IRANSPORTATION: | IBRARY - Terminal Railroad Association ... • . of Saint Louis Evidence Submitted in the Coal Rate Case Hearing before the Interstate Commerce Commission at Saint Louis December 15, 16, 17, 18, 1913 * > * . * , * : **** *. • * .* * * . * * * , s” * * s' } . a ' w - 3. * }. sº * ... ', " , - . A . .x. ... " * ** * * , * - !-. , :- f * - . . f ** . ... • x. * f -ºš . . . . . . ) * . . . 3 * f - * , * - !," - ...” # ... . . ." - - .' . A - & t & + .' g . . r * TERMINAL RAILROAD ASSOCATION OF ST. LOUIS. * office of PRESIDENT * ST. LOUIS. W. S. McCHESNEY, JR. * .* January 28, 1914. In order that the public may appreciate the intents and purposes which led to the organization of the Terminal Railroad Association of St. Louis, and its allied lines, and in order that the nature and extent of the services performed by it may be understood, as well as the logic and relative reasonableness of the charges therefor, I have ventured to edit and print for distribu- tion the testimony and evidence submitted on behalf of this Association at the recent coal rate hearing before Commissioner Harlan and Examiner Eddy, held in this city on December 15, 16, 17 and 18, 1913. President. * * > :* + * , " , ; ; ; *...*.*, *ś , ; * * --- *. *, * N. . -*. . . " *... º º *g. º: * *. *. * * , 2. * . . ‘. . . . . . . . sº ** - INDEX ". . . . .* Page « Business Men’s League literature. . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * 27–28–29-30 Coal Rate Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33–34–35: … Coal Tonnage Statistics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Cross Ties, Cost of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 East St. Louis & Carondelet R. R. Co. . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * 22 # East St. Louis Belt R. R. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 : \ East St. Louis Connecting Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . ." * * * * * * * * * * * * * * 18 . Electric City & Illinois Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Granite City & Madison Belt Line R. R. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Illinois & St. Louis Bridge Co. . . . . . .". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Illinois Transfer R. R. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 s Interstate Car Transfer Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 * * Johnson, Albert S., direct examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61-64 - Johnson, Albert S., cross-examination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-67 Johnson, Albert S., redirect examination . . . . . . . . . • e s is e º sº e º a tº a º a sº e s m e º e º is a º 67 ? Johnson, Albert S., recross examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -** Madison, Illinois & St. Louis Ry Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Map, St. Louis-East St. Louis, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - Maps, showing coal shipment movement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35–36–37 Merchants' Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "s e < e < * * * * * * * * * * * * * * * * * * 14 Non-Proprietary Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Proprietary Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–22–23 ,” Rates, coal at Jersey City, New York, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40–41 Rates, coal at other River Crossings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38–39–40 St. Louis & Illinois Bridge Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. St. Louis Belt & Terminal Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 St. Louis Bridge Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 St. Louis Merchants Bridge Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis Merchanis Bridge Terminal Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 14 St. Louis Terminal Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 St. Louis Transfer Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 St Louis Tunnel R. R. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Stith, W. C., direct examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–42 Stith, W. C., cross-examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42-59 Stith, W. C., redirect examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...59-60 Stith, W. C., recross examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-61 Tariff 23–G . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . . . . . 37–38 Terminal R. R. Association of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–12–19–22 Terminal R. R. Association, Annual fixed charges of... . . . . . . . . . . . . . . . . . . . . Terminal R. R. Association, Equipment of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Terminal R. R. Association, Facilities of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Terminal R. R. Association, Real Estate of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 2 Terminal R. R. Association, Proprietary Lines of... . . . . . . . . . . . . . . . . . . . . 11–22–23 Terminal R. R. Association, Classifying Yards of... . . . . . . . . . . . . . . . . . . . . . . . 31–32 Terminal R. R. Association, Team Track Yards of... . . . . . . . . . . . . . . . . . . . . . . 32-33 . . . . . Terminal R. R. of East St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Terminal R. R. of St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 , Tunnel R. R. of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Union Depot Company of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9. - Union Railway & Transit Co. of Illinois . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Union Railway & Transit Co. of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Valuation per mile for taxation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 . $-. Wages, increases in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Wiggins Ferry Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 㺠º żºgº ºf ſº, * : * * ºxº * >º- ź...? *- * .** .” º i-3 *ś. * **** - - - & 2. • * * 3.x º, , * -, * x, : º sº. 3 * ; . . . ; - # * **2. wº- ... ** *. > -- ~ x* y- ºt *. * Evidence submitted in the Coal Rate Case hearing before the Interstate Commerce Commission at St. Louis, December 15, 16, 17, 18, 1913 - - TESTIMONY OF W. C. strth b- Traffic Manager 4- tº W. C. STITH was called as a witness, and having been duly sworn, testified as follows: Direct Examination By Thos. M. Pierce, General Counsel : Q. What is your name, residence and occupation ? A. W. C. Stith ; residence, St. Louis; occupation, traffic manager of the Terminal Railroad Association of St. Louis. Q. How long have you been connected and familiar with the traffic service of railways? A. I have been connected with the traffic department of the rail- way service in St. Louis and Kansas City for about 33 years. I was freight traffic manager of the Missouri Pacific System from the latter part of 1899 to December 1st, 1907; afterwards for three years traffic manager for the Waters-Pierce Oil Company of St. Louis. For the last year and a half I have been in the service of the Terminal Railroad Association, as traffic manager since June 1st of this year. Q. As traffic manager of the Terminal Railroad Association please explain what kind and character of companies you so represent. ~~~ A. The character of the companies I represent are a number of corporations in St. Louis, Missouri, and East St. Louis, lllinois, and adjacent territory forming a switching system here. They consist chiefly of the Terminal Railroad Association of St. Louis, the St. Louis Merchants Bridge Terminal Railway Company, the Merchants Bridge and the Eads Bridge and the Wiggins Ferry Company, with the St. Louis Transfer Railway Company on the west of the Mississippi River, and the East St. Louis Connecting Railway Company on the east of # the Mississippi River, and the Interstate Car Transfer Company. Those # are the principal operating companies and are engaged in performing # a switching service over the territory that they cover. Q. Do all these companies constitute one switching system, com- * • --~~~"--~...~~.-: * ~ *º--- ss. --, - + A TT sº re- --. monly known as the Terminal Railroad Association? *.*.*.*.*. #. A. They do. Q. Are you familiar with the origin and history of this system A. Yes, I am. Q. Please explain in detail under what conditions the Terminal Railroad Association was formed, and of what it consists. \ A. The Terminal Railroad Association of St. Louis is a unifica- tion into one compact terminal organization of the several terminal bridge and ferry companies. 'The organization of the terminal, bridge and ferry companies now forming part of this association, the pur- k 4 Terminal Railroad Association of St. Louis. poses of such organization, the properties at any time owned or con- trolled by them, the relation of these properties to each other and the agreements with respect to the use thereof, the growth and development of terminal facilities in the cities of St. Louis and East St. Louis and the uses to which they are put, as well as the terms and conditions upon and the purposes for which the same are operated and controlled, are more or less matters of public record. Q. Prior to 1874 were there many industries located in the neigh- borhood of St. Louis or East St. Louis which had railway connections? A. Prior to the year 1874 there were but few industries located in or in the neighborhood of St. Louis or East St. Louis which had rail- way connections. Q. How was the freight and passenger traffic between the various railroads entering the city of St. Louis and the city of East St. Louis handled P A. Freight and passenger traffic between the various lines enter- ing the city of St. Louis and the city of East St. Louis and between such railway lines and industries located in those cities was handled by means of wagons and ferries. Q. Was any means proposed at this time to be used in order to facilitate the handling of freight and passenger traffic P A. For the purpose of facilitating public convenience and safety in the handling of freight and passenger traffic between and in these cities there was constructed in 1874 the railway bridge known as the Eads Bridge across the Mississippi River between these cities, and terminal facilities on both sides of the river were constructed connecting with the bridge. Q. Was any corporation formed for the purpose of constructing a bridge across the Mississippi River? A. Yes; on February 5th, 1864, the St. Louis & Illinois Bridge Company was incorporated by Special Act of the legislature of the State of Missouri, entitled “An Act to incorporate the St. Louis & Illinois Bridge Company”, and authorized to construct a bridge over the Mississippi River at St. Louis. This Act was amended February 20th, 1865, by an Act entitled “An Act to amend an Act entitled “An Act to incorporate the St. Louis & Illinois Bridge Company’, approved February 5th, 1864.” On February 16th, 1865, the legislature of the State of Illinois, by Special Act, entitled “An Act to empower the persons mentioned in an Act passed by the general assembly of the State of Missouri,” entitled “An Act to incorporate the St. Louis & Illinois Bridge Company,” approved February 5th, 1864, to form a corporation and build a bridge across the Mississippi River at St. Louis,” authorized the construction of this bridge over that portion of the river within the jurisdiction of the State of Illinois, and, on July 25th, 1868, was approved an Act of the Congress of the United States, empowering the St. Louis & Illinois Bridge Company to erect a bridge at St. Louis. Q. In 1867 was there another bridge company incorporated in Illinois? + *- Testimony of W. C. Stith, Traffic Manager 5 A. Yes; on February 21st, 1867, by Special Act of the legislature of the State of Illinois, entitled “An Act to incorporate the Illinois & St. Louis Bridge Company,” the Illinois & St. Louis Bridge Company was incorporated, with power to construct a bridge over the Mississippi River at St. Louis, and authorized to consolidate with any bridge com- pany incorporated under the laws of Missouri having like power. Q. Was any bridge company incorporated under the laws of Missouri in 1868? A. Yes, on March 19th, 1868, the Missouri legislature passed a Special Act, entitled “An Act to authorize the consolidation of the St. Louis & Illinois Bridge Company with the Illinois & St. Louis Bridge Company,” authorizing the consolidation of the St. Louis & Illinois Bridge Company and the Illinois & St. Louis Bridge Company, and on July 9th, 1868, these corporations were consolidated under the name of Illinois & St. Louis Bridge Company. \ Q. Did the federal government recognize this consolidation as valid P A. By an Act approved on July 20th, 1868, Congress recognized the consolidation and granted the consolidated company authority to construct a bridge, as authorized by the Act of Congress of July 20th; 1866. Q. Did this consolidated company, the Illinois & St. Louis Bridge Company, proceed to construct a bridge at St. Louis across the Missis- —sippi River? A. The Illinois & St. Louis Bridge Company, the consolidated company, began the construction of the so-called Eads Bridge and com- pleted the same on July 1st, 1874. Q. Did the company mortgage its property in order to raise funds for this work? ~ A. Pending the construction of this bridge a mortgage was executed by the Bridge Company under date of March 15th, 1870, securing $4,000,000.00 of bonds; a second mortgage was executed May 15th, 1871, securing $2,000,000.00 of bonds, and a third mortgage March 2nd, 1874, securing $3,000,000.00 of bonds. Q. How was the money used realized from the sale of these bonds P A. All of these bonds were issued and the proceeds thereof used in the construction of the bridge. Q. Was it deemed necessary to construct a tunnel leading from the western end of the bridge through the business portion of the city of St. Louis? A. Yes, it was found necessary to construct an outlet in connec- tion with the approach of the bridge, and on November 8th, 1872, while work on the Eads Bridge was in progress, the St. Louis Tunnel Rail- road Company was incorporated under the laws of Missouri for the pur- pose of constructing a railroad from the terminus of the bridge, near Third Street, in the city of St. Louis, to a point between Poplar and Cerre Streets, and between Eighth and Tayon Avenue (now Eighteenth Street) so as to make connection with the track of the Missouri Pacific Railway Company and the track of any other railroad company and provide the necessary sidetracks in the city of St. Louis. sº- º * sº tº * } “o e - *. 6 Terminal Railroad Association of St. Louis Q. Did this Tunnel Company become active and proceed to do work in furtherance of its corporate purposes? A. Shortly after the incorporation of this company work was begun upon its railway, commonly known as the Tunnel, and on Novem- ber 29th, 1872, the city of St. Louis, by Ordinance Number 8101, trans- ferred to and vested in the St. Louis Tunnel Railroad Company the rights and privileges with respect to the building of the tunnel, which it had theretofore conferred upon the consolidated bridge company. Q. When was this tunnel completed? A. This tunnel was completed on July 4th, 1874, concurrent with the completion of the bridge. ...” Q. Did the Tunnel Company find it necessary to mortgage its property? $º. A. – The Tunnel Company, pending the construction of the tunnel, executed its mortgage under date of January 1st, 1873, securing 250,000 pounds Sterling bonds, which were issued and the proceeds used in the construction of the tunnel. gº . Q. Was there any default in the payment of the interest on the bonds issued under the mortgages of the Bridge and Tunnel Companies? A. Default was made in the payment of the interest on the bonds Secured by these mortgages of the Bridge and Tunnel Companies: receivers were appointed and the mortgages foreclosed by proceedings in the Circuit Court of the United States in and for the Eastern District of Missouri, and a decree was entered April 24th, 1878, ordering the sale of the properties of the Bridge and Tunnel Companies. Q. When this sale was had, who became the purchaser? A. For the purpose of purchasing the bridge and tunnel properties at the sale to be made under this decree, the St. Louis Bridge Com- pany was incorporated under the laws of the State of Missouri, on December 18th, 1878, and the Tunnel Railroad of St. Louis was incor- porated under the laws of the same state on the same day. Shortly thereafter the St. Louis Bridge Company became the purchaser under this foreclosure proceeding, and now is the owner Öf the Eads Bridge, and the Tunnel Railroad of St. Louis became the purchaser under the same foreclosure proceeding and now is the owner of the tunnel. Q. What is the outstanding capital stock of the St. Louis Bridge Company f **- A. The St. Louis Bridge Company has an Outstanding capital stock of $7,990,000, of which $2,490,000 are first preferred, $3,000,000 second preferred and $2,500,000 common. It also has issued $5,000,000 of bonds, secured by mortgages to J. C. Rogers and E. C. Tracy, trustees, dated April 1st, 1879. Q. What is the outstanding capital stock of the Tunnel Railroad? A. The Tunnel Railroad of St. Louis has an outstanding capital stock of $1,250,000. Q. How was the money used realized from the sale of the stock and the bonds of the Bridge and Tunnel Companies? & A. The proceeds of the Bridge Company stock and bonds, and of the Tunnel Company stock, were used in payment for the bridge and 2. ... ." Sºº * . . 