prosecutions  shall  be  in  the  name  of  the  People  of  the  State 
of  Illinois,  and  all  monies  arising  therefrom  shall  be  paid  into  the  State 
Treasury  by  the  sheriff  or  other  officer  collecting  the  same,''  etc. 


261 

The  act  upon  "extortion  and  unjust  discrimination"  further  provides 
that  the  Commission  shall  enforce  that  act  and  "cause  suits  to  be  com- 
menced and  prosecuted  against  any  railroad  corporation  which  may  vio- 
late the  provisions  of  tliis  act."  It  further  provides  in  what  counties  of 
the  State  prosecutions  may  he  hegun,  authorizes  the  Commission  to  em- 
ploy counsel  "to  assist  the  Attorney  General,"  if  they  think  it  necessary, 
and  says  that  no  such  suit  shall  be  dismissed  unless  the  Commission  and 
the  Attorney  General  both  consent  thereto. 

From  the  above  provisions  it  seems  evident  that  the  "prosecutions"' 
which  it  is  incumbent  upon  this  Commission  to  institute  and  conduct 
are  prosecutions  for  those  penalties  denounced  by  the  statute  against 
railroad  companies  for  violation  of  the  several  provisions  of  the  railroad 
and  warehouse  law.  It  was  evidently  not  intended  that  tlie  Commission 
should  carry  on  any  man's  private  suit  at  public  expense.  A  writ  of 
mandamus  to  compel  the  switching  of  cars  for  complainant,  while  running 
in  the  name  of  the  people,  would,  in  fact,  be  the  private  suit  of  com- 
plainant. It  would  not  be  a  "prosecution"'  in  the  sense  that  term  is 
used  in  the  statute.  Tlie  statute  fixes  no  fine  or  penalty  for  refusal  to 
switch  cars.  The  party  damaged  by  such  refusal  could  no  doul)t  recover 
his  damages :  but  this,  too,  would  be  his  private  action  and  not  a  public 
prosecution.  The  courts  are  open  to  complainant  to  prosecute  its  suit  for 
itself.  The  intention  to  confine  this  Commission  to  those  prosecutions  in 
the  name  of  the  people  for  penalties  or  the  prosecution  of  sucli  suits  as 
affect  the  public  generally,  or  large  communities  of  people,  is  also  pointed 
to  by  the  fact  that  the  act  concerning  unjust  discrimination  expressly 
provides  for  a  private  suit  by  the  person  discriminated  against  wherein  he 
may  recover  treble  damages  and  his  attorney"s  fees. 

Inasmuch  as  the  parties  had  placed  this  case  before  us  at  some  length, 
we  have  not  hesitated,  under  the  injunction  of  the  statute  that  we  shall 
"examine  into  the  condition  and  management,  and  all  other  matters  con- 
cerning the  business  of  railroads  and  warehouses  in  this  State,"'  etc.,  to 
thus  express  our  views  of  the  law  for  the  guidance  of  those  who  may  be 
affected  by  them,  or  may  have  confidence  to  follow  them  ;  and  we  hope  the 
matter  may  be  now  adjusted  between  the  parties  without  resort  to  a 
judicial  determination  of  the  question,  which,  not  being  a  court  in  the 
proper   sense,  we  are    not  authorized  to  make. 

SPRiNCiFiELD.  Illinois.  Dec.  10.  1890. 


262 


No.   7. 
REFUSAL  TO  SWITCH   CARS. 


COMPLAINT. 

Lyon  &  Scott,   Complainants, 

-    vs. 

Peoria  Si'  Pekin  Union  Ry.  Co.  and  the  Illinois  Car  Service  Asso- 
ciation of  Peoria,  Respondents. 


OPINION   OF   COMMISSION. 

Opinion  by  Phillips,  Commission er: 

This  complaint  raises  practically  the  same  questions  which  are  discussed 
in  the  opinion  of  the  Commission  in  the  complaint  of  the  Union  Brewing 
Co.  V.  The  C.,  B.  &  Q.  B.  B.  Co.,  and  we  need  do  little  more  than  refer  the 
parties  to  the  ruling  in  that  case.  No  evidence  has  been  heard  but  the  con- 
ceded facts  show  that  an  unpaid  car-service  charge,  concerning  the  justice 
of  which  there  is  a  controversj^  has  been  the  principal  cause  of  the  re- 
fusal to  switch  cars.  One  matter  is  rather  indirectly  stated  in  the  answer 
of  the  P.  &  P.  U.  Ky.  Co.,  which  might,  if  proved,  take  the  case  out  of 
the  principle.  It  is  said  the  team  track  opposite  blocks  6  and  7,  where 
Lyon  &  Scott  demand  to  have  their  coal  cars  placed,  is  a  "merchandise 
track,"  and  that  Lyon  &  Scott  insist  upon  having  their  coal  cars  placed 
upon  this  merchandise  track  for  unloading.  It  is  not  precisely  averred 
that  this  track  is  held  by  the  company  exclusively  for  merchandise.  We 
can  understand  how,  under  some  circumstances,  it  might  be  highly  proper 
for  a  company  to  establish  one  track  for  coal  and  another  for  merchan- 
dise, and  if  the  coal  track  were  suitable  and  proper  for  that  commodity  a 
coal  merchant  could  not  demand  to  have  his  coal  cars  put  upon  a  track 
properly  set  apart  for  a  different  business.  But  the  principle  stated  in  the 
Union  Brewing  Co.'s  case,  that  the  railroad  company  must  treat  all  alike 
would  here  apply  with  its  entire  force.  Special  favors  could  not  be  arbi- 
trarily extended.  If  a  suitable  and  proper  track  for  coal  cars  is  offered 
complainants  where  other  coal  merchants  are  accommodated  and  the  com- 
pany is  ready  and  willing  to  switch  the  cars  there,  then  the  refusal  to 
pay  the  car-service  charges  would  make  no  figure  in  the  case.  Eespond- 
ent  has  in  that  case  simply  done  its  duty  and  is  not  in  default. 

