10. South Shore Line.-To and from New York, over Erie Railroad and over Lake Shore and Michigan Southern Railroad, to all points west. 11. Great Western Dispatch.-Same as the preceding, No. 10. 12. Commercial Express Line.-Grand Trunk Railroad of Canada; Michigan Central Railroad; Detroit and Milwaukee Railroad, and New York and Erie Railroad. 13. Route of the Diamond Line.-Canada Southern Railroad; Michigan Central Railroad; Chicago and Northwestern Railroad; Chicago, Milwaukee and Saint Paul Railroad; Illinois Central Railroad; Chicago, Rock Island and Pacific Railroad; Chicago, Burlington and Quincy Railroad; Dayton and Michigan Railroad; Cincinnati, Hamilton and Dayton Railroad; Toledo, Webash and Western Railroad; Missouri, Kansas and Texas Railroad; Saint Louis, Iron Mountainland Southern Railroad; Indianapolis, Peru and Chicago Railroad; Jeffersonville, Madison and Indianapolis Railroad; Louisville and Nashville and Great Southern Railroad; Cincinnati, Lafayette and Chicago Railroad; Evansville, Terre Haute and Chicago Railroad, and their connections; the Albany and Susquehanna Railroad; Rensselaer and Saratoga; Troy and Boston Railroad, (through Hoosac Tunnel;) Lehigh Valley Railroad; Philadelphia and Reading Railroad; Northern Pennsylvania Railroad; and New York and Erie. 14. Erie and North Shore.-Great Western Railroad of Canada; Detroit and Milwaukee Railroad; Chicago, Burlington and Quincy Railroad; Michigan Central Railroad; Chicago and Northwestern Railroad; West Wisconsin Railroad; Lehigh Valley Railroad; Philadelphia and Reading Railroad, Northern Pennsylvania Railroad; Illinois Central Railroad; and New York and Erie Railroad. 15. Route of the Waverly Line.-From Philadelphia, via Lehigh Valley Railroad, to Waverly; thence by Erie Railroad to Buffalo, and from Buffalo west via any and all lines. Memorandum 1.-The eastward-bound freight-lines operating over the Lake Shore and Michigan Southern Railroad are the Red Line, Blue Line, Hoosac Tunnel Line, South Shore Line, Great Western Dispatch, and Empire Line. Memorandum B.-The Empire Freight Line is an important organization. Its routes are as follows: 1. From New York over Central Railroad of New Jersey to Easton, Pa.; theuce over Lehigh Valley Railroad to Quakake; thence over Philadelphia and Reading Railroad to Milton; thence over Philadelphia and Erie Railroad to Emporium; thence over Buffalo, New York and Philadelphia Railroad to Buffalo. 2. From Philadelphia over Pennsylvania Railroad to Harrisburgh; thence over Northern Central Railroad to Sunbury; thence over Philadelphia and Erie Railroad to Emporium; thence over Buffalo, New York and Philadelphia Railroad to Buffalo. 3. From Baltimore over Northern Central Railroad, and as preceding statement, to Buffalo. 4. From New York to the West: Over Central Railroad of New Jersey to Easton, Pa.; thence over Philadelphia and Reading Railroad to Milton; thence over Philadel phia and Erie Railroad to Erie, Pa.; thence over Lake Shore and Michigan Southern Railroad to Cleveland; thence over Cleveland, Columbus, Cincinnati and Indianapolis Railroad to Indianapolis; thence over Indianapolis and Saint Louis Railroad to Saint Louis, Mo. From Indianapolis over Indianapolis, Bloomington and Western Railroad to Peoria, Ill. From Cleveland over Lake Shore and Michigan Southern Railroad to Toledo, Detroit, and Chicago. From Toledo over Toledo, Wabash and Western Railroad to Lafayette, Ind.; also, over Chicago, Burlington, and Quincy Railroad to Hannibal and Burlington; over Burlington and Missouri River Railroad to Omaha. From Detroit over Detroit and Milwaukee Railroad and Flint and Pere Marquette Railroad to Bay City, Mich.; over the Michigan, Lake Shore and Chicago Railroad to Grand Rapids, Mich. From Irvineton, Pa., over Oil City and Alleghany River Railroad to Oil City and Corry, Pa. From Philadelphia over Pennsylvania Railroad to Harrisburgh; thence over Northern Central Railroad and Philadelphia and Erie Railroad to Milton; thence to Emporium and Buffalo. (See 1 and 2.) From Baltimore over Northern Central Railroad to Sunbury; thence over Philadelphia and Erie Railroad to Milton; thence to Emporium and Buffalo. (See 1 and 2.) From Richmond, Va., over Richmond, Fredericksburgh and Potomac Railroad to Fredericksburgh; thence over Alexandria and Fredericksburgh Railroad to Alexandria; thence over Baltimore and Potomac Railroad to Baltimore; thence over Northern Central Railroad, and (as above) to Buffalo. APPENDIX No. 13. ANSWERS TO INQUIRIES IN RELATION TO THE COMMERCE OF SAINT LOUIS, AND THE COMMERCIAL MOVEMENTS TO AND FROM THAT CITY BY RIVER AND BY RAIL, BY MR. GEORGE H. MORGAN, SECRETARY OF THE MERCHANTS' EXCHANGE OF SAINT LOUIS, MO. 1876. Question 1. Please to present a statement, in such form as may be practicable, showing the growth of the trade of Saint Louis with Northern Missouri and with States and sections of States north of Saint Louis. Answer. It is very difficult to answer this question correctly. The trade of Saint Louis with the North and Northwest is represented by receipts and shipments by the Saint Louis, Kansas City and Northern Railroad, by the Rockford, Rock Island and Saint Louis Railroad, and by the Upper Mississippi