4. * y *, Testimony of W. C. Stith, Traffic Manager 7 tunnel properties, and these bonds and stocks are now principally held and owned in Europe. * Q. Do you know what was the intention and purpose of the Bridge and Tunnel Companies with reference to operating these properties? A. Yes. While the Eads Bridge and tunnel were in course of con- struction it was the intention and purpose of the Bridge and Tunnel Companies that the bridge and tunnel would be used by all railroad companies desiring such use, with their own motive power, and that such railroad companies would furnish their own respective terminal facilities in the way of switches, sidetracks, freight houses and passenger depots, for the handling of freight and passenger traffic, which would be separately and independently transported through the tunnel and over the bridge by the various railroad companies. For this reason, up to within a short time before the completion of the bridge and tunnel, no provision had been made for the acquisition of locomotives, acquisition of land for or construction of sidetracks, warehouses, passenger stations, or terminals of any character, or for the operation by the Bridge or Tunnel Companies of trains of any character through the tunnel or over the bridge. Q. What did the Bridge and Tunnel Companies find it necessary for them to do in order that these properties might be operated? "A. The Bridge and Tunnel Companies discovered within a few months of the completion of their respective properties that none of the railroads then entering the cities of St. Louis or East St. Louis had made, or intended to make, any provision for making any connection with the bridge or tunnel in either city, and then found it necessary to cause to be constructed terminal tracks in each city connecting, in the city of East St. Louis, with the eastern approach of the bridge, and, in the city of St. Louis, with the tunnel, and also to make provision for transferring, through the tunnel and over the bridge, such cars as might be tendered for that purpose by such railway companies as might connect with the terminals and tracks so to be constructed. * Q. In order to have satisfactory connections, did the Bridge and Tunnel Companies cause to be incorporated certain other railroad com- panies? A. Yes. The Bridge and Tunnel Companies caused to be incorpo- rated under the laws of the State of Missouri the Union Railway & Transit Company of St. Louis, on April 13th, 1874, and, under the laws of the State of Illinois, the Union Railway & Transit Company of Illinois, on April 14th, 1874. The articles of incorporation of the Missouri company declared the purpose of its incorporation was to con- struct tracks from the western end of the tunnel for the railway con- nection between the bridge and tunnel and any railroads then and thereafter to be constructed in the city of St. Louis, and approaching the tunnel; to provide switches, sidetracks and other necessary appur- tenances, and to operate trains through the tunnel and over the bridge; while the articles of association of the Illinois company declared the object of its incorporation to be the construction of tracks and yards in the city of East St. Louis, Illinois, to connect the railroads then entering or that might thereafter enter, East St. Louis, with the east approach of 8 Terminal Railroad Association of St. Louis the bridge, and for the operation of the railroad tracks over the bridge and through the tunnel. Q. In order to effect these purposes, did the Union Railway & Transit Company of St. Louis acquire any real estate? A. Yes. To accomplish this the Union Railway & Transit Com- pany of St. Louis acquired a small tract of land near the western end of the tunnel, extending westwardly a short distance, on which were con- structed the railway tracks, switches and sidetracks connecting with the tunnel. * ~. Q. Did the Union Railway & Transit Company of Illinois acquire any land for its corporate purposes? A. Yes. The Union Railway & Transit Company of Illinois acquired a small tract of land in East St. Louis near the bridge approach on which railway tracks and switches were constructed. Q. Did either of these companies have a passenger station? A. No. Neither of these companies had any passenger stations, either in the cities of St. Louis or East St. Louis, or undertook to trans- port as common carriers passengers or freight. The business conducted by the transit companies consisted solely of transporting with their loco- motives the cars and trains of cars which were received by them from the various railway companies connecting with them in the cities of St. Louis and East St. Louis. Q. Was any provision made by either the Bridge or Tunnel Com- pany for the accommodation or handling of passenger traffic; A. No sir, Q. What, if anything, was done to handle such traffic P A. As the bridge and tunnel properties had been constructed simply for the purpose of furnishing railway tracks for the operation. there- over, by the railway companies, of their freight and passenger trains, no provision was made by either the Bridge or Tunnel Company for the accommodation or handling of passenger traffic, and on April 10th, 1874, there was incorporated under the laws of Missouri the Union Depot Company of St. Louis, for the purpose of constructing and main- taining union stations for passengers and freight in the city of St. Louis, and constructing and maintaining railway tracks to connect such freight and passenger stations with the terminals and such railroads as might desire such connection. Q. Preliminary to the incorporation of this company, was any con- tract entered into between certain railroad companies with reference to the use of this depot? A. Yes sir. This company was formed in pursuance of an agree- ment previously entered into between the Atlantic & Pacific Railway Company, Terre Haute & Indianapolis Railroad Company, Indianapolis & St. Louis Railroad Company, St. Louis & Southeastern Railway Com- pany, the Ohio & Mississippi Railway Company, and certain individuals who were willing to furnish the necessary capital for the purchase of the ground and construction of the Union Depot in the city of St. Louis, from and to which passenger trains of all railroad companies terminating in St. Louis, or entering the city over the bridge and tunnel tracks, might run, and for the rental of the depot, so to be constructed to all railway $: f | < Testimony of W. C. Stith, Traffic Manager 9 lines in common, and the operation and management of the depot by such railway lines, with the right on the part of the lessees to purchase the depot.properties at any time after fifteen years. In pursuance of this agreement, and of the articles of association of the Union Depot Company, a union passenger station was constructed, and tracks con- necting it with the tracks of the Union Railway & Transit Company of St. Louis (the tracks of which connected with the tunnel as stated) were laid, and thereafter the Union Station, so built between Eleventh and Twelfth Streets, on Poplar Street, was operated by the railroad companies entering the cities of St. Louis and East St. Louis, until 1894. This station was opened in 1875. Q. Please explain generally the purposes of the Union Depot Com- pany of St. Louis. A. The Union Depot Company of St. Louis was incorporated in pursuance of an act of the legislature of the State of Missouri, which provided for the formation of companies in order to facilitate the public convenience and safety in the transmission of goods and passengers in large cities from one railroad to another, and to prevent the unnecessary expense, inconvenience and loss attending the accumulation of a number of stations. The act further provided that any railroad company or com- panies might incorporate such company and become stockholders thereof. Q. How was the bridge and tunnel used in connection with the railroads in 1875? A. In 1875, the bridge and tunnel having been completed, and the terminals established in connection therewith by the Union Railway & Transit Company of St. Louis and the Union Railway & Transit Com- pany of Illinois, the Union Railway & Transit Company of St. Louis undertook to provide and did provide locomotives and train crews for the handling of freight and passenger trains over the bridge and through the tunnel, and delivering the same to and for the various railway lines in St. Louis and East St. Louis; and when the Union Station was com- pleted in 1875, the Union Railway & Transit Company, also, for the railway companies terminating in the city of East St. Louis, brought their passenger trains into St. Louis and into and out of the Union Station in St. Louis, through the tunnel and over the bridge. This method of operating the bridge and tunnel, and the terminals connected therewith, continued until 1879. Q. Did the Union Railway & Transit Company of St. Louis and the Union Railway & Transit Company of Illinois lease their properties? A. Yes, sir. On the 1st day of January, 1879, the Union Railway & Transit Company of St. Louis and the Union Railway & Transit Coms pany of Illinois leased all their properties, including their locomotives, to the St. Louis Bridge Company and the Tunnel Railroad of St. Louis, at an annual rental, with the right, upon the part of the lessees, to pur- chase the properties. Q. Did these terminal facilities you have mentioned prove sufficient for the public’s necessities? A. No, sir. The Terminal facilities provided by the Union Railway & Transit Company of St. Louis, in the city of St. Louis, and by the Union Railway & Transit Company of Illinois, in the city of East St. -*- --- 10 Terminal Railroad Association of St. Louis Louis, proving inadequate for the demands of traffic, there was incor- porated under the laws of the State of Missouri, on February 25th, 1880, the Terminal Railroad of St. Louis, for the purpose of constructing railroad tracks in the City of St. Louis, connecting with the tracks of the Union Railway & Transit Company of St. Louis, the Union Depot Com- pany of St. Louis, the Tunnel Railroad of St. Louis and all railroads entering, or to enter, the city of St. JLouis, so as to provide the most ample and convenient connections, accommodations and terminal facilities in St. Louis for all railroads then, or thereafter, to enter St. Louis, and all parties doing business with such railroads. This company acquired small tracts of land between Twelfth and Eighteenth Streets, and, on the land so acquired, tracks were laid and connections made with the Union Depot, Union Railway & Transit Company and the various rail- way lines connecting with those companies. “A Q. Was a company formed in Illinois to be used in connection with these other terminal facilities? - A. Yes, sir; on February 23rd, 1880, there was incorporated, under the laws of the State of Illinois, the Terminal Railroad of East St. Louis, for the purpose of connecting in that city the bridge approach and tracks of the Union Railway & Transit Company of Illinois with the tracks of other railroads entering, or that might thereafter enter, the city of East St. Louis, the general object and purpose being to provide ample and convenient connections, accommodation and terminal facilities in and near the city of East St. Louis for all railroads then or thereafter enter- ing that city. This company acquired lands in East St. Louis adjacent to the lands of the Union Railway & Transit Company of Illinois. , Q. Did the Terminal Railroads of St. Louis and East St. Louis lease their properties? A. Yes, sir. On March 3rd, 1880, the Terminal Railroad of St. Louis and the Terminal Railroad of East St. Louis, owning no motive power but simply small parcels of land on which tracks had been con- structed, 1eased their properties to the St. Louis Bridge Company and the Tunnel Railroad of St. Louis at an annual rental based upon the cost of the properties and with the right on the part of the lessee to purchase the properties. Q. Please explain how the Bridge and Tunnel Companies assumed to operate these properties after having leased them? A. By virtue of the control of the properties of the two Union Railway & Transit Companies, and of the two Terminal Railroads. acquired through these leases, the St. Louis Bridge Company and the Tunnel Railroad of St. Louis assumed the operation, through the tunnel and over the bridge, of the cars and trains of the various railroad com- panies entering the cities of St. Louis and East St. Louis, and connecting with the leased and operated terminals. This method of handling trains and cars of the various railroad companies continued until July 1st, 1881. Q. Did the Bridge and Tunnel Companies then lease their proper- ties? * A. Yes. On July 1st, 1881, the St. Louis Bridge Company and Tunnel Railroad Company of St. Louis jointly leased their properties, and assigned their leases of the properties of the two Union Railway - —º ºr * * A. .xº \,: *. Testimony of W. C. Stith, Traffic Mauager 11 & Transit Companies, and of the two Terminal Railroads, to the Wabash, St. Louis & Pacific Railway Company and the Missouri Pacific Railway Company, for and during the term of the corporate existences of the lessor companies. Q. What were the principal considerations in this lease? A. The lessees agreed to pay by way of rental, the interest and principal of the $5,000,000 of bonds of the St. Louis Bridge Company, dividends at the rate of $5.00 per share for three years, and thereafter at the rate of $6.00 per share on the $2,490,000 of the first preferred capital stock of the Bridge Company; dividends at the rate of $3.00 per share, yearly, on $3,000,000 of the second preferred capital stock of the Bridge Company; dividends at the rate of $6.00 per share annually on $1,250,000 of the capital stock of the Tunnel Railroad of St. Louis, and all taxes and assessments upon the properties leased. Q. Did the Wabash, St. Louis & Pacific, and the Missouri Pacific Railways thereby secure control of the bridge and tunnel? A. Yes, sir. By this lease the Wabash, St. Louis & Pacific and Missouri Pacific Railway Companies secured control of the bridge and tunnel, and of the grounds and tracks of the two Union Railway & Transit Companies and the two Terminal Railroads, and operated these properties thereafter until 1889. During this period the bridge and tunnel and terminal properties were operated by the Wabash, St. Louis & Pacific and Missouri Pacific Railway companies separately from their other properties. The operation of the bridge and tunnel and terminal properties consisted in the switching of trains and cars through the tunnel and over the bridge for all railway companies in the cities of St. Louis and East St. Louis, connecting with the terminals on either side of the river and desiring such service. The operation of the bridge and tunnel properties by these railway companies as lessees was not a source of revenue or profit, as the charges were at all times so regulated as to produce only revenue sufficient to pay the fixed charges, payment of which had been assumed under the leases, and