The  P.  &  ^.  U.  states  in  its  answer  that  the  delay  in  transporting  the 
cars  of  coal  which  Lyon  &  Scott  sets  up  as  a  reason  for  refusing  to  pay  the 
car-service  charges  (alleging  that  two   or  three  days'   business  was  by  the 


263 

fault  of  the  carrier  thrown  upon  them  at  once)  was  not  the  fault  of  the 
P.  &  P.  U.  company,  which  only  switched  the  cars,  but  was,  if  anybody's, 
the  fault  of  the  carrying  company.  If  this  can  be  established  then  it  will 
show  Lyon  &  Scott  must  look  for  their  damages  for  delaying  their  cars  to 
the  company  at  fault,  and  that  they  cannot  set  it  off  against  a  car-service 
charge  of  the  P.  &  P.  U.  company  otherwise  just  and  proper.  But  all 
this  is  matter  for  proof  in  a  court  of  justice.  As  observed  in  the  Union 
Brewing  Co.'s  case,  we  cannot  settle  a  controversy  of  this  kind.  The  par- 
ties must  have  their  rights  adjudicated  if  they  cannot  agree  between  them- 
selves. 

Here,  as  in  the  case  of  the  Union  Brewing  Company,  the  remedy,  if  one 
exists,  must  be  sought  by  complainants  in  their  own  private  suit  in  mari- 
darrnis,  or  by  a  proceeding  in  chancery  for  a  mandatory  injunction. 

Springfield,  Illinois,  Dec.  10,  1890. 


264 


No.  8. 
UNJUST  DISCRIMINATION. 

COMPLAINT. 

/.  H.  Linneman  &  Co.,  Complainmits. 

vs. 

The  Illinois  Central  R.  R.  Co.,  Respondent. 


OPINION   OF  COMMISSION. 

Opinion  by  Phillips,  Commissioner: 

J.  H.  Linneman  &  Co.,  a  firm  doing  business  at  Flanagan,  Livingston 
county,  111.,  complain  tliat  the  Illinois  Central  E.  K.  Co.,  has  discrimi- 
nated against  them  in  freight  charges  from  Chicago,  in  that  said  railroad 
company  has,  it  is  claimed,  charged  complainants  more  for  the  same  class 
and  quantity  of  freight  from  Chicago  to  Flanagan,  than  was  at  the  same 
time  charged  for  the  like  freight  from  Chicago  to  Minonk,  Minonk  being 
the  greater  distance  hy  about  13  miles,  and  the  Minonk  shipments  pass- 
ing through  Flanagan  on  the  same  line  of  road. 

Minonk  is  a  competing  point,  being  reached  from  Chicago  by  a  line  of 
the  Santa  Fe  road,  and  by  two  lines  of  the  Illinois  Central.  One  Illinois 
Central  line  reaches  Chicago  from  Minonk  by  way  of  Mendota,  running  in 
connection  with  the  C,  B.  &  Q.;  while  the  other  goes  by  way  of  Kanka- 
kee and  is  owned  continuously  to  Chicago  by  the  Illinois  Central  Com- 
pany. The  Kankakee  line  is  the  one  on  which  the  town  of  Flanagan  is 
situated,  between  Chicago  and  Minonk. 

The  Santa  Fe  line  which  passes  through  Minonk,  reaches  in  its  farther 
southward  progress  Pekin  and  Peoria,  where  there  is  water  competition, 
and  it  is  insisted  by  respondent  that  such  water  competition  has  resulted 
in  compelling  the  Santa  Fe  Company  to  fix  a  rate  at  Minonk  which  is 
unreasonably  low,  the  Santa  Fe  being  unable,  under  the  law,  to  make  a 
higher  rate  at  Minonk  than  its  through  rate.  Respondent,  however, 
shows  that  while  its  rate  to  Flanagan  from  Chicago  is  in  fact  slightly 
higher  than  to  Minonk,  it  has  not  been  the  intention  to  ship  any  of  the 
Minonk  goods  by  the  Kankakee  line  and  through  Flanagan:  that  if  any 
such  shipments  were  so  sent,  it  was  done  inadvertently  and  against 
orders;  and  respondent  wholly  disclaims  any  purpose  to  violate  the  law 
by  hauling,  for  less  freight,  a  longer  distance,  in  the  same  direction,  over 
the  same  line. 