and Missouri River boats. There is also a considerable amount of tonnage from Kansas, Northern Missouri, or rather Northwestern Missouri, and Nebraska that reaches Saint Louis by the Missouri Pacific Railroad, which it is impossible to distinguish or separate from other receipts by that road coming from Middle and Western Missouri and Southern Kansas. I have, therefore, not included receipts and shipments by that road in the estimate of northern tonnage. As no reports of tonnage were compiled previous to 1871, I can only make a comparison between that year and 1875. The tonnage of the four routes first named compare as follows: Tons of freight shipped from Saint Louis to the north in 1875 555, 343 502,639 264,525 245, 572 Question 2. Please to present a statement showing the growth of the commerce of Saint Louis with Southern Missouri and with States and sections of States lying south of Saint Louis. Answer. Taking the tonnage of roads leading southward and of the Lower Mississippi River, the comparison is as follows: Tons of freight received at Saint Louis from the south in 1875 An increase of 352,560 tons, or, say, 30 per cent. 1,512, 960 1, 150, 400 In compiling the receipts from the south, I have deducted receipts of coal, which, although received by southern roads, cannot properly be called receipts from the south, coming as it does from Central and Southern Illinois. Tons of freight shipped from Saint Louis to the south in 1875. 935, 600 734, 240 Question 3. Please to present a statement, in such form as may be practicable, showing the growth of the tonnage transported on roads running eastward from Saint Louis during the last fifteen years. Answer. The answer to this will be found included in the answer to question No. 35. Question 4. What proportion of the total shipments of cotton through Saint Louis, as reported by the Saint Louis Cotton Exchange, and also by the New York Commercial and Financial Chronicle, for the year ended August 31, 1875, was actually marketed at Saint Louis; and what proportion was merely shipped through Saint Louis, on direct consignment from interior points at the South, to Atlantic seaports, or interior points in the Eastern States? Answer. Of the 133,969 bales of cotton received at Saint Louis for the cotton year end ing August 31, 1875, 94,290 bales were marketed in Saint Louis, and 39,679 bales were shipped through on consignment, from interior points in the South to the Atlantic seaboard. The total shipment eastward to tide-water and to eastern mills was 127,127 bales, of which 18,224 bales was shipped from Saint Louis on through-bills of lading to Liverpool, London, and Bremen direct. Question 5. Ple. so state what railroads named on pages 44 and 45 of your report for the year 1874, and the corresponding tables for the year 1875, should be considered as roads running north, as roads running south, as roads running east, and as roads running west from Saint Louis. Answer Ohio and Misssissippi Railroad. Eastern roads. Chicago, Alton, and Saint Louis Railroad. Indianapolis and Saint Louis Railroad. Saint Louis, Vandalia, Terre Haute and Indianapolis Railroad. Western roads. Atlantic and Pacific and Missouri Pacific Railroad. Southern roads. Saint Louis, Iron Mountain and Southern Railroad. Saint Louis and Southeastern Railroad. Missouri, Kansas and Texas Railroad. Illinois and Saint Louis Railroad. Northern roads. Rockford, Rock Island and Saint Louis Railroad. The Saint Louis, Kansas City, and Northern Railroad has a branch running north, connecting with the Central Railroad of Iowa. Of the tonnage received at Saint Louis by that road in 1875, amounting to 266,091 tous, 30,000 tons was from the north branch and the balance from the west branch. Question 6. Please to state such facts as will best serve to illustrate the changes which have taken place in the passenger business between Saint Louis and States south of the mouth of the Ohio River during the last ten years. Answer. The passenger travel between Saint Louis and the South has been nearly all diverted from the river to the rail. The great bulk of first-class travel now goes by rail, it being more expeditious and more certain. The boats still retain a considerable, perhaps half, of the second-class travel, the fare from Saint Louis to New Orleans, "deck," or second class, being but $5, against $12.50 by rail. The change in the passenger traffic is illustrated by the fact that, with the exception of one local packetline, boats are not run at any certain times or days, but wait for cargoes, and also from the fact that the boats constructed in late years are particularly designed for freight, and no especial attention is given to accommodations for passengers, while in earlier times cabin conveniences and accommodations were especially provided. Question 7. Please to state or refer to any facts which you may deem of value as to the advantages which have been realized by the use of Illinois coal in the reduction of the iron ores of Missouri. Answer. It is well known that the State of Missouri is one of the richest in mainerals of any State in the Union. The State contains many rich deposits of iron-ore, the most prominent of which is the celebrated