the cost of operation. Q. In 1889 what change, if any, was made in the operation of these properties? A. In 1889, Mr. Jay Gould, who was then in control, thröugh stock ownership, of the Missouri Pacific Railway and of the Wabash Railroad Company (the successor of the Wabash, St. Louis & Pacific Railway Company), both of which companies had termini in the city of St. Louis, and were largely interested in the development and growth of the city, entered into an agreement, under date of October 1st, 1889, with the Cleveland, Cincinnati, Chicago & St. Louis Railway Company, Wabash Railroad Company, Ohio & Mississippi Railway Company (now the Baltimore & Ohio Southwestern Railroad Company), St. Louis, Iron Mountain & Southern Railway Company, Louisville & Nashville Railroad Company and the Missouri Pacific Railway Company, for the purposé of securing an efficient and economical system of handling freight and passenger traffic at St. Louis and East St. Louis, and enlarging and per- fecting the system for handling such traffic. By the terms of this agree- ment Mr. Gould, who had by individual purchase personally acquired the capital stock of the two Union Railway & Transit Companies, the & 12 Terminal Railroad Association of St. Louis two Terminal Railroad Companies and the Union Depot Company, agreed with the railroad companies just named, parties to the agree- ment, to cause the Union Railway & Transit Company of St. Louis and the Terminal Railroad of St. Louis to be consolidated as the Terminal Railroad Association of St. Louis, and to cause to be conveyed to this consolidated company the property of the Union Depot Company and the capital stock of the Union Railway & Transit Company of Illinois and the Terminal Railroad of Illinois and to further cause a portion of the capital stock of the Terminal Railroad Association of St. Louis to be issued, in equal parts and without cost, to the six railway companies Inamod, the remainder of the stock to be retained and to be issued to such other railroad companies as might thereafter desire to become parties to the , agreement. The agreement further provided that Mr. Gould would cause to be transferred to the Terminal Association the leasehold interests of the Missouri Pacific Railway Company and Wabash Railroad Company in the bridge and tunnel above described. It was also provided that the Terminal Association should issue its bonds to the extent of $7,000,000, of which $5,000,000 should be used for pay- ment for the purchase of the properties to be conveyed to and vested in the Terminal Association, and the remaining $2,000,000 should be used. to purchase additional real estate and construct additional passenger and freight terminal facilities in St. Louis and East St. Louis. The railroad companies parties to this agreement were, by a concurrent agreement, granted the right in perpetuity of joint use with each other and such other companies as might from time to time be admitted as proprietary lines of the Terminal Association of all its properties, the use so granted to be appurtenant to each railroad. The railroad companies parties to this agreement on their part accepted in perpetuity the joint use of the property of the Terminal Association, and agreed that the charges for the use so granted should be sufficient to pay the fixed charges pro- vided for in the leases of the bridge and tunnel properties, the interest on the bonds given for the purchase price of the terminal properties, interest on such future sums as might be expended in the acquisition of additional properties, and to pay taxes and operating expenses. The agreement also provided for the subsequent admission, at any time there- after, of any other railroad company desiring such admission. Q. What were the fixed charges on the bridge and tunnel properties thus assumed by the Terminal Railroad Association ? A. The fixed charges on the bridge and tunnel properties thus assumed by the Terminal Association were and are interest at seven per-" centum on $5,000,000 of bridge bonds, annual dividends of $6.00 per share on $2,490,000 of first preferred bridge stock, $3.00 per share on $3,000,000 of second preferred bridge stock, $6.00 per share on $1,250,000 of tunnel stock, and all taxes on these properties. Q. Were the various terminal companies consolidated in pursuance of this agreement and was it carried out in all its terms? A. Yes, sir. The Union Railway & Transit Company of St. Louis and the Terminal Railroad of St. Louis were consolidated on July 30th, 1889, under the name of the Terminal Railroad Association of St. Louis. The lease of the bridge and tunnel properties was assigned (with the Testimony of W. C. Stith, Traffic Manager 13 consent of the Bridge Company and Tunnel Railroad) by the Missouri Pacific and Wabash Railroad Companies to the Terminal Railroad Association, and, in this way, the Terminal Railroad Association, in 1889, became the owner of the properties of the Union Railway & Transit Company of St. Louis, the Union Depot Company, the Terminal Rail- road of St. Louis, the owner of the stock of the Union Railway & Transit Company of Illinois and the Terminal Railroad of Illinois, and the lessee of the Eads Bridge and the Tunnel, and thereafter operated and does now operate the same in pursuance of the agreement just mentioned. Q. State, if you know, the objects and purposes of this agreement of 1889. A. The object and purpose of this agreement were to provide terminal facilities in the cities of St. Louis and East St. Louis, and for the switching of cars and trains between the cities, such use and service to be open not only to the six railway companies parties to the agree- ment but also, and upon like terms and conditions, to any and all other railroad companies desiring such use and service; the operation of the properties to be without profit to the stockholders of the Terminal Asso- ciation, but for the purpose of furnishing convenient and ample facilities for the railway lines entering the cities of St. Louis and East St. Louis; and, in conformity with this object and purpose, the properties of the Association have been, since the formation of the Association, in 1889, so operated, and have at all times been, and now are, open to the use of all railway lines not members of the Terminal Railroad Association upon the same terms and conditions accorded the proprietary companies. Q. Has any profit ever been made out of the operation of the terminal properties, or any dividend been declared on any of its Out- standing stock? A. No, sir. No dividends have been declared or paid on this stock and it is not intended that the stock of this association shall ever earn dividends. ./ Q. How have the charges of the Association at all times been regu- lated? s A. The charges of the Association have at all times been so regul- lated as to produce revenue sufficient only to meet its fixed charges, operating expenses, make necessary alterations, improvements and repairs. Q. Please describe the properties acquired by the Association in 1889. A. The properties acquired by the Terminal Railroad Association in 1889 consist of the Eads Bridge and Tunnel Railroad, a small tract of land in the city of East St. Louis near the east approach of the bridge, and a right-of-way, some one hundred feet in width extending from Eighth and Poplar Streets in the city of St. Louis, westward to about Eighteenth Street, and adjoining this right-of-way various parcels of land on which are located switches and sidetracks. Q. How were these terminals connected with other lines? A. These terminals at that time were connected in St. Louis with the tracks of railways entering the city from the south and southwest, 14 . Terminal Railroad Association of St. Louis . . . while the terminals in East St. Louis were connected with some of the railways entering that city, so that by virtue of this control of the proper- ties named the Terminal Association, in 1889, was able to switch for all railways connecting, trains and cars between Twentieth Street in the city of St. Louis and a point near the Relay Station in the city of East St. Louis. * 3. Q. Did the Terminal Railroad Association mortgage its properties in 1889 and at subsequent dates? * A. Yes, sir. Under date of October 1st, 1889, the Terminal Associa- tion executed its mortgage to the Central Trust Company of New York, trustee, securing- $7,000,000 of four and one-half per cent bonds, pay- able October 1st, 1939; and, under date of August 1st, 1893, to the same trustee, second mortgage securing $5,000,000 of five per cent bonds, payable August 1st, 1943. All of the first mortgage, bonds were issued and are now outstanding; $3,500,000 of the second mortgage bonds were exchanged for bonds issued by the Terminal Association under a con- solidated mortgage dated November 10th, 1894, to the Central Trust Company of New York, trustee, securing $12,000,000 of five per cent bonds; of the authorized issue of $12,000,000 of these consolidated bonds, $5,000,000 have been issued and are now outstanding, $3,500,000 taking. the place of a like amount of second mortgage bonds. Q. For what purpose was the proceeds of these bonds used?' A. The proceeds of these bond issues were used, in part, for the purchase of the properties acquired from Mr. Gould, in the manner and at the time hereinbefore stated, and the remainder in the acquisition of properties, the construction of terminal tracks and facilities thereon, the construction of the new Union Passenger Station in the city of St. Louis, fronting on Market Street, between Eighteenth and Twentieth Streets, the construction of which was completed in 1894. Q. Do you know the history of the St. Louis Merchants Bridge? If so, please state it. & A. Yes, sir. The St. Louis Merchants Bridge Company was incor- porated under the 1aws of the State of Illinois on April 4th, 1886, for the purpose of constructing a bridge over the Mississippi River at St. Louis, and on February 3rd, 1887, the Congress of the United States authorized this company, and any incorporated railroad companies associated with it, to build a bridge across the Mississippi River at some suitable point between the Eads Bridge and the mouth of the Missouri River. This act of Congress provided that all railroad companies desiring to use this bridge should have equal rights and privileges for the passage of railway trains upon the payment of reasonable compensation, and in the event of disagreement as to compensation and terms of use, the matter should be determined by the Secretary of War. º Q. Did this company build a bridge and open it for operation ? A. Yes, sir. A bridge was built, completed and opened for opera- tion in May of 1890, and is the structure known as the Merchants Bridge. “ Q. Was any railroad company incorporated for the purpose of being operated in connection with this bridge? A. Yes, sir. The St. Louis Merchants Bridge Terminal Railway Company, mentioned hereafter as the Merchants Company, was incorpo- Testimony of W. C. Stith, Traffic Manager 15 rated August 17th, 1887, under the laws of the State of Missouri, for the purpose of operating a railroad within the corporate limits of the city of St. Louis from Eighth and Gratiot Streets to the western approach of the Merchants Bridge, and, by ordinance of the City of St. Louis, approved in 1887, was authorized to construct its railway tracks over the route designated and receive from and deliver to any railroad com- pany connecting with it all cars tendered, and to permit all railroads con- necting with it to operate their trains, locomotives, engines and cars over its tracks, upon such terms and conditions as might be agreed upon. This ordinance also provided for arbitration in the event the parties could not agree, and in default of arbitration the railroad commissioners of the State of Missouri should determine the matter in controversy. Q. Did the St. Louis Merchants Bridge Terminal Railway Company lay any tracks and operate in conformity there with ? A. Yes, sir. The tracks authorized by this ordinance were con- structed: s - Q. Did this company in 1889 lease the Merchants Bridge? A. Yes, sir. On February 1st, 1889, the Merchants Company leased the Merchants Bridge, which was then under course of construction. This lease provided that all railroad companies desiring the use of the property should be entitled to equal rights and privileges relative to the passage of trains thereon as were enjoyed by the lessee. Q. What was the rental under this lease? A. As rental the lessee agreed to pay interest on $2,000,000.00 of the bonds of the Bridge Company, taxes on the bridge property and three- quarters of the net income accruing from the operation and use of the bridge. Q. In 1889 was there a corporation formed in Illinois to be used in connection with this property? A. Yes. On March 4th, 1889, there was incorporated under the laws of the State of Illinois the Electric City & Illinois Railway Company, for the purpose of constructing a railway from the east approach of the Merchants Bridge, through Madison County, Illinois, to the city of East St. Louis. The name of this company was changed to Madison, Illinois & St. Louis Railway Company. This company constructed a line from the east approach of the Merchants Bridge to Granite City, Illinois, but never constructed a line into the city of East St. Louis. This com- pany was incorporated in the interest of the Merchants Company, and all of its stock is owned by that company. * Q. In 1893 was the lease of the Merchants Bridge assigned, or cancelled and assigned? A. Yes. In 1893 the lease of the Merchants Bridge to the Merchants Company was cancelled and the bridge was leased to the Madison, Illinois & St. Louis Railway Company. Through this lease of the Merchants Bridge, and its ownership of the stock of the Madison, Illinois & St. Louis Railway Company, the Merchants Company switches cars and trains. from Eighth and Gratiot Streets in the city of St. Louis to the levee or wharf, thence northwardly to Ferry Street in the city of St. Louis and over the Merchants Bridge to Granite City, Illinois. * 16 Terminal Railroad Association of St. Louis Q. Was the Merchants Bridge and properties used in connection therewith mortgaged in order to raise funds? * A. Yes. In order to secure funds for the erection of the Merchants, Bridge and constructing the tracks of the Merchants Company arid of the Madison, Illinois & St. Louis Railway, bonds were issued as follows: $3,500,000 of bonds of the St. Louis Merchants Bridge Terminal Rail- way Company, secured by mortgage dated October 1st, 1890, to the St. Louis Trust Company, bearing five per cent interest, payable semi- annually; $2,000,000 of bonds of the St. Louis Merchants Terminal Rail- way Company, secured by a mortgage dated February 1st, 1890, to Farmers Loan & Trust Co. of New York, bearing six per cent interest, payable semi-annually, and $500,000.00 of bonds of the Madison, Illinois and St. Louis Railway Company, secured by mortgage dated October 1st, 1891, to the St. Louis Trust Company, bearing six per cent interest, payable annually. Q. Explain whether or not the operation of the Merchants Bridge and the properties used in connection therewith proved profitable. A. The operation of the Merchants Bridge, the Merchants Company and the Madison, Illinois & St. Louis Railway Company proved unprofit- able, and in 1893 the Merchants Company was insolvent, having a large floating indebtedness, and was unable to meet its obligations at maturity or pay interest maturing upon its own bonded indebtedness, that of the Madison, Illinois & St. Louis Railway Company, or upon the bonded indebtedness of the Merchants Bridge. Q Were the facilities of the Merchants Company at this time sepa- rate and distinct from the system of terminals of the Terminal Associa- tion, and if so, explain this in detail. A. They were. The facilities so owned and controlled by the Merchants Company were separate and distinct from the system of terminals owned and controlled by the Terminal Association. The tracks controlled and operated by the Merchants Company were at right angles with the tracks operated by the Terminal Association, the tracks of the Merchants Company beginning at Eighth and Gratiot Streets, in the city of St. Louis, and running to the river front north- wardly and diverging to Hall Street about four miles to Ferry