265 

While  the  proof  is  not  specific  or  clear,  we  think  it  probable,  that  some 
of  these  shipments  to  Minonk  were  hauled  through  Flanagan;  and  this,  if 
proved,  would  be  a  violation  of  the  Illinois  statute  prohibiting  unjust 
discrimination.  Competition  at  a  point  is  by  our  statute  expressly  ex- 
cluded from  the  class  of  facts  which  our  courts  have  said  might  be  alleged 
to  show  a  discrimination  to  be  not  "'unjust."  If  there  is  competition  at 
the  end  of  the  line,  our  statute  gives  all  intermediate  stations  the  benefit 
of  it.  In  this  our  statute  directly  differs  from  the  Inter-State  Commerce 
act,  which  empowers  the  National  Commission  to  allow  a  less  charge  for 
a  greater  distance  where  there  is  competition,  if  they  deem  it  just  and 
proper.  This  Commission  is  without  any  snch  power.  To  haul  a  like 
quantity  of  freight  to  Minonk  from  Chicago  for  a  less  rate  than  to  Flana- 
gan, a  less  distance,  over  the  same  line  of  road  in  the  same  direction,  is 
a  violation  of  our  statute. 

We  do  not,  however,  think  the  public  good  requires  that  respond- 
ent be  prosecuted  for  the  penalty  denounced  by  the  statute.  As  we  before 
said,  the  proof  already  produced  is  not  clear,  and  better  and  more  con- 
clusive proof  would  need  to  be  found  before  instituting  suit.  The  statute 
being  penal  would  be  strictly  construed.  The  exact  case  stated  in  the 
statute  would  have  to  be  proved  in  order  to  recover  the  penalty.  We  are 
not  satisfied  from  the  proof  produced  that  a  prosecution  would  succeed 
under  the  construction  given  this  act  by  our  courts. 

C.,B.  &  Q.  vs.  People,  7*7  111.,  443. 

Kankakee  Goal  Co.  vs.  Illinois  Central  B.  B.  Co.,  17  App.  614. 

But  even  if  specific  proof  were  forthcoming,  in  view  of  the  showing 
made  that  respondent's  general  freight  agent  had  given  orders  to  ship  to 
Minonk  only  by  the  Mendota  line,  and  in  view  of  the  further  fact  that 
respondent  gives  the  Commission  positive  assurance  that  care  will  be 
taken  to  observe  the  statute  in  future,  it  is  decided  to  institute  no  suit 
for  the  penalty,  unless  there  shall  be  future  violations. 

Complainants  have  filed  with  us  a  bill  of  many  items  for  overcharges  of 
freights  by  respondent,  presumably  with  a  view  to  our  assisting  in  the 
collection  of  this  private  bill.  This  we  cannot  do.  Our  function  is  to 
prosecute  for  fines  and  penalties  where  we  believe  the  public  welfare  de- 
mands it.  The  courts  are  open  to  complainants  for  the  collection  of  such 
overcharges  as  they  can  prove.  The  statute  concerning  "Extortion  and 
Unjust  Discrimination"  expressly  provides,  (Sec.  6),  that  any  private  indi- 
vidual who  may  be  damaged  through  a  violation  of  the  statute,  as  to  dis- 
crimination, may  recover,  in  a  civil  suit,  three  times  the  amount  of  all 
his  damages,  together  with  his  reasonable  counsel  fees  to  be  taxed  as  costs. 
The  remedy  of  complainants  is  thus  made  very  ample  for  their  private 
Injury,  if  they  are  able  to  show  one ;  and  this  Commission  is  not  the 
proper  forum  for  that  part  of  this  complaint  which  embraces  this  private 
claim  for  damages. 

Springfield,  Illikois,  Dec.  11,  1890. 


266 


No  9. 

RULING    REGARDING    PETITIONS    FOR    REHEARING    IN 

CROSSING  CASES. 

In  order  to  settle  a  matter  of  practice  applicable  to  cases 
arising  under  the  act  of  1889,  in  regard  to  crossings,  the  fol- 
lowing ruling  is  made: 

The  Commission  are  of  the  opinion  the  practice  of  entertaining  petitions 
for  rehearing  in  cases  arising  under  said  act  results  in  delay  without  a 
corresponding  advantage.  It  will  be  the  purpose  of  the  Commission  to 
very  fully  hear  the  views  of  the  parties  in  the  first  instance  in  all  such 
cases,  to'  the  end  that  no  hasty  or  ill-considered  action  may  be  taken. 
But  in  no  case  hereafter  will  any  petition  for  rehearing  in  such  cases  be 
entertained  unless  the  right  to  file  such  petition  shall  be  expressly  re- 
served to  the  parties  in  the  decision  of  the  Commission  rendered  in  the 
case. 