Iron Mountain, about one hundred miles south of Saint Louis, on the line of the Saint Louis, Iron Mountain, and Southern Railroad. This immense deposit of ore has been worked for many years, and the product sent to other points, prificipally in Pennsylvania, where it was made into iron, and much of the product shipped back in the shape of pig and rolled iron, thus paying the cost of transportation both ways. In 1863 an experiment was made in an old furnace at Carondelet, (now South Saint Louis,) in bringing together Missouri ore and Illinois coal. The experiment proved satisfactory, and led to the building of another furnace with improved machinery, which was an entire success, and proving profitable, other establishments were organized. In 1875 there were four blast-furnaces, an iron-rail mill, and a steel-rail mill in operation, as follows: Vulcan Iron Company, 3 furnaces, with a total capacity of 50,000 tons pig-iron per year; Jupiter Iron Company, 1 furnace, the largest in the United States, with a capacity of 30,000 tons per year; South Saint Louis Company, 2 furnaces, with a total capacity of 30,000 tons per year; the Missouri Furnace Company, 2 furnaces, with a total capacity of 30,000 tons per year. A total of 4 establishments with 8 blasts, with a capital of $3,150,000, and capable of producing annually 140,000 tons of pig-iron. In connection with their blast-furnaces, the Vulcan Company have an iron-rail mill with a capacity of 30,000 tous of rails per year, and a steel-rail mill with a capacity of 40,000 tons steel rails per year; the only rail-mills west of the Mississippi River. Another result is the establishment of zinc furnaces, of which there were in operation in 1875, 3, with a capacity of, in all, 16 tons of zinc per day. In smelting the zinc-ore the slack or refuse coal, such as is rejected by the blast-furnaces, is used, and thus all the coal is utilized. The establishment of these zinc-works was a direct result of the first experiment of smelting the iron-ore. It is known that large quantities of railroad iron for southern and western roads has in past years been imported via New Orleans. The Vulcan Company is now filling an order for 20,000 tons rails for Texas, which is being shipped by the barge-line via New Orleans, thus showing one of the results of smelting Missouri iron with Illinois coal. As a natural adjunct to the furnaces which produce the raw material, there have been a large number of manufactories established for making the various classes of iron goods needed in the West. In 1875 the capital employed in furnaces, rolling-mills, founderies, and machine-shops, was $6,039,600, and the value of the production $6,132,310, while in 1870, the capital employed was $3,198,400, and the value of the production $4,840,240. Taking the value of the product in 1875 at the prices ruling in 1870, and the increase in value would be much greater. The coal used is what is known as "Big Muddy coal," a superior kind of bituminous coal found in Jackson County, Illinois, about one hundred miles south of Saint Louis. This is mixed with coke in the proportion of 14 tons of coal to 1 ton of coke. The advantages derived from the use of mineral coal in place of charcoal is, that with the mineral coal a larger blast, or, as it is called, bosh, can be made at same expense. The iron made by mineral coal is also preferable for manufacturing into steel. Question 8. What proportion of the total tounage shipped east from Saint Louis during the last year do you estimate to have consisted of flour, grain, provisions, and live animals, respectively? Auswer. The total tonnage shipped eastward from Saint Louis in 1875 was 746,018 tons; of this the amount of the articles named was: 110,712 tons of flour, or 14.84 per cent.; 69,649 tons of grain, or 9.33 per cent.; 11,867 tons of provisions, or 1.59 per cent.; 120,542 tons of live-stock, or 16.16 per cent. Question 9. What proportion of the total tonnage shipped south from Saint Louis during the last year do you estimate to have consisted of flour, grain, provisions, and live animals, respectively? Answer. Total tonnage shipped south from Saint Louis in 1875 was 759,552 tons; of this the amount of the articles named was: 158,475 tons of flour, or 20.86 per cent.; 120,855 tons of grain, or 15.91 per cent.; 67,582 tons of provisions, or 8.83 per cent.; 3,131 tons of live-stock, or 0.41 per cent. Question 10. Please to present any facts at your command going to illustrate the manner and extent in which freight-rates to and from Saint Louis are regulated or controlled by competitive water-routes, referring to railroads running in competition with the rivers north, south, east, and west from Saint Louis. Answer. Freight-rates between points having both water and rail communication are governed by the rates fixed by the boats. This will be seen by the following rates now existing: Rates from Saint Louis to Memphis by rail, river competition. 349 Rates from Saint Louis to Humboldt, same road, no water competition. 