Street, there crossing the Merchants Bridge and continuing northwardly to Granite City in Illinois; while the tracks operated by the Terminal Association began at Twentieth Street and Clark Avenue in the city of St. Louis and extended eastwardly, through the tunnel and over the Eads Bridge to a point near the Relay Station in the city of East St. Louis, Illinois. t N Q. Were there any industries located upon the tracks of both, the Terminal Association and the Merchants Bridge? A. No ; there was no industry located at any point on the tracks of either company which was reached by the tracks of the other. Q. I)id the Merchants Company connect with any passenger station? A. No ; the Merchants Company had no passenger station in the City of St. Louis and did not connect in any manner with the Union Station or with any of the railway lines entering the city of St. Louis * Testimony of W. C. Stith, Traffic Manager sº. 17 from the south or west, or with any of the railway lines entering the city of East St. Louis from the south or east. Q. Could the eastern roads terminating in East St. Louis, also the lines coming into St. Louis from the north, reach the Union Passenger Station in St. Louis in 1893? r A. No, because their tracks were not connected with those of the Terminal Railroad Association. In 1893 several of the railway lines entering, or about to enter, the city of St. Louis from the north, were desirous of reaching the new Union Passenger Station of the Terminal Association, which was in course of construction, while some of the rail- way companies entering the city of East St. Louis could more advan- tageously reach the Union Station in the city of St. Louis, if connections could be formed between the tracks of the Terminal Association and the Merchants Company, in such a way that trains and cars could, by continuous movement, pass between the cities of St. Louis and East St. Louis over the tracks of these two systems. Much of the freight traffic coming into the cities of St. Louis and East St. Louis was through traffic, destined to cross the Mississippi River at St. Louis. Q. Were the terminal facilities of the Terminal Railroad Associa- tion in 1893 adequate for the proper handling of increased freight traffic P A. No. The facilities of the Terminal Railroad Association had become inadequate for the proper handling of the increased traffic, and it was manifest it would be greatly to the interest of all railroads then entering the city of St. Louis or the cities of East St. Louis, Madison, Granite City, Venice or East Carondelet, as well as of the public, if some arrangement could be effected whereby the two systems of ter- minals could be so connected and operated that freight traffic, through or local, between and in the cities of St. Louis and East St. Louis or destined to cross the Mississippi River, or destined from one railway to another or to any industry located on the tracks of either of the terminal systems, or the tracks of any one of the railway companies, could be moved without change of motive power and with a single charge for the service so performed, so that all industries in the cities of St. Louis and East St. Louis and located on the tracks of either system could have equally efficient switching service and without discrimination, preference or advantage with respect to such service or the charges therefor. Q. Was anything done to effect this purpose of increasing the facilities? A. Yes, sir. To this end and for this purpose, and to prevent the disintegration of the properties operated by the Merchants Company, then insolvent, and to secure the use in common without discrimina- tion for all railway lines of these properties, an agreement was entered into on the 13th day of August, 1893, between the Merchants Company and the Terminal Association, whereby the Terminal Association agreed to guarantee payment of the $3,500,000 of bonds of the Merchants Company, and to purchase from the Merchants Company 4,384 shares of its stock, and advance to the Merchants Company a sufficient amount to enable it to meet its current and pressing obligations. 18 * Terminal Railroad Association of St. Louis Q. Did the Terminal Railroad Association become an owner of a large amount of the Merchants Company stock? -- A. Yes. At the same time that this agreement was entered into the Terminal Association acquired other shares of the stock of the Merchants Company, so that the aggregate of the share of the stock thus acquired by it constituted a majority of the stock of the Merchants Company. Q. Did the Merchants Company at this time grant to the Terminal Railroad Association the right to operate trains over its terminal properties? A. Yes. The Merchants Company at this time granted the Ter- minal Association the right to operate its trains over all the terminal properties owned or controlled by the Merchants Company, and the Terminal Association agreed to construct a line of railway connecting the Union Passenger Station with the Merchants Company, so that passenger trains might pass over the Merchants Bridge and into and out of the Union Station, and freight trains and cars passing over the Merchants Bridge and Merchants Company system might connect with the tracks of the Terminal Association. ſº Q. Is this agreement of August 13th, 1893, between the Merchants Company and the Terminal Association a public document? A. Yes. This agreement of August 13th, 1893, between the Merchants Company and the Terminal Association was recorded in the office of the Secretary of State of Missouri at the time of its execution, and has continually been a matter of public record and general knowl- edge. * j Q. Was any lawsuit brought in 1903 to test the validity of this acquirement of control of the Merchants Company by the Terminal Company? A. Yes. In 1903 the State of Missouri, on the information of the Attorney General, instituted a quo warranto proceeding in the Supreme Court of the State of Missouri challenging the legality of this agree- ment and of the ownership by the Terminal Association of the stock of the Merchants Company. The Supreme Court of Missouri held in the case of State ex inf. vs. Terminal Railroad, 182 Mo. 284, that the acquisition and ownership by the Terminal Association of the stock of the Merchants' Company was authorized by the laws of the State of . Missouri and was in harmony with the statutes of the State of Missouri, which made special provision for such ownership of stock and control and operation by one terminal company of other terminal com- panies. Q. You stated that the Wiggins Ferry is a part of the Terminal System. Please explain its organization and use. . A. The Wiggins Ferry Company is a corporation organized in 1853 under special act of the Legislature of the State of Illinois, entitled, “An Act to Incorporate the Wiggins Ferry Company”, for the purpose of operating ferries across the Mississippi River at St. Louis. It is the owner of large tracts of land in the city of East St. Louis available for terminal uses, and is the owner of practically all the capital stock of the East St. Louis Connecting Railway Company, a corporation * Testimony of W. C. Stith, Traffic Manager 19 organized under the laws of the State of Illinois, in 1878, and which owns railway tracks along the river front in East St. Louis connect- ing with some of the railways entering that city. The Wiggins Ferry Company also owns practically all the stock of the St. Louis Transfer Railway Company, a corporation organized under the laws of the State of Missouri in 1884, and which owns railway tracks about six miles in length, between Arsenal Stréet on the south and Calvary Avenue on the north. The tracks of the St. Louis Transfer Railway Company and of the East St. Louis Connecting Railway Company connect with the inclines of the Wiggins Ferry Company. st Q. How are these inclines of the Wiggins Ferry Company used in connection with the East St. Louis Connecting Railway Company and the St. Louis Transfer Railway Company? A. They are used in the service of car transfer boats. Q. After the organization of the Terminal Railroad Association by the six proprietary lines of which you have heretofore spoken, did other railroad companies become a part of the Association? A. Yes. sº - Q. Did the Wiggins Ferry Company become opened to the joint use of the railroad companies forming the Terminal Railroad Associa- tion of St. Louis? …” A. Yes. In 1902 the Chicago, Rock Island & Pacific Railway Com- pany, Missouri Pacific Railway Company, Louisville & Nashville Rail- road Company, St. Louis, Iron Mountain & Southern Railway Com- pany, Wabash Railroad Company, Cleveland, Cincinnati, Chicago & St. Louis Railway Company, Baltimore & Ohio Southwestern Railroad Company, St. Louis & San Francisco Railway Company, then proprie- tary companies of the Terminal Association, and the Pennsylvania Com- pany (controlling the St. Louis, Vandalia & Terre Haute Railway Company, now Vandalia Railroad Company), with the object and pur- pose of causing the terminals of the Wiggins Ferry Company to be opened to the joint and equal use, upon like terms and conditions with themselves, of all railway lines then entering, or that thereafter might enter, St. Louis or East St. Louis, and which might desire such use, either for intrastate or interstate traffic, purchased the capital stock of the Wiggins Ferry Company; and -negotiations were opened with the Southern Railway Company, Missouri, Kansas & Texas Railway Company, Chicago & Alton Railway Company, Illinois Central Railroad Company and Chicago, Burlington & Quincy Railway Company with a view of uniting all railway companies entering St. Louis or East St. Louis in the ownership and control in common of all the stock of the Wiggins Ferry Company, and for the admission of all non- proprietary lines into membership in the Terminal Association on the same terms and conditions upon which, all the other lines had thereto- fore been admitted. - Q. What was the result of these negotiations? A. These negotiations resulted in the execution of agreements whereby the title to all the stock of the Wiggins Ferry Company was vested in the proprietary companies—other than the Vandalia Rail- road Company—and in the Pennsylvania Company, as equal owners, 20 * Terminal Railroad Association of St. Louis and all the railway companies named, not then members of the Terminal Association, were admitted into membership upon the same terms and conditions as the other railway companies had heretofore been admitted, and were accorded, in common with such companies, equal joint use and, benefit of all the terminals of the Terminal Association. Q. At the time of this agreement was the Terminal Railroad Asso- ciation contemplating further additions to and changes in its facilities in the city of St. Louis? A. Yes. At the time this agreement was entered into, the Terminal. Association was contemplating the acquisition of a large amount of land in the city of St. Louis and making additions to and changes in its terminal facilities in St. Louis and the building of a belt line in the county of St. Louis for the purpose of connecting its facilities with the various railway lines entering St. Louis to the end that traffic between such lines, as well as through traffic crossing the river at St. Louis, might be handled more expeditiously and thus avoid the delays incident to passing through the city. Q Were any additional bonds issued for this purpose? A. Yes. For this purpose the Terminal Association contemplated the issue of bonds, to be secured by a general mortgage. The proper- ties then owned by it being all incumbered and the properties to be acquired being not of sufficient value in themselves to form satisfactory Security for the contemplated loan, it was necessary that such loan . should be guaranteed as to payment of interest thereon by all the proprietary companies, and the payment of the principal by the pledge of all the stock of the Wiggins Ferry Company in such manner that the general mortgage would constitute a first lien upon such stock; and accordingly this general mortgage was issued under date of December 16th, 1902, and $21,458,000 of bonds have been issued thereunder and are now outstanding. *. \, Q. How are these additional facilities to be secured by the Terminal Railroad Association? A. The general mortgage of the Terminal Railroad Association pro- vides for the issuance of bonds up to $50,000,000 and these additional facilities are to be secured by the Terminal Association through the sale of such portion of this authorized bond issue as may be necessary to increase its terminal facilities and re-arrange track connections and crossovers between all of the terminal properties to the end that so far as possible such terminals may be operated as an entirety, traffic moved between all points for a single charge and without change of motive power, and all railway lines served equally and without discrimination with respect to promptness of service, charges and extent of facilities afforded. Q. To this end were agreements entered into between the pro- prietary lines and the Terminal Railroad Association ? A. Yes. Agreements were entered into between the proprietary railway companies named and the Terminal Association which pro- vided, among other things, that in consideration of the use granted thereby to the railway companies of all of the terminal properties of the Terminal Association, the railway companies accepted such use and Testimony of W. C. Stith, Traffic Manager 21 guaranteed, each to the extent of its interest in the Terminal Associa- tion, payment of interest on bonds which the Terminal Association had theretofore issued and which it was then about to issue. These agree- ments further provided that the tolls or charges of the Terminal Associa- tion derived from the operation of its terminals should be so regulated as to meet the fixed charges, taxes, maintenance and operation of its facilities, to the end that the properties of the Terminal Association might be operated at cost and, in the event of a deficit at any time in the revenue sufficient to meet such charges, each proprietary company would advance its quota of such deficit. As further security for the bonds of the Terminal Association, and as a guarantee of their agree- ment to make use of the properties of that company, the railway com- panies, owners of all the stock of the Wiggins Ferry Company, pledged that stock with the trustee in the general mortgage of the Terminal Association, and all of the stock of the Wiggins Ferry Company is now so pledged. Q. Have joint terminal facilities in large commercial centers been recognized and favored? A. Yes. The joint ownership and control of common terminals in all large cities for the joint and common use of all railway lines enter- ing such cities has been recognized, and the development of such systems of terminals fostered and encouraged by legislation in many states. The Congress of the United States has likewise recognized such neces- sity and has enacted laws applicable to the District of Columbia whereby the railway lines entering the city of Washington and engaged in inter- state trade and commerce are authorized to unite in the ownership, management and control of terminals in Washington City for the joint use of all railway lines entering that city. In no other way can the through and local traffic in large cities be expeditiously or economically handled. Q. For what purpose were the Terminal Association and the Merchants Company incorporated 3 A. The Terminal Association and the Merchants Company are each incorporated, as hereinbefore fully stated, under the laws of the State of Missouri, for the specific purpose of providing terminal facilities for railroad companies. For the incorporation and conduct of the business of such companies the State of Missouri has, by legislative enactment, made special provision giving to such companies power to build, main- tain and operate terminal railroads and terminal facilities for the use of all railroad companies, to own and operate ferries and bridges, to con- struct tunnels, and to hold the stock and bonds of any company operated in connection with or forming a part of such terminal facilities. Q: What do the articles of incorporation of the constituent com- panies forming the terminal companies show P A. The articles of incorporation of the constituent companies form- ing the Terminal Association, and of the terminal companies whose stock the Terminal Association acquired at the time of the consolida- tion, and of the Union Depot Company, as already stated, show that the purpose and object of the organization of these companies were to meet these well recognized requirements of railway traffic. In pur. -> 22 . Terminal Railroad Association of St. Louis suance of this purpose and object and to, increase terminal facilities from time to time as the demands of railway traffic have required, the Ter- minal Association has caused to be incorporated and has acquired control over other terminal companies. Among the companies so incorporated are the East St. Louis Belt Railroad Company, which was incorporated under the laws of the State of Illinois in 1898, and which has con- structed tracks connecting the tracks of the Madison, Illinois & St. Louis Railway Company with the tracks of the East St. Louis and Carondelet Railroad Company; the Illinois Transfer Railroad Company, incorporated under the laws of the State of Illinois in 1889, which has constructed a connection between the tracks of the East St. Louis Belt . Railroad Company on the north with the tracks of the Illinois Central Railroad Company on the south. Q. Are any of these companies you last mentioned operating com- panies? A. No. They are part of the terminal system but are operated by the operating companies heretofore mentioned. .