Adopted,  .Tuly  10,  1890. 


267 


No.   10. 

RULINGS  COVERING  THE  INSPECTION  OF  GRAIN,  GRAIN 
CONVEYORS  AND  SPOUTING  CONNECTIONS. 


RULE  IN   REGARD   TO   THE  INSPECTION   OF  GRAIN. 

All  grain  In  store  in  any  warehouse  of  class  "A"  at  the  time  any 
amendment  to  the  established  rules  of  inspection  (affecting  such  grain) 
may  hereafter  go  into  effect,  shall  be  inspected  out,  in  satisfaction  of 
warehouse  receipts  dated  prior  to  that  time  only,  in  accordance  with  the 
rules  as  they  stood  prior  to  such  amendment. 

Adopted  May  21,  1890. 

GRAIN  CONVEYORS. 

Besolved,  That  in  the  judgment  of  this  Commission  any  spouting,  con- 
veyor or  other  mechanical  connections  between  any  warehouse  of  class 
"A"  and  any  other  warehouse,  whereby  grain  may  be  transferred  from  one 
to  the  other,  is  a  violation  of  the  statute  regulating  warehouses. 

Besolved,  That  the  Chief  Grain  Inspector  be  directed  to  fix  a  reasonable 
time,  not  to  exceed  thirty  days  from  August  21,  1890,  within  which  all 
such  connections  which  may  now  exist  shall  be  removed,  and  after  the 
time  so  to  be  designated  shall  have  elapsed,  no  grain  shall  be  inspected 
by  this  department  except  the  same  be  contained  in  cars,  canal  boats, 
vessels,  wagons  or  sacks,  as  provided  in  the  rules  established  by  this  Com- 
mission, or  in  process  of  transfer  to  the  same  from  warehouses  of 
class  "A." 

Adopted  August  21,  1890. 

In  the  matter  of  the  application  of  A.  E.  Neely  for  modification  of  former 
order  of  Commission  in  regard  to  spouting  connections  and  conveyors  be- 
tween warehouses,  it  is 

Ordered— That  the  rule  adopted  August  21,  1890,  be  and  the  same  is 
hereby  so  modified,  as  to  apply  only  to  such  spoutings,  conveyors  or  other 
connections  as  may  be  used  to  convey  or  transfer  grain  from  any  other 
warehouse  into  a  warehouse  of  class  "A." 

Adopted  December  11,  1890. 


268 


No.  11. 
INTERLOCJKING,  SIGNALING  AND  DERAILING  DEVICES. 


Tne  plan  and  construction  of  interlocking,  signaling  and  derailing  de- 
vices to  be  used  at  grade  crossings  of  intersecting  lines  of  railroads  in 
Illinois,  must  be  arranged  to  conform  to  the  following 

GENERAL  RULES: 

1.  The  normal  position  of  all  signals  must  indicate  danger, — derail  points 
open — and  the  interlocking  so  arranged  that  it  will  be  impossible  for  opera- 
tor to  give  conflicting  signals. 

2.  On  level  track,  when  practicable,  the  derail  points  in  high-speed 
tracks  must  be  placed  three  hundred  (.300)  feet  from  fouling  point  at  in- 
tersection of  crossing  tracks. 

3.  On  descending  grades,  the  derail  points  on  high-speed  tracks  when 
practicable,  must  be  so  located  as  to  give  the  measure  of  safety  equal  to 
three  hundred  (300)  feet  on  level  track. 

4.  The  minimum  distance  for  derail  points  on  high-speed  tracks  is  three 
hundred  (300)  feet  from  fouling  point  at  crossing,  and  no  less  distance 
from  crossing  will  be  approved,  on  account  of  ascending  grade  toward  cross- 
ing. 

5.  On  switching,  storage  and  slow-speed  tracks,  the  position  of  derail 
points  may  be  located  to  best  accommodate  the  traffic,  and  provide  the 
same  measure  of  safety  indicated  in  foregoing  rules. 

6.  On  single  track  railroads,  derail  points,  when  practicable,  should  be 
on  inside  of  curve,  and  when  double  track  is  used,  the  derail  points  should 
be  in  outside  rail  of  both  tracks. 

1.  Home  signal  posts  must  be  fifty  (50)  feet  beyond  point  of  derail. 
Distance  between  home  and  distance  signal  must  not  be  less  than  twelve 
hundred  (1200)  feet.  Signal  post  should  be  placed  on  engineman's  side  of 
track  it  governs. 

8.  In  case  but  one  derail  is  furnished  in  double  track  crossing,  where 
the  current  of  traffic  is  in  one  direction,  detector  bars  must  be  provided 
on  opposite  side  of  crossing  from  derails,  and  worked  on  same  lever  as  de- 
rail, or  interlocked  with  it,  so  that  opposing  signal  cannot  be  given  until 
crossing  is  cleared.  In  case  trains  back  over  crossing,  after  having  passed 
over  it,  or  if  current  of  traffic  is  changed,  then  and  in  that  case  back-up 
derails  must  be  provided. 