266 Rates from Saint Louis to New Orleans by rail.. 725 121 15 Question 11. Please state briefly the facts as to the time when express goods and the lighter and more valuable freights began to be shipped from Saint Louis to the Gulf States on railroads; and please also make an estimate of the proportion of such goods which are now transported by rail and the proportion transported by river. Answer. In early days, when the West depended entirely upon the great rivers for communication with the States of the South, of course all freights, heavy and light, as well as express goods and the mails, were transported by river. This continued up to nearly the commencement of the late war. After the war was over and rail communication was opened, (say about 1866,) express and the lighter goods were turned to the rail, as being more expeditious. I should place the time when this class of goods began to be diverted to railroads at the year 1866, and as fast as rail communication was opened up the change was made, and now all goods of this class are carried by rail. Question 12. About what proportion of the total tonnage shipped from Saint Louis to New Orleans by river during the last year was transported in barges, and what proportion in steamboats? Answer. The exact figures are as follows: Shipments from Saint Louis to New Orleans by river in 1975: There is a small amount shipped to New Orleans by rail, but it is insignificant. I have no means of ascertaining it. Question 13. What classes of merchandise are now shipped from New Orleans to Saint Louis chiefly by rail, and what classes of merchandise are now shipped from Saint Louis to New Orleans chiefly by rail? Answer. Shipments from New Orleans to Saint Louis by rail consist of tropical fruits, sugar, molasses, coffee, rice, and fancy groceries, (imported.) These same articles are also brought by water, and there is no class of goods except perishable, like tropical fruits, that can be said to come exclusively by rail. The great bulk of the heavy goods named come by water, and in order to secure any of such freights the rates by rail are made to correspond with water-rates, insurance and drayage added. The shipments from Saint Louis to New Orleans by rail are inconsiderable, and consist chiefly of live-stock and meats requiring quick transit. Question 14. Of the total grain shipped south from Saint Louis during the last year, what proportion went to New Orleans and what proportion to other points at the South? Answer. In answer I will state that very little grain is shipped to New Orleans by rail, the railroad not being able to compete with the river in freights. Therefore, the great bulk of the shipments of grain to the South by rail is for interior points. Assuming, then, that none of the grain shipped south by rail goes to New Orleans, (the amount, if any, being too small to change the figures materially,) I answer: Total bushels of grain shipped south in 1875, 5,541,017; to New Orleans, 2,251,892 bushels, or 40.64 per cent.; to other southern points, 3,289,125 bushels, or 59.36 per cent. Question 15. Such facts as you can conveniently present, showing the growth of business between Saint Louis and Arkansas, the Indian Territory and Texas, over the Missouri, Kansas and Texas Railroad, and the Iron Mountain Railroad. Answer. Previous to the opening of the Cairo and Fulton branch of the Iron Mountain Railroad, running through the State of Arkansas, and the opening of the Missouri, Kansas and Texas Railroad, Saint Louis had very little trade with Arkansas and Texas, and none comparatively with the Indian Territory. What was done was on the Arkansas and White Rivers. There is now a large trade between Saint Louis and the States named, which is well illustrated by the fact that in 1875, 101,268 bales of cotton were received by the Iron Mountain Road, all of which came from Arkansas and Texas, and 16,269 bales by the Missouri, Kansas and Texas Road. There were also received by the two roads named, 872,100 bushels wheat; 105,830 head cattle; 14,896 head sheep; 24,847 head hogs; 1,959 head horses and mules. The receipts by the same roads in 1872 were: 12,120 bales cotton, 66,037 head cattle, 13,743 head sheep, and no wheat or other grain. It is an established fact that the trade of a country follows the product of the soil, and consequently Saint Louis now enjoys a large reciprocal trade with these States. It is impossible to state in dollars the extent of this trade, but it forms a large item in the commerce of our city, especially in dry goods, clothing, boots, and shoes, saddlery, and agricultural implements. Question 16. Please to present a statement giving a description of the two roads first mentioned in so far as to show their connections, and as nearly as possible the territorial limits of their commercial control. Answer. The Saint Louis, Iron Mountain and Southern Railway, with its northern terminus at Saint Louis, runs southwardly through the southeastern part of the State of Missouri and in a southwestwardly direction through the State of Arkansas into Texas. At Bismarck, in the State of Missouri, seventy-five miles south of Saint Louis, a branch runs to Belmont, on the Mississippi River, opposite Columbus, Ky., where, by a car-transfer ferry-boat, direct connection is made, without change of cars, with the Mobile and Ohio Railroad and its connections, reaching to every point in the South |