* Q. Has the Terminal Railroad Association since acquired the stock in other companies? A. Yes. In 1893 the Terminal Association acquired the stock of the St. Louis Terminal Railway Company and has since then caused the tracks of that company to be built from a connection with the tracks of the Merchants Company in north St. Louis to a connection with the Wabash Railroad Company in the county of St. Louis. In 1902 the Terminal Association acquired the stock of the St. Louis Belt & Ter- minal Railway Company, a company incorporated under the laws of the State of Missouri. In 1900 the Association acquired the stock of the Granite City & Madison Belt Line Railroad Company, a company incor- porated under the laws of the State of Illinois, for the purpose of con- structing a belt line around Granite City. About seven-tenths of a mile of track has been built by this company. In 1903 the Terminal Association acquired practically all of the stock of the East St. Louis & Carondelet Railway Company, which owns tracks connecting with the East St. Louis Belt Railroad Company and extending southwardly to East Carondelet. * In 1903 the Terminal Association acquired substantially all of the capital stock of the Interstate Car Transfer Company, a corporation organized in 1896 under the laws of the State of Missouri, and which is empowered to operate a ferry transfer between an incline of the Chicago, Burlington & Quincy Railroad Company in the northern part of the city of St. Louis and inclines of the Southern Railway Company in East St. Louis. Q. Are any of these companies whose stocks the Terminal Railroad Association has acquired, operating companies? A. None, except the Interstate Car Transfer Company, last named. Q. Name the proprietary lines that terminate on the west bank of the Mississippi River and those on the east. A. Of the fifteen proprietary lines those terminating on the west bank of the river are the Missouri Pacific Railway Company, St. Louis, Iron Mountain & Southern Railway Company (main line), Wabash Rail- i Testimony of W. C. Stith, Traffic Manager - 23 .* * - +. road Company (western line), St. Louis & San Francisco Railroad Com- pany, Chicago, Rock Island & Pacific Railway Company, Chicago Bur- lington & Quincy Railroad Company (St. L., K. & N. W. line), and the Missouri, Kansas & Texas Railway Company. Those terminating at the east bank of the river are the Wabash Railroad Company (eastern line), Cleveland, Cincinnati, Chicago & St. Louis Railway Company, Ohio & Mississippi Railway Company (B. & O. S. W.), Louisville & Nashville Railroad Company, Vandalia Railroad Company, Southern Railway, Illinois Central Railroad, Chicago & Alton Railroad, Chicago, Burlington & Quincy Railroad (east side line), St. Louis, Iron Mountain & Southern Railway (valley division), St. Louis Southwestern Railway Company. Q. Do any of the lines forming the Terminal Railroad Association have connecting lines between the east and west sides of the river? A. Of the fifteen proprietary lines none of them run through the cities of St. Louis and East St. Louis. None of these lines have any connecting link between the east and the west side of the river at St. Louis save through the medium of the Terminal Railroad Associa- tion. The St. Louis, Iron Mountain & Southern, in conjunction with the Missouri Pacific, maintain a car ferry known as the Ivory Transfer, at a point south of and outside of the city limits of St. Louis, by means of which a considerable portion of their through trans-river business is handled, but both the Missouri Pacific and St. Louis, Iron Mountain & Southern send a large volume of their business over the river in both directions over the facilities furnished by the Association. At times when the Ivory Transfer is not in operation the entire trans- river traffic of these lines moves over Association facilities. Q. What are the present combined obligations and the annual fixed charges created or assumed by the Terminal Railroad Association? A. : The annual fixed charges created or assumed by the Terminal Railroad Association, guaranteed by the proprietary lines, are as follows: Annual Interest. * Outstanding $ 315,000.00 First Mortgage 4%% Gold Bonds, Terminal Railroad Ass’n of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 7,000,000.00 250,000.00 First Cons. Mortgage 5% Gold Bonds, Terminal Rail- road Ass’n of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000,000.00 858,320.00 Gen’1 Mtg. Ref. 4% Gold Bonds, Terminal Railroad Ass’n of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,458,000.00 4,500.00 First Mortgage Real Estate 5% Bonds, Terminal Rail- - road Ass’n of St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90,000.00 350,000.00 First Mortgage 7% Bonds, St. Louis Bridge Company. . 5,000,000.00 120,000.00 First Mortgage 6% Bonds, St. Louis Merchants Bridge Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000,000.00 175,000.00 First Mortgage 5% Bonds, St. Louis Merchants Bridge Terminal Ry. Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,500,000.00 149,400.00 First Preferred 6% Stock, St. Louis Bridge Company... 2,490,000.00 90,000.00 Second Preferred 3% Stock, St. Louis Bridge Company. 3,000,000.00 75,000.00 Capital Stock St. Louis Tunnel Ry. Company, 6% . . . . . . 1,250,000.00 2,500.00 For maintaining corporate organization. $2,389,720.00 Total fixed charges. & | f * .. Wºr • { 24 Terminal Railroad Association of St. Louis Q. Do the lines of any railroad companies that are not proprietary. lines of the Terminal Railroad Association enter the cities of East St. Louis and St. Louis? *- A. Yes, sir. Q. Name them. A. The non-proprietary lines are on the west side, The Manu- facturers Railway. On the east side: The Chicago & Eastern Illinois Railroad, Chicago, Peoria & St. Louis Railroad, East St. Louis & Subur- ban Railway, East St. Louis, Columbia & Waterloo Railway, Illinois Traction System, Litchfield & Madison Railway, Mobile & Ohio Rail- road, Southern Traction Company of Illinois, St. Louis & Belleville Electric Railway, St. Louis & O’Fallon Railway, St. Louis National Stock Yards, St. Louis, Troy & Eastern Railroad, Toledo, St. Louis & Western Railroad. Q. What has been the development of the facilities of the Associa- tion ? A. The development of the facilities of the Association has been rapid since its organization. It now has, in round numbers, 294 miles of track; in round numbers, on the west side, 127 miles, and in round numbers, on the east side, 167 miles. Included in this mileage are the four classification yards on the east side, Conveniently located and con- structed upon the most approved lines for efficiency and economy, as well as two yards of similar character on the west side. All this track is in good physical condition, well located for the purposes for which it is intended, and all in more or less constant use. A large portion of the facilities on both sides of the river are in congested districts where the traffic movement is continuous, not only over rails of the Terminal Association, but also over other lines, with their network of parallel tracks and crossings, making the operation a most difficult problem. * Q. What utilities are included in the facilities of the Association? A. Included in the Association's facilities are the Eads Bridge, the Merchants Bridge, the Union Station, used by all railroads entering the city of St. Louis, with its thirty-two parallel tracks, baggage subway and modern appliances of all kinds; the station at Eads Bridge, Main and Washington Avenue, for the accommodation of travelers desiring to leave trains downtown; the car transfer boats and ferries of the Wiggins Ferry Company and Interstate Car Transfer Company; the Belt Line, partially circling the city from the north and extending into the county, affording opportunity for industrial development and upon which a number of important industries have been located in the past few years, satisfied with the rate conditions as they now are, as well as with the service given their business by the Association. Q. What is the extent of area served by the rails of the Terminal Railroad Association? .* A. The rails of the Association serve a large portion of the sixty- . four square miles within the limits of the city of St. Louis, especially that along the river front north of Arsenal Street, the Mill Creek • Testimony of W. C. Stith, Traffic Manager 25 Valley, northern and northwestern parts of the city. In these districts lie the greatest manufacturing and commercial enterprises of the city. Q. What is the nature of the territory covered by the lines of the Association? A. The lines on the west side of the river run through and in different parts of the city of St. Louis, which is a large city of about three-quarters of a million population, and are located principally upon the sixty-four square miles above mentioned. Some of the lines, includ- ing the outer belt, extend out beyond the city of St. Louis, in St. Louis County. The industries are located principally on the lines along the river front and west as far as Marcus Avenue. There are industrial settlements at Wellston also. All of these are within the thickly popu- lated part of St. Louis and included within the sixty-four square miles. There are also industries along the Belt Line in St. Louis County, so that the rails of the railroads including those of this Association really apply the fifty-two cent rate on coal to an area that approximates seventy-five square miles, three-quarters of which is thickly populated. On the east of the Mississippi the lines extend from Dupo to Granite City and extend through the villages of Eupo, the city of East St. Louis, the villages of Brooklyn and National City, the cities of Venice, Granite and Madison, and form a combined population of about eighty thousand. * Within this section all of the eastbound railroads have short western termini forming, in conjunction with the tracks of the Association, a network covering the entire east side area. Q. Has the Association any real estate used in its operation ? A. The Association has real estate used in its operations about ten hundred and twenty-three acres in the city and county of St. Louis and about fourteen hundred and thirty-one acres in East St. Louis and vicinity in Illinois. ſº Q., What is the general condition of the properties of the Associa- tion? * A. The condition of its bridges, the Eads and Merchants, and other properties, is the subject of constant watchfulness and they, together with all of its equipment, are kept up to the highest standards. ¥ Q. What equipment has the Association? A. The equipment of the Association consists of one hundred and forty-five locomotives, one hundred and ninety-three work cars in com- pany service, fifteen passenger cars, five ferryboats for passengers and wagons, two tugs, two barges, two car ferries, new, and one towboat. Q., Are the facilities, equipment and service of the Association open to the use of all carriers and connecting lines? A. Yes. All of the facilities, equipment and service of the Associa- tion are open to the use of all carriers upon the same terms, rates and i i conditions. In fact, this open-door policy has been the basis of its operation, and today the business of the non-proprietary lines, whose commercial coal tonnage delivered in St. Louis on Association rails is nearly seventy per cent of the total, is handled exactly upon the same sº ~~~~< * * * --~ i * |3. * 26 Terminal Railroad Association of St. Louis Association from its proprietary lines. * *... Q. Have you any data or statistics of the movement of commercial coal which was delivered on tracks of the Association on the west side of the river, showing the relative use of its facilities for non-proprietary iines? -> A. The statistics taken from the records of the Association for the calendar year of 1912 show the following percentage of commercial coal delivered on tracks of the Association in St. Louis and St. Louis County that came from the non-proprietary lines to be as follows: Delivered on 1ails of the Terminal Railroad Association, total ton- nage, 328,537 tons; non-proprietary lines, 125,083 tons; or 38 1/10 per rate and with the same service as the coal business received by the ** - “…-a, -º * * w.e.'s" “…. *g. Delivered on the Wiggins Ferry Company’s facilities, 200,202 tons; : non-proprietary lines, 123,505 tons; or 61.08 per cent. The total tonnage delivered on the rails of the Association for the period named was 1,528,552 tons, of which the proprietary lines con- tributed 482,912 tons, or 31.6 per cent; the non-proprietary lines," 1,045,640; or 68.4 per cent. " ** ** . . . . . …-----> -- **-*-* . . . . . Q. Have you any further comparison of the percentage of bitu- minous coal delivered by proprietary and non-proprietary lines? A. Yes. A comparison of the percentage of bituminous coal for East St. Louis, St. Louis and beyond for the years 1910, 1911 and 1912 as between the proprietary and the non-proprietary lines is, as follows, in round numbers: ---…. º.º. tº-ºxºet “ Year. Proprietary Lines. Non-proprietary Lines. 1910. . . . . . . . . . . . . . . . . . . . 51% 49% *. 1911 . . . . . . . . . . . . . . . . . . . . 57% 43% 1912. . . . . . . . . . . . . . . . . . . . 56% . 44% It must be understood that the above percentages are of the total movement of bituminous coal into East St. Louis from Illinois mines that was delivered at East St. Louis or St. Louis or that passed over the facilities of the Association en route to points beyond St. Louis, A further statement of the relative use of the facilities of the Associa- tion by the proprietary and non-proprietary lines is a statement of the coal handled in the months of June and October, 1911, as being repre- sentative periods, taken from waybills on which the coal moved into St. Louis, shows the proprietary lines handled 33 per cent and the non- proprietary lines 67 per cent, the total tons moved being 556,429 tons. Q. Are the facilities of the Association operated without discrimi- nation as between its proprietary lines and non-proprietary lines, and does its service show any preference as between these users of those facilities? *** - . ºf ~ * **, Testimony of W. C. Stith, Traffic Manager . . 