9.  Guard  rail  should  be  laid  on  inside  of  rail  opposite  derail,  and  com- 
mence at  least  six  (G)  feet  toward  home  signal  from  point  of  derail,  ex- 
tending from  tlience  toward  crossing,  parallel  with  and  nine  inches  distant 
from  traffic  rail,  total  length  two  hundred  (200)  feet,  unless  otherwise  or- 
dered. 


269 

10.  In  case  there  are  cross-overs,  turn-outs,  or  other  connecting  tracks 
involved  in  the  general  system,  the  movements  of  cars  and  trains  upon 
which  present  an  element  of  danger,  which  danger  will  be  enhanced  by 
the  passage  of  trains  on  main  tracks  over  crossings  without  stopping,  and 
consequently  at  higher  speed  than  would  b»  the  case  without  the  permit 
sought,  then,  and  in  all  such  cases,  whether  such  enhanced  danger  be  of  collis- 
ion between  different  cars  or  trains  of  the  same  road,  or  between  cars  or 
trains  of  different  roads,  it  will  be  necessary,  in  addition  to  the  protection 
of  the  main  crossing,  to  provide  by  the  proper  devices  and  appliances 
against  any  such  increased  collateral  dangers  in  the  same  complete  man- 
ner that  is  required  in  the  case  of  tlie  main  crossing. 

11.  Application  for  inspection  of  interlocking  plant  must  be  accom- 
panied by  plain  diagram,  showing  location  of  crossing  and  position  of  all 
main  tracks,  sidings,  switches,  turnouts,  etc.  The  several  tracks  must  be 
indicated  by  letters  or  figures,  and  reference  made  to  each,  explaining  the 
manner  of  its  use.  The  rate  of  grade  on  each  main  track  must  be  shown, 
together  with  numbers  of  signals,  derails,  locks,  etc.,  corresponding  to 
levers  in  tower. 

It  is  intended  in  this  circular  to  state  general  rules,  which  will  govern 
the  construction  of  any  proposed  system  of  interlocking.  The  business  to 
be  handled,  relative  position  and  operation  of  intersecting  lines,  may  re- 
quire safeguards  not  mentioned  herein. 

The  system  of  derailing,  signaling  and  interlocking  must  be  connected 
and  worked,  and  be  complete  in  each  particular  before  it  will  be  approved. 


270 


No.   12. 
INTERLOCKING,    SIGNALING   AND    DERAILING   DEVICES. 


FORM   OF   PERMIT. 


State  of  Illinois, 
Office  (jf  the  IIailkoad  and  Warehouse  Commission, 

Springfield. 

To  all  whom  it  may  concern: 

Know  Ye,  that  the  interlocking  device,  with  its  various  parts  and  ap- 
pliances, situated  at  the  crossing  of  the  tracks  of  the 

Rail  Company,  vs^ith  the  tracks  of  the Rail  

Company  in county,  Illinois, feet of 

station,  having  been  duly  inspected  and  examined  under  authority  of  the 
Railroad  and  Warehouse  Commission  of  the  State  of  Illinois,  as  provided 
by  law,  and  having  been  found  suitable  and  sufficient  for  the  purposes  of 
such  a  device,  a  more  particular  account  of  which  device,  its  location  and 

mechanical  construction,  will  be  found  in  the  report  of 

Consulting  Engineer  of  said  Commission. 

Now,  therefore,  it  is  hereby  ordered,  that  the  said  interlocking 
device  be,  and  the  same  is  hereby  approved,  in  manner  and  form  as  the 
same  is  described  in  said  report,  and  shown  upon  the  plans,  diagrams  and 
drawings  thereof,  now  on  file  in  the  office  of  said  Commission;  and  these 
presents  shall  authorize  the  above  mentioned  railroad  companies,  and 
each  of  them,  to  run  said  crossing  without  stopping,  until  the  further 
order  of  this  Commission;  subject,  however,  to  the  following  conditions, 
to- wit: 

First — Said  companies  shall  cause  said  device  to  be  frequently  inspected, 
and  shall  keep  the  same  in  first  class  working  order,  and  in  good  repair, 
and  shall  provide  for  its  efficient  operation  by  a  competent  person  or  per- 
sons, so  long  as  it  shall  be  in  use  imder  this  permit. 

Second — Each  engine  and  train  shall  be  brought  under  control  after 
passing  distance  signal,  and  shall  proceed  under  control  over  said  crossing. 
"Control,"  as  here  used,  means  speed  of  train  must  be  governed  by  brake 
power  at  command,  and  in  no  case  exceed  the  power  of  trainmen  to  readily 
stop  train  within  safe  distance  should  danger  appear  between  distance 
signal  and  crossing,  or  at  crossing. 

Third — No  change  shall  be  made  in  the  location  of  said  device  or  any 
of  its  parts,  nor  in  the  mechanical  construction  thereof,  nor  in  the  man- 
ner of  operating  the  same,  without  the  approval  of  the  Commission;  and, 
in  case  of  any  such  change  without  sucli  approval  having  flrst  been  ob- 
tained, the  aulhoritv  herebv  conferred  shall  at  once  cease. 