27 . A. The Association's facilities are operated without discrimination as between its proprietary lines and as between those lines and non- proprietary lines. Its service to patrons shows no preference, its pur- pose being to satisfactorily and promptly meet all of the demands that may be made upon it for service. Q. Has the Association reciprocal arrangements with connecting lines in the handling of its business and are these arrangements being increased from time to time? A. The Association has reciprocal switching arrangements on both sides of the river with its connecting lines that insure the prompt handling of business along the line of least resistance and furnishes the promptest service. Such arrangements are being made from time to time as the exigencies of the service require. Q. What has been and is now the attitude of the Association towards the admission of new members? *. A. Membership in the Association has been open to any respon- sible carrier applying therefor. The conduct of the Association’s affairs has been for some years past in entire accord with the recent decision of the Supreme Court of the United States. All its agreements and contracts which were alleged to be in conflict with that decision at the time it was rendered have been rewritten to conform to its terms in all respects, and have been executed by all of the parties thereto. Q. Have you a copy of the agreement of organization of the St. Louis Terminal, dated 6ctober 1st, 1889? A. I have. Q. Please file that as Terminal Railroad Association's Exhibit Num- ber 2. * (The agreement so offered and referred to was received in evidence and thereupon marked Terminal Railroad Association Exhibit 2, Wit- ness Stith, received in evidence December 18th, 1913, and is attached hereto.) Q. Have you a copy of the reorganization agreement between the Terminal Railroad Association of St. Louis and the proprietary lines, dated August 22d, 1912? A. I have. Q. Please file that as the Association’s Exhibit Number 3. (The copy of the reorganization agreement so offered and referred to was received in evidence and thereupon marked Terminal Railroad Association Exhibit 3, Witness Stith, received in evidence December 18th, 1913, and is attached hereto.) Q. Have you any publications of the Business Men's League or similar organizations which set forth the advantages of St. Louis as to fuel supply, rate adjustment, etc.? A. Yes, sir. Q. Please read from that into the record. A. I read from “Forward St. Louis,” the official publication of The Business Men's League of St. Louis, Number 15, dated September 8th, 28 Terminal Railroad Association of St. Louis 1913, as follows: “The principal causes of St. Louis’ industrial growth are the cheapest power from water and coal, the lowest freight rates, the best central geographical position, unexcelled transportation facili- ties, satisfactory labor conditions and the lowest cost of industrial opera- tion.” * * Q. Have you a publication entitled “St. Louis, the city of oppor- tunity”? A. I have. Q. Where did you obtain this publication ? A. This publication was obtained from the office of the Business Men's League and is a part of its literature. --- Q. Please read from that. A. From page 14 I read the following: “You certainly want fuel, cheap and inexhaustible. The greatest soft coal field of the United States begins in Illinois in sight of St. Louis. St. Louis manufacturers can get coal delivered at their doors for $1.60 a ton. Can you come within 20 cents of that in Chicago or Pittsburgh? What would Boston, Cleveland or Cincinnati, New York, Philadelphia or Buffalo give to have the Illinois-St. Louis coal fields at their doors?” wº- Q. Have you a report of the special committee of the Business Men's League of St. Louis, entitled “Railway Rates and Terminal Con- ditions in St. Louis,” dated June 7th, 1912? A. I have. -*. Q. Please read from that report. A. This report was made by a committee of six members of the League and was read to the Executive Committee at the time it was issued and received the approval of that committee. From page 12 of this report under the heading of “The Coal Rate,” I read: “Concerning the rates on soft coal your committee hold these views: The Municipal Bridge & Terminals Commission, as you know, was granted a rate on soft coal from the mines to all industries in St. Louis on track. We believe in that condition. We believe that it is a proper condition that there should be one rate on a commodity of this kind to all industries in St. Louis, regardless of the location of each industry within the recognized limits in St. Louis. Soft coal is a raw material. It is used exclusively as a raw material in manufacturing and heating. The volume of business from the coal districts near by, to St. Louis, is very great. “The public, to some extent, seems to demand the same rate on this soft coal to St. Louis as to East St. Louis, and it is possible that this is justifiable, and we believe the subject has been so considered by the railroads. We are convinced, however, from facts which we have obtained officially and otherwise, that were the railroads to establish rates on this basis they would extend no further than delivery of the coal to the several yards of the lines having terminals in St. Louis and the yards of the Terminal Railroad Association in St. Louis, thus impos- ing the regular switching rate from those several yards to the factories or consuming points, whereas the rate now applies from the mines in Testimony of W. C. Stith, Traffic Manager 29 Illinois direct to every industry and consuming point within the city (regardless of the consignee's location), at the same cost to all. “Therefore it is a question as to whether what might be termed the application of the East St. Louis rate to west-bank delivery would be of as great a benefit to the St. Louis consumers as is the present uni- versally equal rate, or whether the East St. Louis rate plus the switch- ing charge would not make their coal cost them more at their plants than it does at present. “Your committee is at a loss to reach a definite conclusion on this point, but from the fact that no complaint has been registered with the Traffic Bureau of the League, or with any member of your com- mittee, by any consumer of soft coal in the city of St. Louis concerning the present rates and conditions, we feel that this feature of the subject should be left for such action as may be deemed advisable by the parties directly in interest, namely, the shippers and consumers of soft coal; and if the present conditions are unreasonable and can not be justified by the railroads, the case should go to the Interstate Commerce Commis- sion as specifically suggested in the Supreme Court decision, and should have the full support of the League.” Q. Have you a publication compiled under the auspices of the St. Louis Advertising Men's League entitled “All About St. Louis”, which refers to the Terminal facilities here? A. I have. Q. Read from that, please. A. This publication, issued during the present year, on page 9 publishes an article entitled “Ideal Terminal Facilities.” “St. Louis has twenty-six railroads entering its gateways from all points of the compass, and all of these roads use the unified Terminal System, known as the Terminal Railroad Association—the most compre- hensive in the world—for both freight and passenger service. Through the medium of the Terminal Railroad Association passengers and freight are handled with remakable precision and dispatch. No other large city in the United States can equal the St. Louis record in this respect. When other large gateways are congested with freight cars, St. Louis keeps its local and through traffic moving. The Terminal Railroad Association, through which all the roads—east, west, north and south— have track connections, is accountable for this satisfactory condition. Low Switching Rates.—Switching charges in St. Louis are the lowest in the United States. Switching on all classes of business is absorbed by the carrying lines, except on the limited traffic with the near-by towns, where the through rates do not afford sufficient revenue to enable the carriers to take up these charges. More than 80 per cent of the switching charges on St. Louis traffic are paid by the railroads out of the through rates. * Belt Line Advantages.—The entire city is surrounded by belt lines, planned to give trackage connections with all of the trunk lines which terminate in St. Louis. * *** * 30 Terminal Railroad Association of St. Louis - * Statistics are, as a rule, dry reading; but a few given for the purpose of showing the enormous traffic handled by the Terminal Railroad, Association may prove interesting. In 1912 the number of freight cars handled, between connecting lines, was 3,234,103 for the year, or an average of 269,509 per month, or 8,836 per day, counting Sundays and holidays. The Association owns 145 locomotives and has 4,750 employes. There are 32 public delivery yards in St. Louis, with capacity for 1,983 freight cars. The St. Louis Union Station is used by all of the twenty-six lines entering St. Louis. It has five and one-half miles of track under the one roof. In 1912 there were 109,063 trains in and out of the St. Louis Union Station, or 300 per day. These trains handled 574,568 passenger cars during the year, or 1,570 per day. Baggage, mail and express are handled in a subway under the tracks, covering 157,700 square feet, thirty-four hydraulic elevators being used. to raise or lower baggage at the desired point to or from the train plat- form. In 1912 there were 1,813,041 pieces of baggage handled. A pneumatic tube system, with a capacity of 14,500 checks per hour, con- nects baggage rooms and station houses. ** The Interlocking System at the St. Louis Union Station is the largest in the world. It is of the Electro Pneumatic type. There are three towers with 344 levers. The fifteen railroads which constitute the Terminal Railroad Asso- ciation are guarantors of the bonds and other obligations of the Associa- tion and are its sponsors. Any other common carrier may have immediate and full use of all the service, switching facilities, team tracks and other accommodations of the Association, including the St. Louis Union Station and the Washington Avenue Passenger Station on Eads Bridge upon exactly the same terms and conditions as any one of these fifteen lines. This has been the “open-door policy” of the Association for some years. This policy would permit the business men of St. Louis to immediately reach any new territory that may be opened up by new lines of railway, without the delay usually incident to the development of individual terminals, as any new railroad may build its line up to a connection with the tracks of the Terminal Railroad Association in St. Louis and immediately come into possession of the same service, terminal facilities, team tracks, passenger stations, etc., as enjoyed by the older lines, without one cent of initial expense.” Q. Have you an article of Mr. W. F. Saunders, secretary and general manager of the St. Louis Business Men's League, printed in the “Agents’ Bulletin” of November 19th, 1913? A. Yes, sir. Q. Will you please read from that? A. On page 5 of “Agents’ Bulletin” appears the following language written by W. F. Saunders, secretary and general manager of the St. Louis Business Men's League, especially for the “Agents’ Bulletin”: “St. Louis has the most favorable transportation facilities, owing to its particularly strong geographical position. It is the logical, natural, \ * - - - \\ / º \ ~ \ ^ 22*. | \ *ss 2^ Ž \ *ss | zº Zº ſ Ž ſ Af 2^ % 2. 4. 2* / zº % / W 2. / º % 24 --~ w - iss LADUE Road \ 4. ºs- --- - 1 cars O º º *\s ~~~ \ º *~ _* * *\ \ 22° o º 2^ *s Sº - #PRING ==Ave. /* - º SPRING Av. / O N U A__ - O Cars / ~ º | 15 Miles ºr: FRusco }%reaminal; SHREwsBuºy wo. Eac. ºssez CONTINENTAL _` \ \ \ F EVR G U S ON Roap FLORISSANT— M- º MO. Pac. * \ | MISSou r Botanical, GARDEN ("A L. W. A. R. W. / tº F. M. E. T. r. ºr y * – 35to ArrºyºAY \ -- | FLORissan’ſ Av H E L L E + 0 NTA IN E O 42 Cars - tº E. M. E. "I F. R. Y. BETHLEHEtva -- --~~- Bu fºL ºośrow º -L O 46. º - **, ºr Zººl § * º º ---|5 O. § º sº i º 3.2 -- Él > O *H sr. º º ºl C. A. H. O. K. I. A #3 º 'º ăl º "E * tº Fi oº in * º º º * - - * Q - ~ º A L L | N G # Sºlºs P R N G S º * a *> ai *&^ ~! * > S. | ...] º - is g *> ~ sG) S. º. º: O - 2TA/ , J., Hºp * A O S. º * * $f BR90*Y*:: "A Mapson Yahoº 3 * `s # cº - - º Oº § 3. < ...e. >< 3,4484 Caº N. º'c & &es - º - º E. S.J. sºo I - - –S ºr º | ºsºsº | Nº. - * *~ knisko Sº *~ Ys \\ >3' s X. Sº * G R A N I T EXC 1 TY ºš ºs 2-ºxº - º *~ - \ ºš ^s. `s º \, ^{< §3. ºs- 313. N. *X. S$s Y- T. R. R. Assn. L. NES - 3:3 >~~ s======s=====<---- -> \e. OTHER RAILROADS --__ :13 N N *. : º *śs. RIGHT OF way #13 *X N * É º *śs º- cLAss. FYI MG YARDS & - *- of 2 ºx § * 5 º *}\ O * - O | o %N N * u 3. }: >s º - - TEAM YARDS – \\? - º N % 3. § I Rail Road connections___X A. - *~ \ º g §s A. | ºs \ 2. `s W. - RN F. Gº- \ 3. \s º - *\º >< \s § º >\\ i SS º, We < S. SS A- - ~. S. | Sº º, º - >SS | § º S § *\. S$s. Terminal R. R. Ass'n, of St. Louis. – S º : NS i Right of Way . . . . . . . . . . . . —- º ºn | ^^ i other Railroads. . . . . . . . . --- z N. | A. N \s | wooowano a reswax painting|co., st. Louis, Mo. I ** : A SS 1 Testimony of W. C. Stith, Traffic Manager 31 central gateway of the United States. Its geographical situation is the s factor making it the natural center of supply and demand for the agricul- ture and commerce of the South and the West. “The cheapest coal in the United States is at command of St. Louis. Iron, 1ead, zinc, aluminum and innumerable ores, minerals and clays are practically at the city's very doors, as well as building material and timber.” Q. Have you prepared a map showing the Association's lines and connections at St. Louis and East St. Louis? A. Yes. Q. State in a general way what this map represents. A. The map which has been prepared shows St. Louis, St. Louis County, East St. Louis and adjacent cities, and indicates all the lines of railways comprised in this Association, including the bridges, also all points of connection with other lines and transportation carriers; also all classification yards on both sides of the river; also all west side yards and district deliveries of coal on the west side of the river, the distance from each connection on the east side to the center of the bridges, and the distance from the center of the bridges to points of delivery at yards or districts on the west side, with the number of tons of coal delivered at each point specified for the calendar year of 1912. This map also shows the area included within the dis- trict of St. Louis and St. Louis County to which the railroads apply the present 52-cent rate on the bituminous coal from the so-called Inner Group of mines in Illinois, and demonstrates that this Association and the carrier lines place all industries on the tracks of the Association in the St. Louis district upon the same rate basis. ,” This map is the Association's Exhibit Number 7. s Č, a Q}.T.Will you explain that—map?-- A. Here is the Mississippi River, to begin with, right through there. It shows on the east side the railroad connections, as marked. Here is the Illinois Central, the Belt Junction, the Southern Railway, Broadway, East St. Louis & Suburban, St. Louis & Belleville Electric, St. Louis & O'Fallon, Louisville & Nashville, Baltimore & Ohio, Vandalia; then coming in nearer to the river another connection with the Vandalia, and in here just north of the Relay Station, connection with the Illinois Central, Southern, Mobile & Ohio, Louisville & Nashville, Baltimore & Ohio Southwestern, Vandalia; up here at Venice a connection with the St. Louis, Troy & Eastern ; over here at Brooklyn connection with the Wabash; up towards Madison connection with the Litchfield & Madison, C. P. & St. L., the Clover Leaf, and here a connection with the McKinley Line; at Granite City, connection with the Granite City- Madison Belt Line. º .*- & The classifying yards, beginning at the south with the Garden Yard of the Wiggins Ferry Company; that has a capacity of 1,242 cars, and that is situated at the South end of East St. Louis, near the new munici- pal bridge. Then comes the Ranging Yard, just north of the Relay Station, which has a capacity of 2,986 cars; then over towards the river, still farther north, what we call the Upper Yards; they have a capacity f i * wºrée -ºxºº. wrº- n-jºº wº *** ~~~~ wº w * \ 32 Terminal Railroad Association of St. Louis of 949 cars. Then farther north is the Madison Yard; that is the Madison Classification Yard; that has a capacity of 4,484 cars. That yard contains substantially 40 miles of track. We have also team tracks beginning way down in the south on the East St. Louis connecting line, the Belt Line, the Corncrib Switch, with a capacity of 10 cars; that is right out in the country. And the next is the Tenth and Church Street Yard, with a capacity of 5 cars. The next is State Street Yard of the Illinois Transfer Railway, 7 cars. The next team track is the Madison Team Track with a capacity of 12 cars, in Madison. Then up to the north the Granite City Team Track with 37 cars’ capacity. The Granite City Yard is a little over 3 miles from the center of the Merchants Bridge; here is one mile from the center of the bridge, here is two miles, three miles. This marking shows four miles, which is a connection with the McKinley Line. Following this red line, which is the Merchants Bridge & Illinois Transfer Railway. This is Merchants Bridge. Around to the Madison Yard shows two miles from the south end of the Madison Yard to the center of the Merchants Bridge. This distance is three miles, four miles, - the Vandalia and Baltimore & Ohio connection being a little over four miles from the center of the Merchants Bridge. The connection with the St. Louis & O'Fallon is a little over 5% miles from the center of the Merchants Bridge. The connection with the St. Louis & Belleville Electric is about 6 1/3 miles. The connection with the Southern a little Over 7 miles. The connection with the Illinois Central a little over 8 miles from the center of the Merchants Bridge. Now the distances from the Eads Bridge, the center of the Eads Bridge, are less, of course, because of its being more direct. The con- nection of the Illinois Central, Southern, Mobile & Ohio, Louisville & Nashville, Baltimore & Ohio Southwestern, Vandalia, at what they call the Ranging Yard, is a little over a mile from the center of the Eads Bridge. * That point just immediately south of the Eads Bridge, the Big Four Station, 5 miles south of the center of the Merchants Bridge. Now on the west side we connect with the Burlington at Tyler Street, along in here; about at Tyler Street. The connections with the Wabash, Missouri, Pacific and Frisco in St. Louis is at this point here, 22d and 23d Streets. The connection with the Iron Mountain is made down on the levee here, with the St. Louis Transfer Railway; and the connection with the Rock Island is made at 11th Street. Now on the west side we have Classification Yard on the north at Bulwer Avenue. That is considerably north of the Merchants Bridge; nearly a mile and a half from the pier there. Another at Bremen Avenue, immediately south of the Merchants Bridge. To go back to the Bulwer Avenue Yard, it has a capacity of 240 cars; the Bremen Avenue Yard has a capacity of 484 cars. The next Classification Yard is the Mound Street Yard of the Wiggins Ferry, with a capacity of 279 cars. * - Testimony of W. C. Stith, Traffic Manager * 33 Team Yards—West Side, are: ** •. Capacity, Cars. Dorcas Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Barton Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Lesperance Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 Miller Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 Chouteau Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 Tenth Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Twelfth Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 Gratiot Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 Sixteenth Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 22nd Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .* 17 Compton Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 zº Carr Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Florida Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Tyler Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504 N. Market Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Branch Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Grand Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Antelope Street. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Florissant Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Union Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Easton Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Spring Avenue (St. Louis County). . . . . . . . . . . . 10 Ladue Road (St. Louis County). . . . . . . . . . . . . . . 11 Q. What district is comprehended within the confines of that heavy red line running towards the outer edge of the map? A. This line, which begins on the north, with the Burlington at - Prospect Hill, extends to the Wabash at Jennings, the Wabash at Eden, the Rock Island at Olivette, the Terminal Belt Line at Edgebrook, the Frisco at Shrewsbury, and the Missouri Pacific at Continental. It shows the territory within which the through rate of 52 cents per ton on coal from the Inner Group mines in Illinois to St. Louis applies. In other words, it applies to every track within that area. Q. Now, Mr. Stith, what is the territory comprehended by the switching limits in East St. Louis, shown by that map, to which the 32-cent rate applies 2 A. That extends from Dupo on the south here to Granite City on the north. This territory covered by the 52-cent rate, and included in this red line west of the Mississippi River, contains 571 miles of railroad track upon which these coal deliveries are made. Now the average weighted-haul of the Terminal Railroad Association from its point of connection on the east side to its point of delivery on the west side on coal is 8% miles; the average weighted haul from those same connections on the east side to deliveries in East St. Louis, Granite City and Madison, is an average of 3% miles. \ * 34 * Terminal Railroad Association of St. Louis’ Q. Mr. Stith, which is most remunerative to the Association? A. So far as the Terminal is concerned, their business handled on the east side is more profitable than that handled across the river and to the west side deliveries, even though there is a substantial difference in the switching rate or allowance made to them. In other words, the Terminal gets 10 cents per ton for their east side switching and double that amount, 20 cents, for the west side. Q. And then which is the most profitable switching? § A. The east side, because the facilities through which it moves can be more cheaply and easily operated. The service through this part of the land (west side) down from the Merchants Bridge and from Florissant Avenue, clear down this River Front to Arsenal Street, is one congested business district which is crossed by many open streets going down to the river, and in many places there are business houses, particularly in the upper part here and along in the southern part, some parts of the southern part, where there is active business between the railroads and the river so that teams are going back and forth, all the time, and there is a great volume of business originating in this river . industrial section. It is practically the most congested part of the city of St. Louis, and that is also true of the deliveries that are made in the so-called Mill Creek Valley as far out as the Terminal rails reach, out to Compton Avenue; it is a network of tracks that are busy all the time. Q. Mr. Stith, can you give the number of miles of railway track in the district included in the St. Louis rate adjustment on coal as shown by this map? A. I think it is 571 miles—575 miles, if I may correct that. This mileage is made up of the * *r, —& Milese Terminal Railroad Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126.98 Missouri Pacific & Iron Mountain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207.84 Rock Island. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * ~ * 22.6 M. K. & T. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 19.41 Frisco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50.1 Rock Island & Frisco Terminal. (That is a joint property right up in this congested Carr Street district, Biddle Street.). 2. C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.93 Wabash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81.8 Q. What is the total mileage? A. The total is 574.66. Q. So that an industry located anywhere upon any of the lines of railroad within this switching district in St. Louis gets a 52-cent rate? A. From the coal mines in the Inner Group in Illinois to all the tracks within this area. * Q. Mr. Stith, is there any inter-line switching in the East St. Louis district? That is, does the Terminal deliver cars taken from one of the Standard Roads to another Standard Road? g N - \\ § sº | § ºs-- sº § \s sº 3. \ sPRING-E-AVE. º `s=sºtorway only sº \ § # is \ A.” § \s \ & º º S / y – C * sº Tºss ^ | ºr º Z & S \ | * *\ - & N \ º N \ §c º O \ | ~TTSTT575± _-ºoº a 2. # º \ –7” s £i W / NMAP L = woo P : \ / > / T--_ºx 3| * \ / º 3| Z / // W / W F E/R G U S on --- W __–—-T T--~~ roassºr \_* 2% —-rººf T-_ W 2^ / WA X- T--~ \\ _^ / old Florissan'ſ =#| Road/ ! / | / iſ ſº \\ |AE \ } W º, \ /N *\ } / 'N 2\ \ /. N E. #| || sº w * | Aoºse" # - N * S. / N T--— à | g `s / N § Zºsavs. N ... *GsHighway N * l | | F- W: `s W. | is......Y | - | 3 || "... ) \ || S >, / W ---- N. | s GARºx | N / \\ * | 2 | – | * S./ }* * - ºt |; EX H B | T 3 /~. eew f °ow. / \, | : L. E. G. E. N. D. / \ -> - FROM ILLINOIS CENTRAL R. R. IN EAST ºr. T º Boul. º LOUIS, IL.L., TO BARTON STREET YARD || IN ST. LOUIS, MO., REQUIRES 1 Locomotive and crew from I. C. R. R. to River tº a L. W. A. R. W. * | ch Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 miles tº en E. T. F. R. Y. * | 1 Locomotive and crew to classify in River Yard. - | - yº - | 1 Locomotive and crew from River Yard to - Z - | Xx Transfer Boat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4 miles - \ E ANAS T - - ' ' ' ' '. * In - - – BROADWAY Z C. A. R. O. N. D E L E T 1 Transfer boat and crew from the eastside to the B E L L E F () N.T.A.. I N E & - / NS west side of the Mississippi River... . . . . . . . . . . 1.4 Fºes c E. M. E. T. E. R. Y. º, \ If N 1 Locomotive and crew from Transfer Boat to %. \ W. BETHLEHEM \ \\ Miller St. Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 m les > - _-- -- | N. 1 Locomotive and crew to classifyin Miller St. Ya. 2. ~ N., 2^ l 1 Locomotive and crew from Miller St. Yard to -—ººlºº. - | 2. - - * º l Barton St. Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 miles 23° *~ _* * N | 6 Locomotives and crews and 1 transfer boat 23° 2TsºrTours ºozukº Northwestern R.R. tauntlington) N N. | \ | - - - - - - - - - - - - - \ | \ l \ | \ l \ \ | \ | A | Tºº-- | T--~ *~ l T--~ `s | T--~~~ YSS --~ N. | >\ *~ % # r- º: mi ~ - - *] *> º 2] N- - al ^. - Sss 3. >~ !.5 Şs_4/F A L L N G #! *~ c; - SA s P R N G s º `s ~ ..] ‘ºs i *Pºs - & Cº. ºl -1 | | | I SSNs | §s I SS | | §s | N. §s - ^. Sºs | - ^ § ~ - N. *~ ^. NS *~ | | X § `sg.s | - G R A N T ENS iTY 2, *s Tºss, / * * *. ſ | ºu / 2 ^s * / : : ( 2. ºğ `s / Q) N % Ş `s / #1; __`_L^ N §, Yºs / o: E -- *----- & Y-> / r go º 4× - §3 ~ Z > O : º *\, `-> / \{[[w L. Lo wis Elz º %N *S *- / - W to : \ Şs / s I 313 : ºš / - s O 1 ºu El *>s / /* - ** = 5. \s *** - - º - | {\. - % # `s | - *\º | . `s | #Wº : 3. \s | - Z Wº: \s Šs Z gº | SS | S. | z *W* < SS Ş | Z º \, - ~ NS | S$. | / º º \s § c. ~ / 3W. | Şs | Terminal R. R. Ass'n. of st. Louis. = \ f - º : Ns Right of Way . . . . . . . . . . . . –––––––– | | º/3. 3W. | ^^ | Other Railroads . . . . . . . . . . . . . — | /* = º \; - N \s | woodward & the Raan Paintins/co. St. Louis, Mo | / | *\\ - * * T Z | | \ \ / |ELMWOOD | \ \ Z | \ \ _^ | \ N 2^ | \ `s Z | *~ / / \ T- / % \ N. / º N Zºº \ \ | Zº \ | Zºº \ / © \ \ …” % º \ º º Leº LA +. % º \ 2. : Lº cº- Q. / | -- Zº º |L- -- º § º \ –?” ; Z8 º / | 3. /* º \ / 2-1 | | * zº º *~ | º / g º wº /º → *- | c º * º Tº \ f | 2 ul -- $ -- º º -1 º Tºss- + _2^ º º N = ſi- : T=s * _^ % º \ º | \s. ~ % \! t | | S. - S. 2^ *~ / s \ —H··-AWE. ^ssºr ºw.,..., 39 z’ N. co \C L º Fss-º-º--- / / N / * YT o N sy T------ s / \ O N. U / | S \ 3. * \s / T _-T-—— \ 2. & Ss N | % L-33. N \ | l º * N \ | º 223° N \ sº §º º ~ N \ …" N \ cº Lu º \ | _Tº Tºº goº \ \ ºž \ §§ º \ - - o º: 2 º Z \ s #| W / ^ M A P L E W O O. D 5| \ Z **- N º \ / \ **~ : ~& # \ / / // W | W F E/R G U S o N : –--~~~ __--T T- Flosssant \_* 2. º X- T--~ \\ 2’ / olo eLoaissant-Fºº / | / | / J- iſ ſº |AE; \\ / N / N —ave - *N \ N N / \# Tſ- *GsHighway Ys W. º: S \, \ *AR1,RA EX H || 3 || T 14. LE. G. E. N. D. FROM CHICAGO & EASTERN ILLINOIS R. R. IN MADISON, IL.L., TO ST. GEORGE STREET IN ST. LOUIS, MO., REQUIRES / * | &- tº a L. W. A. R. Y. / * | -*. 1 Locomotive and crew to classify in Madison C E M ET. E. R. Y / N | Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . / - | 1 Locomotive and crew from Madison Yard to / \ || Nºw Mound Street Yard of St. Louis Transfer Ry. 3.8 miles 2. \ | / E ANS T W 1 Locomotive and crew to classify in Mound B E L L E F 0 NTA IN E --> – BROADWAY / • * * * Nº | T \ Street Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ºw * & \ ſ/ N W 1. Locomotive and crew from Mound Street Yard - tº F. M. E. T E tº Y K % - If \\ to Miller Street Yard . . . . . . . . . . - - - - - - - - - - - - 2.2 miles _^ ^, ^ \ \BETHLEHEM - - - - - - - –------- r - **----- i Locomotive and crew to classify in Miller Street - 2. * 2- Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 1 Locomotive and crew from Miller Street Yard N to St. George Street. . . . . . . . . . . . . . . . . . . . . . . 0.8 miles N. - N 6 Locomotives and crews for a total distance of 6.8 miles \ Exclusive of switching mileage in the yards. \ \ \ \ \ k T--~~ T-> T--~~ `s T-J a: º º : SS- * `s 4/F A L L N G . SSMV S P R N G S % -s === 2----- %. Sºare sº--- º- | I | M A D 1's o N | : | | | \ N | - \ No SS - - Nº. º ~ & / | N §s ^ ^s *g, º - / º \ §§ ºf A .2 ºš. Yº- / SS3 : ( 2. S$3. / - \ X8. ź & Tº / º 3. \ *X. L/ $3 *~ A - N *NS ill- N. $3 *~ / * : 5 `-- Nº-Hi * --- --- §§ ~ º *- -- ---- - º / 2i; N N # º & `-- / - P. O. N N I º * Sº Y-> / + l2 N º º *S *- / 2 : *N 2 N *:SS Z -- º). O * & N 5 \ & Sº / 519 º = #! *>s / ^ - : § | º °N #! `s | º ~ 2. \s | * TS | S. | 54s 3. \s | 2 | § | - § | | | Šs | NS | SS | - ~ NS, | S. | - º >SS | SS | * -- SS - SS | ...] Şs | Terminal R. R. Ass'n, of st. Louis. = \ Š|| : N | Right of way . . . . . . . . . . . . – | Si | S/# \ m Nºss i Other Railroads . . . . . . . . . . . . . –––––– | fill ſº º N\ss wooowano & Tiennan Painting|co., st. Louis, wo. S. ſ // §§ : A SS, I | e Nst |--~~ T---- *~ c A R o NNP E L E T N \ 4. | º : #s N NMAP L = woo P ºs- º N. º-_ C/7). 1/M/7& *> ---. > º *~ *X *~ *:N. | | # |ELMWOOD |PAR / \ 2^ 2 \ c …” * \ r * "...A 2: …" º º *\ # 3. Exclusive of switching mileage in the yards. º *- .* Tºss & t | | T \s <> 3. | \ spring-- ſº issºtorway on. sº \º L. A y + O N | T-----sº S gº iss - S. N- C º iss º * SS N ºx s º O \ É \ * 5 | \ / º W Z > W Z §l W / 5. \ / T-Q -l \ F E/R G us on T---—. - | - T--- Florissant \ */ !--—s X- T--~ \ ^ | \, T--____. r^ / N. __----T | olo Florissant—Hao”/ _` Nº. º | 4. ~ *.º || /* 2^ & II As Z S. º \\ / N / N, awe U ATY - AºN SP / N / N / \ ^ - / * \# 2^ W. 2^ W : 2. W: / Wà & / W g’ \ S. / W Sº / W ad - o %, >. º 23 _* EX H . B - T 15 ~ />. *" | *s T - / - | *6, / \ || I L. E. G. E. N. D. *** / - || N / FROM LITCHFIELD & MADISON RY, IN MADI- Wiseo. / \ # SON, IL.L., TO GRATIOT STREET YARD C. º || \ | IN ST. LOUIS, MO., REQUIREs - - - - - - - - \º. | N \ & S. tº A. L. v A. R. W. º | N \ ſ 1 Locomotive and crew from L. & M. Connection º º \ / to Eleventh Street Yard. . . . . . . . . . . . . . . . . . . 7.7 miles º tº E → E ºr e º y w || - 1 Locomotive and crew to classify in Eleventh | F Avs. Street Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 1 Locomotive and crew from Eleventh street | savs. Yard to Gratiot Street Yard. . . . . . . . . . . . . . . . 1.2 miles // A. 1. Locomotive and crew to place on various tracks II ve. in Gratiot Street Yard. . . . . . . . . . . . . . ------- - _\BETHLEHEM 4. Locomotives and crews for a total distance of 18.9 miles 2'ſ l \ § | § §s - SS *~ - §s *~ | -- § - Tcl-FIELD || || \ \g. : ޺ 33NNE&tion º Ž is ºss N ^Sº \ - Nº. zº ºS º | \ ^g. N | N ul / Ž º *\s - \s : \ º A 9% *\g Ys *SS3 Nºx - - S$o *~ als º Ş. N \ || Z\ \g Yº- 5 *~~ - N========= >==^____ $º `s : *- ==TF------ ----- - Sº 2i; ~ N °. # *> *śg. `ss / El; \, \! \, : °3′N. *śs - o: Q 2. N § %. 