271 

In   witness   whereof,    the   said   Railroad  and   Warehouse  Commission 
of  the   State  of   Illinois   has   caused   these   presents   to  be   signed  by  its 

Chairman  and  attested  by  its  Secretarv  this  day  of 

189 

Attest: 

Chairman  R.  B.  and  W.  H.  Corn. 


Secretary. 
Adopted  August  21,  1890. 


273 


INDEX. 


A. 

Page. 

Accidents  in  IlUnois 47, 121, 122,  J2a,  124 

Appropriations 48 

Atchison,  Topeka  &  Santa  Fe  Eailroad— 

Officers  of 133 

Atchison,  Topeka  &  Santa  Fe  Railroad  in  Chicago- 
Officers  of  134 

Average  earnings  in  Illinois 43, 82, 83 

B. 

Ballast  in  Illinois, 46,108,109,110 

Baltimore  &  Ohio  Railroad- 
Officers  of 134 

Baltimore  &  Ohio  &  Chicago  Railroad- 
Officers  of 135 

Belleville  &  Carondelet  Railroad- 
Officers  of 161 

Belleville  &  Eldorado  Railroad- 
Officers  of 161 

Belleville  &  Southern  Illinois  Railroad- 
Officers  of ICl 

Belt  Railway  of  Chicago- 
Officers  of 135 

Block  signals 224 

Bonds 39,56,58,60,61 

Bonds  of  warehousemen 34 

Brakes 13,210 

Bridges  in  Illinois 46, 108, 109, 110 

Burst,  J.  W. ,  report  of 193 

C. 

Cairo,  Vincennes  &  Chicago  Railroad- 
Inspection  of 4 

Calumet  River  Railroad- 
Officers  of 158 

Capital  Stock 39,56,58,60,61 

—18  R.  R. 


274 

Carbondale  &  Shawneetown  Kailroad—                                                                                Page. 
Officers  of 162 

Centralia  &  Chester  Eailroad— 

Officers  of 135 

Chicago  &  Alton  Eaih-oad— 

Officers  of 135 

Chicago  &  Atlantic  Railway- 
Officers  of 136 

Chicago  &  Calumet  Terminal  Eailway— 

Officers  of 136 

Chicago  &  Eastern  Illinois  Eailroad— 

Officers  of 17 

Chicago  &  Grand  Trunk  Eailway— 

Officers  of 138 

Chicago  &  Illinois  Southern  Eailroad— 

Officers  of 138 

Chicago  &  Iowa  Eailroad— 

Officers  of 139 

Chicago  &  Northwestern  Eailway— 

Officers  of 139 

Chicago  &  Northern  Pacific  Eailroad— 

Officers  of 140 

Chicago  &  Ohio  Eiver  Railroad- 
Inspection  of 4 

Officers  of 140 

Chicago  &  Springfield  Eailroad— 

Officers  of 150 

Chicago  &  State  Line  Eailroad— 

Officers  of 157 

Chicago  &  Western  Indiana  Railroad- 
Officers  of 137 

Respondent  in  iietition  to  determine  place  and  mode  of  crossing 241 

Chicago  &  Wisconsin  Railroad- 
Officers  of 166 

Chicago,  Burlington  &  Northern  Railroad- 
Officers  of 140 

Chicago,  Burlington  &  Quincy  Railroad- 
Complaint  against 257 

Officers  of • 141 

Chicago,  Havana  &  Western- 
Officers  of 150 

Chicago.  Madison  &  Northern  Railroad- 
Officers  of 150 

vs.  Chicago  &.  Western  Indiana  E.  E.  and  Pittsburgh,  Ft.  Wayne  &  Chicago  Ey., 
petition  to  determine  place  and  mode  of  crossing 241 

Chicago,  Milwaukee  &  St.  Paul  Eailway— 

Officers  of 142 

Chicago,  Peoria  &  St.  Louis  Railway- 
Inspection  of 6 

Officers  of 143 


275 

Page 
Chicago,  Santa  Pe  &  California  Kailroad— 

Inspection  of 5 

Officers  of 133 

Chicago,  St.  Louis  &  Padueah  Railway- 
Officers  of 162 

Chicago,  St.  Louis  &  Pittsburgh  Railroad- 
Officers  of 144 

Chicago,  St.  Paul  &  Kansas  City  Railway- 
Officers  of 145 

Claims  for  damages  on  account  of  faulty  inspection. 34,102 

Classified  freight  traffic  in  IlUnois 44, 80, 87,88,81*,  90, 91 

Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Railway- 
Officers  of 145 

Comparative  tables 52  to  130  inclusive 

Consumption  of  fuel  by  locomotives,  whole,  line 47,  111 ,  112, 113, 114, 1 15, 116, 117, 118, 119, 120 

Couplers 13, 219 

Crossings  and  crossing  equipments 16 

Crossings  equippe  1  with  interlocking  devices 17 

D. 

DePue,  Ladd  &  Eastern  Railroad- 
Officers  of 146 

E. 

Earnings  and  income  in  Illinois 42,76,77 

Earnings  from  operation  in  Illinois 41,72,73.74,75 

East  St,  Louis  &  Carondelet  Railway- 
Officers  of 146 

East  St.  Louis  Connecting  Railway- 
Officers  of 147 

Electric  City  &  Illinois  Railway- 
Officers  of 147 

Elgin,  .Joliet  &  Eastern  Railway- 
Officers  of 147 

Employes  and  salaries,  whole  line  and  in  Illinois 44,45,92,93,94,95 

Employes,  average  daily  earnings  of 45,96,97 

Englewood  Connecting  Railway- 
Officers  of 144 

Equipment,  description  of 45, 46, 98, 99, 100, 101 ,102, 103 

Equipment,  trust  obhgations 39, 57,  ,59 

Evansville,  Terre  Haute  &  Chicago  Railway- 
Officers  of 137 

F. 

Financial  statement 49 

Freight  ears 229 

Freight  traffic  in  lUinois 43,84,85,86,87,88,89,90,91 


276 

Page 
Fulton  County  Narrow  Gauge  Railway- 
Officers  of I'lS 

Funded  debt 39,60,61 

G. 

Galesburg  &  Rio  Railroad— 

Oflficers  of 1  -ll 

Gardner,  Coal  City  &  Northern  Railway- 
Officers  of 1^8 

Grain  conveyors ''267 

Grain  inspection  and  registration 32 

Bonds  of  warehousemen 34 

Claims  for  damages  on  account  of  faulty  inspection 34,192 

Periodical  weighing  of  grain 34 

Report  of  chief  inspector 174 

Report  of  warehouse  registrar 193 

Rules  governing  the  inspection  of  grain 188, 267 

Situation  at  East  St.  Louis 33 

Grand  Tower  &  Cape  Girardeau  Railroad— 

Oflficers  of U9 

Grand  ToAver  &  Carbondale  Railroad- 
Inspection  of 5 

Officers  of 149 

Grand  Trunk  Junction  Railway- 
Officers  of 138 

H. 

Hansel,  Chas.,  report  of 215 

Block  signals 224 

Brakes 216 

Car  couplers 219 

Conclusions 238 

Freight  cars 229 

Heating  passenger  cars 233 

Highway  crossings 232 

Interlocking,  signaling  and  derailing 227 

Lighting  passenger  ears 236 

Maintenance  of  way 230 

Signals 226 

I. 

Illinois  Car  Service  Association- 
Complaint  against 262 

Illinois  Central  Railroad- 
Complaint  against 264 

Inspection  of ** 

Officers  of 14i> 

Illinois  Valley  &  Northern  Railroad  — 

OlBcersof Wl 

Income  account,  operating  lines,  whole  line 40,62,63,04,65,66,67,68,69,70,71 

Income  account,  leased  lines,  whole  line 41,127,128,129,130 


277 

Page. 
Improved  couplings,  brakes,  etc 13 

Improvements 11 

Indiana  &  Illinois  Southern  Railro_ad— 

Inspection  of 6 

Officers  of 151 

Indianapolis.  Decatur  &  Western  Railway- 
Officers  of 152 

Indiana,  Illinois  &  Iowa  Railroad- 
Officers  of 152 

Interlockinsr,  signaling  and  derailing  devices- 
Crossings  equipped  with 17 

Form  of  permit  to  use 270 

General  rules  covering  construction  of 268 

Report  on 227 

Iowa  Central  Railway- 
Officers  of 152 

J. 

Jacksonville  disaster 18 

Jacksonville  Southeastern  Line  (C.  P.  &  St.  L.  Ry)— 

Inspection  of 6 

Joliet  &  Chicago  Railroad- 
Officers  of  136 

Joliet  &;  ^Jorthern  Indiana  Railroad- 
Officers  of 156 

K. 

Kankakee  &  Seneca  Railroad- 
Officers  of 146 

Kankakee  &  Southwestern  Railroad- 
Officers  of 150 

L. 

Lake  Erie  &  Western  Railroad- 
Officers  of 153 

Lake  Shore  &  Michigan  Southern  Railway- 
Officers  of 153 

Lighting  passenger  cars 230 

Linneman,  J.  H.  &  Co.,  vs.  Illinois  Ct^ntral  R.  R.  Co 264 

Live  stock  rates 22 

Louisville  &  Nashville  Railroad- 
Officers  of 154 

Louisville,  Evansville  &  St.  Louis  Con.  Railroad- 
Officers  of 154 

Louisville,  New  Albany  &  Chicago  Railway- 
Officers  of 155 

Lyon  &  Scott,  vs  Peoria  &  Pekin  Union  Ry.  Co.  and  Illinois  Car  Service  Association.      262 


278 

M. 

Page. 
Maintenance  of  way,  report  on 230 

Michigan  Central  Ralroad— 

Officers  of ; 155 

Mississippi  River  Bridge- 
Officers  of 136 

Mississippi  Kiver  Railroad  and  Toll  Bridge- 
Officers  of 134 

Mobile  &  Ohio  Railroad- 
Inspection  of 7 

Officers  of 156 

N. 

New  York,  Chicago  &  St.  Louis  Railroad- 
Officers  of 156 

O, 

Ohio  &  Mississippi  Railway- 
Complaint  against 251 

Officers  of 157 

Operating  expenses  in  Illinois 42, 43, 78,79, 80,81, 82, 83 

P. 

Passenger  traffic  in  Illinois 43,84,85 

Pawnee  Railroad- 
Officers  of 157 

Pennsylvania  Company- 
Officers  of 158 

Peoria  &  Bureau  Valley  Railroad- 
Officers  of 143 

Peoria  &  Eastern  Railway- 
Officers  of 146 

Peoria  &  Pekin  Union  Railway- 
Bridge  of 7 

Complaint  against 262 

Inspection  of 7 

Officers  of 159 

Peoria,  Decatur  &  Evansville  Railway- 
Inspection  of , 7 

Officers  of 159 

Periodical  weighing  of  grain 34 

Petition  for  leave  to  cross 248 

Petition  to  determine  place  and  mode  of  crossing ; 241 

Petitions  for  rehearing  in  crossing  cases 266 

Physical  inspection  of  roads 4 

Pittsburgh,  Ft.  Wayne  &  Chicago  Railway- 
Officers  of 158 

Respondent  in  petition  to  determine  place  and  mode  of  crossing 241 

Price,  P.  Bird,  report  of 174 


279 

Q. 

Page. 
Quincy,  Omaha  &  Kansas  City  Kailway— 

Officers  of 160 

R. 

Railroads- 
Classification  of 12 

Incorporated  during  year  ending  June  30, 1S90 167 

Mileage  of 38. 53, 55 

Eails  in  Illinois 46, 104, 105, 106, 107 

Railway  safety  appliances,  report  on 215 

Eantoul  Railroad- 
Officers  of 151 

Refrigerator  cars 21 

Rock  Island  &  Peoria  Railway- 
Officers  of IGO 

S. 

Seal,  official,  for  offlce 22 

Signals 226 

Situation  at  East  St.  Louis 33 

Spouting  connections 267 

Stations  in  Illinois 104, 105, 106. 107 

South  Chicago  Railroad- 
Officers  of ^ 151 

South  Chicago  &  Southern  Railroad— 

OflBcers  of 159 

Southeast  &  St.  Louis  Railway- 
Officers  of ' 154 

St.  Louis,  Alton  &  Springfield  Railroad- 
Inspection  of 9 

Officers  of 160 

St.  Louis,  Alton  &Terre  Haute  Railroad- 
Inspection  of 10 

Officers  of 161 

St.  Louis  &  Chicago  Railway— 

Offlcers  of 162 

St.  Louis  &  Eastern  Railway— 

vs.  Toledo,  St.  Louis  &  Kansas  City  R.  R.  Co.,  petition  for  leave  to  cross 248 

St.  Louis  &  Peoria  Railroad- 
Officers  of 162 

St.  Louis.  Rock  Island  &  Chicago  Railroad— 

Offlcers  of 142 

St.  Louis  Southern  Railroad- 
Officers  of 162 

St.  Louis,  Vandalia  &  Terre  Haute  Railroad- 

Ofifleers  of 163 


Page. 

Taxes  in  Illinois 43,47,82,83,125,126 

Taylor,  Jos.,  vs.  Ohio  &  Mississippi  Ry.  Co 251 

Terminal  Railroad  Association  of  St.  Louis— 

Officers  of 163 

Terre  Haute  &  Indianapolis  Railroad- 
Inspection  of ; 10 

Officers  of 163 

Terre  Haute  &  Peoria  Railroad- 
Officers  of 164 

Ties  in  Illinois 46,101,105,106,107 

Toledo,  Peoria  &  Western  Railway- 
Inspection  of 10 

Officers  of 164 

Toledo,  St.  Louis  &  Kansas  City  Railroad- 
Officers  of 164 

Respondent  in  petition  for  leave  to  cross 248 

Trestles  and  pile  in  Illinois 108.109, 110 

TJ. 

Uniform  classification 29 

Union  Brewing  Co.,  of  Peoria,  vs.  Chicago,  Burlington  &  Quincy  R.  R.  Co 257 

V. 

"Yandalia  Line"— 

Inspection  of 10 

Officers  of 163 

W. 

Wabash  Railroad- 
Complaint  against 256 

Inspection  of 11 

Officers  of 165 

Wabash,  Chester  &  Western  Railroad- 
Inspection  of 11 

Officers  of 165 

Waukegan  &  Southwestern  Railway- 
Officers  of 148 

Wisconsin  Central  Lines- 
Officers  of 165 

Wonderly,  P.  &  Co..  vs.  Wabash  R.  R.  Co 256 


HE 

Ir:) 
RAf  -- 