5- - & O Kox N º : #1 °. N O - º N < - - N. / ºxx N º - 3. \s ſ - ºx N o Hi \s ſ - A- Ys & º º Şs * N | | sº N . §s sRN 5.5-> NS 3. § : *~ \ | Ş. >\s | "S *QSS | § | Nº. § / - | Şs | Terminal R. R. Ass'n, of st. Louis. = \ / -- : NS | Right of way . . . . . ------- ! § M Ns i Other Railroads. . . . ------ | | S} | Li Mits *\. | N S | | | Śl *i. º : - woodward & tiennan printingſco., St. Louis, Mo. I - | ** / - º OOD | \ \ …” Z IPAR | \ \ _^ | \ \ Z \ --~ / / \ T- / \ Tºs % \ N | zº \ \ | 23 \ \ / %’ \ \ 2^ º \ \ * /. …” / *\ \ 2^ uſ /* º \ / : º § º \ ſ | % /* *\ N | - | > c /* * *~ s º | º * % *\ T-J | cº- I § ºss- & A /* *~ : *>> o º º `s | | | iss.” o -- c --~ 2 *\ \ | : | \ -Ave. X Şssºrts: way only s?st 2^ % \ y 5 \0 L A y + s? T-Hs. 2^ N. / sº & Yºs 2. N U / | S \ º * \s / \ O \ / * § *ss / S % - 2:1 \ I # º W N | 3. 2& º- N \ sº ăs W \ | º 23 º' N \ sº F5 + W A \ | \_3° Nº. A sº \ 3& _\ W / \ I __--TST, TETSTEFIF & `s \ s:// \ : #| (/ \ Z --~~ º - $2. 5 y \_y % is *S* \ M. A. P. L. E. W. O. O. D. : | \ / / > \ *—- N. 5| W / __^ --> T--~& - W A Zº --~~ N ºs- 5| // W F EAR G us on °N. Tº--—cºrrºwry / W Z *~ º -- | --~~~~ \_* / `--> ºx Fl - _--" T-- FLQRissanºr—A- Z/ > * > | # __zz--T T--~~ W … / N \ |--— - __--ºººººº- X- T--~~ \ …’ / \ -- --- N \ `s ---T | & oi-0 FLORissant: | */ N \ | / º º - * \ 2"2~ - ©. º& J- | Á * \ \ / 'S gº |/? \ º \\ ~. V" º º, N N º N - Nº. →awe. 2 ta º voassº N L *! | `s N # - N * l `s \# T-- * / Ave. ~ \. N º ~ \\? - º Tº º sout, - Wº N \ iſ e >. W | 4 ||...º iſ S >, \ | -- *0Taxican \ | N / 11 leosº | 5 || * | \! ~ / P" | = | *- * % sº II | < \\ *" />, * | | -- \ S& º - º: \\ EX H I BIT 20 9& / \ | : \ \ - # > \ \ / | | 3 \ \ I LE GEN D . \ | v \ / **** St. Louis, T Roy & Eastern Ry. IN VENICE, IL.L., To sixTEENTH strºBET YARD IN ST. LOUIs, Mo., REQUIRE's º tº A. L. W. A. R. M. sº / º | tº E ºn E. T. F. R. A. / N | 1 Locomotive and crew to classify in Madison / \ | Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . Z - | 1 Locomotive and crew from Madison Yard to – BRoadway \ / Eleventh Street Yard...... . . . . . . . . 6.9 miles B E L L E + 0 x T.A. in E - - - ſ/ ," E. Ns T W tº E M ET. F. R. x. * °, \ If Z c A R o NNg E L E T \\ *** - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ^. %. \ _\BETHLEHEM *N. \ 1 Hºocomotive and crew from Eleventh street -º- 2 *. N - …” *----- \ Yard to Sixteenth Street Yard. . . . . . 0.8 miles 2^ *. º N., 2^ 4. Locomotives and crews for a total distance of 7.7 miles 0° F A L L 0N N º - -º-º-º- Exclusive of switching mileage in the yards. *S- SS SSS_4/ F A L L N G - S P R + N G S t i & - $. SS §s | §s | §s - | : & § º- | § ºs | NS c | N Y-3-3 | - Ž ºš S-3 s | - ^ *š Yºss | | g / 2 & c. Y--> | - : K 2. ^g Yº / - | SSº *~ ſ º / N. S$s. ~ / - # Il-2 ~ \g, Ys / o: E g ZX & Y-> / r" ºn - &2× c. $º *~~ / El O ; º * >§§ / 5.2 # \ * . X\s / o: 3 : #! ºš / #| *X N *. 2 3. s º -: A . °N \ º 2. Ş. / º N N | **śs \ s \s 5- - S. I . NS | N \ - S$s. \s - º N - | | Ş. | Terminal R. R. Ass'n. of st. Louis. - N | - NSS | Right of way . . . . . . . . . . . . ==== | > */ . - NS Other Railroads . . . . . . . . . . . . . ––––––– | - º Mits | N \s | I ſº 2\\? - A. I // -p *\\ - i- woodward & T-ERºwan Painting|co. St. Louis, Mo- - |- \ \ / - º OOD PAR \ \ _2^ A | \ \ 2^ /A / \ >~ / r …” - º \ Tº ſ ñº *\ 23 \ N ſ 2% º Zº \ \ / 2 : Zº \ \ º /$ …” //* º \ _2^ | --- º \ 2. | & º / | si º % *\ \ / N > % /* *\ \ / \\ % Aft * \ | º o \ Aft º T- | # = | S § -$ % ºs \ L->~" | § Tºsss & --- K * \ \ 2T ſ : Tºss Š _2^ º \ } 5 | SS / _2^ % *\ | t | Şs a § 2^ % \ / s: \ | spring—HE-AVE. & Ssºtorway on. * 2^ > / o \** A yr on & T-----sº / \ O N / | \ .* gº iss / - - co *- ~ S. / T -T--~~ \ A C & & SS k f S % * …T N \ | º º * - sº N "… \ 2. _2^* N. \ - º %N N | ºn ~3° N & ºn ° N º N \ — vº N \ ºft # º O , W | _--T St. Louis MEFENSW 8. \ & Ž \ : _\ * W Z \_A- % =\} \ º 3| (/ \ / / % --- NA/ ^ M A P L E W O O D §l W 2’ ~ * - ºl W Z - o / N *~. & #! W / º #| // W / / W F E/R G Us O N ___---T T--~~ Fionissant \ = aoko Ž |--— __-º" X- T--~ \ _2^ / | \ ----|- T----- --~~~ G EASTON Ave. olo Florissant—HF*/ _--~~ C YARD ! / -* - _2^ Nº. S- || 4. ~ º 2." 33. º II As 2. \, : # > S. | ^ N | / N *~) w wº. As \ Aoass” Nº U SP -2 `s / N - N --- / G *sco sº Y's / \. / T-Q s's - ^ W 3. / N Avs. \ W. — N W \ …”2^ Wº: 7- *GsHighway & \ 2^ \: § - / 3. / § º >. / W. ºissouri sº - w S N. / W "...º.º. E. X H º T 9 & > / ARDEN º / iſ acº &W, - A º L. E. G. E. N. D. ow . - - />. *** I/ **śoºs & 9 FAILoN RY.IN East sr.”. / "º / \, | LOUIS, IL.L., TO EASTON Avenue *... . / \ YARD IN ST. LOUIS COUNTY, *s. - MO., REQUIRES 1 Locomotive and crew from St. L. & o'F. | | Connection to Madison Yard. . . . . . . . . . . . . . 3.7 miles 1 Locomotive and crew to classify in Madison Yard --------------------------- - - - - - - - - (! A I, W. A. H. W. tº F in F. T. E. R. Y - - - - - - - --------- " " - " "._" : * * * 3.0 miles Z \ | 1. *...*.* crew to classify in Bulwer º | B. F. L. L. E. F. on T.A. in F. Ž–ssoadway 1. Locomotive and crew from Bulwer Avenue / º tº F. M. E. T. F. H. Y. - \ / Yard to Easton Avenue Yard............. 5.1 miles 5 Locomotives and crews for a total distance of 11.8 miles Exclusive of switching mileage in the yards. º ^s F. A. L. L. I. N. G. ~- SSAA S P R N G S º | - 3. i : - N º - - * Y- N o -- \s º s - N S. *śs N 9 §s : ºs, NS S. ~, NS, SS > SS SS • SS SS - SQSS N - Ş. \ | NS Terminal R. R. Ass'n. of St. Louis . = \\ - NS Right of Way . . . . . . . . . . . . ===F | N | Other Railroads. . . . . . . . . . . . . ------- p NS, | LiMIts \ Nº. : A Nº. 1 woodward & TIERMAN PRINTING|Co., St. Louis, Mº- Testimony of W. C. Stith, Traffic Manager 35 A. In the handling of coal? Q. Yes. A. There is practically none of that service, for the reason that the lines bringing the coal in reach either the Terminal or the V. & C. Belt of the Southern Railway, or the Southern Railway, and delivery is made with one charge on that account; there is no intermediate service. Q. Does this map show the yards of the Association and its sub- sidiary lines? A. It does. Q. Does it show the car capacity of each of those yards? A. Yes. Q. Is this 52-cent rate that applies to this entire district an advan- tageous arrangement, so far as the consumer is concerned? A. Yes. The application of the rate of 52 cents per ton on coal in carloads from Illinois mines in Group 2 to this entire district is an advantageous one for the consumer, as it gives all industries located therein a wide choice in their purchase of coal, insuring a dependable supply of fuel at all times at a transportation charge alike to all indus- tries in the district. The single rate for the entire district is not only a great advantage to the consumer, but also to the mines operator in figuring the sale of his output, as each knows exactly where the other stands, so far as the transportation charge is concerned. Q. What would be the effect if the non-proprietary lines were charged a greater rate by the Terminal Railroad Association than the charges to its proprietary lines? A. It would place the operators of coal mines on non-proprietary lines at a disadvantage, unless they absorbed the difference in the charge and in this way carried the same through rates from mines as would the proprietary lines. º Q. Have you prepared any blueprints showing detailed movement of cars from representative connecting lines on the east side to repre- sentative delivering yards on the west side? A. Yes. Q. Do these exhibits show the detail of service required in making these deliveries from connecting lines on the east side to industries or tracks on the west side? A. They do. Q. How many plats have you prepared showing these representative movements? A. Thirteen. Q. File one of those as Exhibit 8, and explain what it shows. A. This is a móvement from the Illinois Central connection in East St. Louis down to the Garden or River Yard of the Wiggins Ferry, through which the coal is classified. It is then taken out of the yard and handled by transfer boat into the Miller Street Yard on the St. Louis side of the river. It has to be classified there and is then moved from that Classification Yard by a switch engine and crew up to the point of delivery at Barton Street. * Jº- \ $. * x * 36 Terminal Railroad Association of St. Louis' Now this requires one locomotive and crew from the Illinois Central to the River Yard, that is a distance of 3 of a mile; it requires one locomotive to classify in the River Yard. Examiner Eddy: Mr. Stith, that is all explained on the exhibit. A. Yes, sir; I thought some of these gentlemen would like to hear it explained. Examiner Eddy: We will show it to them. . Q. Mr. Stith, I will ask you now to file as Exhibit Number 9 another movement and explain what it shows. * A. Exhibit 9 shows the movement of coal from the St. Louis, Iron Mountain & Southern Railway Company from Dupo, Illinois, to Barton Street, St. Louis, via the Conlogue to East St. Louis, via the Wiggins Ferry, requiring the service of six different engines and crews and-boat transfer across the Mississippi River, the distance hauled being 9.3 miles exclusive of yard service. Q. Please file Exhibit Number 10 and explain that. A. Exhibit 10 shows movement of coal from St. Louis, Troy & Eastern Railroad in Brooklyn, Illinois, to Dorcas Street in St. Louis via the Wiggins Ferry Company, requiring the service of six different engines and crews and transfer boat service across the river. The dis- tance hauled is 6.7 miles exclusive of yard service. Q. Please file Exhibit Number 11 and explain what it shows. A. Exhibit Number 11 shows movement of coal from the St. Louis, Iron Mountain & Southern Railway in Dupo, Illinois, to North Market Street, St. Louis, Missouri, via the Conlogue, East St. Louis Connect- ing Railway, Merchants Bridge Route and St. Louis Transfer Railway, requiring the service of five separate engines and crews and bridge service over the Merchants Bridge across the river, the distance-hauled being 15.3 miles exclusive of yard service. Q. Please file Exhibit Number 12 and explain what it shows. A. Exhibit-12 shows movement of coal from the Illinois Central Railroad in East St. Louis to Compton Avenue in St. Louis via the Eads Bridge, requiring the service of three separate engines and crews and transfer service across the Mississippi River over the Eads Bridge, the distance hauled being 4.3 miles exclusive of yard service. * Q. Please file Exhibit Number 13 and explain what it shows. A. Exhibit 13 shows movement of coal from B. & O. S. W. Railway connection at Willows, Illinois, to Easton Avenue in St. Louis via the Merchants Bridge, requiring the service of five separate engines and crews and transfer across the Merchants Bridge over the river, the dis- tance hauled being 10.5 miles exclusive of yard service. Q. File Exhibit Number 14 and explain what it shows. A. Exhibit 14 shows movement of coal from the C. & E. I. Railway at Madison, Illinois, to St. George Street in St. Louis via the Merchants Bridge, requiring the service of six separate engines and crews and transfer service across the Merchants Bridge and over the river, the dis- tance hauled being 6.8 miles exclusive of yard service. Q. Please file Exhibit Number 15 and explain what it shows. A. Exhibit 15 shows movement of coal from Litchfield & Madison Railroad connection, east side, to Gratiot Street in St. Louis via the . 28 3. i SS w - * . º - wº - | \s N º l *... // I S. 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As O T-_ No / \ N. * >> 7. | \ss sº - | / \ `--~~ _^ - % S A is ſº | / \ *-* A. / sº^*=== Fss / *saw- ºntºids | / Sº - S$ Z Ž SS o _^ & SS- * --~~ sº ºss- º --~~ & -> x-L^ c $/ # o 7. | º 9 * : 5/ i sy/ \ . - csº \º 5. º Z \& 2' tu 32 º 2 : º \. 2^ 3 sº W. 2^ A \, ! | s! # Šs sº º --~ * - -- º al issº | C SPRING—|-Ave. XŞss sº a way on sº \* * * * * on 3. T========sº \ & >S \ sº sº Şs - \ &” * $ Şs º C * sº Şs 5 º & S 3e º º N F5 º \ #= ºx \ - s & W : (/ W Z * M: A P L = w O. O. D. 5. W Z º º W / 3| W / 5. W Z / // W / W F EAR G us on _- T--~ Flossssºr \ —- road Ž ----- olo FLoaissan'ſ | Road/ | / | º * J- II s \ \ II As º /s A º º º /\ 3 / N = / N —ave º! Asassº = . / N s / N - / N T- = / \. - º \# º - W. oul. - º: || >, / 3. º N | | >. / W- Tawi- - º!" | \! N / W * f \ / S./ º l_soº Ex-H - B - T 10 /~. * || / \, | LE. G. E. N. D. / \ | FROM ST. L. T. & E. R. R. IN BROOKLYN, IL.L., / \ II To DORCAs STREET YARD IN ST. * Iſ LOUIS, MO., REQUIRES - \: | c - L. W. A. B. Y. - | 1. Locomotive and crew from Brooklyn to River - Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 miles C E - E + E_R -. ^. SS 1 Locomotive and crew to classify in River Yºi. \ | A E. Ns T \ 1. Locomotive and crew from River Yard to - | can 3 No e Let \ Transfer Boat. . . . . . . . . . . . . . . . . . . . . . . ..". " . " 0.4 miles \ | N. W 1 Transfer boat and crew from the east side to - // N the west side of the Mississippi River. . . . . . . 1.4 miles \ # \ N 1. Locomotive and crew from Transfer Boat to - { BETHLEHEM N Miller Street Yard . . . . . . . . . . . . . . . . . . 0.5 miles. \ --> --— | | N 1. Locomotive and crew to classify in Miller N º vº --- N l N Street Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -—º-ººrºº: - N | 1 Locomotive and crew from Miller Street Yard TS_ _2^ N | to Dorcas Street Yard. . . . . . . . . . . . . . . . . . . . . 1.1 miles ~Tsºr, tours reokuk & Northwestern R.R. (Burlington) - \ - \ 6 Locomotives and crews and 1 transfer boat N \ | and crew for a total distance of. . . . . . . . . . . . 6.7 miles N. \ | Exclusive of switching mileage in the yards. | \ l \ T----- A | - T--~~ | T--~~~ YS T--~ Y--> T--~ ~ N. >\ S7. C. A. H. O. K. I. A º ºn tº - H5 º: F * a: & : *Sº- - Yºss ſº A L L N G * SS3 º SSAA S P R N G S c; - § SS N | §§ §s - *s §s N. § --> > N >~ - o R A N T Bºsc TY 2) \s `ºg N Ž & º: , / N 27 *š. Nºs. / : g ( 2% ^se *~ / º º ^ º: % §, Ys. / als \ Ş. /N º, | Ž \g. Yºs / 2:5 ~~~ ^s-Hees--->==% Şg Tº O 1 º' ~ ==FF=--------H------ & S3 / r" go º: º SS3. / El; N \ || 2 || > º Tº Z E. z. º & º 2 º *\ *~ / o: Q º N % = \ ^ 519 º SS º 3. º: º / - %N. NS º - - *S | - º N º - 3. \s | - - A- N. N % 5 SS S. | *> \ 3. N. | **ś- N o: §§ | y : w **Tº \ 3. \s | z | º SS - § z > SS- S. | / > SS \s >SS l § | / | S$ § | / º - Şs | Termina ºn. Ass'n, of st. Louis. = \ | §/; - Nºs. Right of Way . . . . . . . . . . . . ======== | 7/~& LiMits | NCSS Other Railroads. . . . ------- wooDWARD & renºvan Paintinaſco. St. Louis, Mo. I | º-p - Nºs | I - - S. | \ N - \ \ / |- \ \ 2^ |ELMwoop \ \ _` |PAR / \ Tº / /..) o º \ is / c 2^ \ Zº \ N / # / ‘...A 26° \ \ | ...” *\ Zºº \ \ p/ ~ | ~ \ \ ~ 22 | /. *\ \ …” –23 - /* - …” - 2 r: | (* º \ 2^ : _3 c Zº c. - > | % Z$ º \ / # -2 c | º /* *\ / |-- -- º Zº º \ _* | Liu * A.§ %\ \ / 2^ --~~ N - \% º `--~ | º / \] Z *\ --~ | < u 2--" *\ º \ 3. 3. º - \ º *~ . ! - Sº ~ º O N - - – - *>- º _2^~ % *\ g - # T==ss sº /~ \ : \ Sssſ - C º - - - Z S i <> / N U \0 L A y To N sRFING AWE * S=º of ===s* Ts f S * " _º TN \ \ | .* sº \s \ * …** > \ / # – C * º s’ Ss. \ | --~~---—— \ – ~3° N \ sº ā- º - & \s | _- ST. Louis MEWFTIsºs. > º #: o & N \ _--" \ & \ c º _* 2. • sº 2. 35: º \ *-- o `s \ */ Z \ + + N Z `s 2 > \? \ was lew #| W z *~. N. O C. D. : \ / - Z 3| \ / &S-- 5 W º T--—-— ºr Lºs y // \ / W Missoukr Botanical, GARDEx Ex H . B | T 11 LE. G. E. N. D. FROM st. L. I. M. & S. RY. AT DUPO, IL.L., TO NoFTH MARKET STREET YARD IN ST. LOUIS, MO., REQUIRES 5 Locomotives and crews for a total distance of 15.3 miles Exclusive of switching mileage in the yards. / F EAR G U. S. O. N. 7 / W - *- oap ---T FLORIssant \– a --~~ - ---Tºsº R.R. T---_ W 2. - T--~~ \\ 2 * *----- Q-0 Floatssant—HFºº / |/º N N E. - *N* >, / N >. / N *ws >, 2^ W: - N, * \ : >/ ao” / >, see” # / | / \ | º | - & | tº A. L. W. A. H. Y. * | tº E. M. E. T. E. R. Y. \ | \ | - ſ H E L L E + 0 NTA IN E BRoadway \ | º - - tº Y / C E M ET. E. R. W. \ / \ _\serºlehe” * 's 2^ - 1 Locomotive and crew from Dupo, Ill., to River 1 Locomotive and crew to classify in River Yā. 1. Locomotive and crew from River Yard over Merchants Bridge to Mound Street Yard, St. Louis, Mo. . . . . . . . . . . . . . . . . . . . -- - - - - - - - - - 8.5 miles 1 Locomotive and crew to classify in Mound Street Yard. . . . . . . . . . . . . . . . . . . . . . . -- - - - - - - 1 Locomotive and crew from Mound Street Yard to North Market Street Yard. . . . . . . . . . . . . . 0.3 miles 5 miles 0" F A L I, 0 M *------ *~ 3. - 3. ST- - i. M. & S. RY. N º connection N #| \ N * > . C. A H o K I AN El *~ - in ~ o: * | >~ o: - 2. > -: º iss 3. `s s S_{/ F A L L N G #! > > SSAA S P R N G S El > |. * > > e * | ‘º o º * > ºl *ś : *ºs - - r u - l Sº > | - S.W. § | - | § # | Ş. § | Ş | ~ -> | ~ § | - | § | - > § | ſ ^. | § - ſ !/? N. § --> / - \ N | > § Tºs / - \ N g - > N ~C. s / N Ş3 lii Var* * * * * Ž ºs Yºss / N & 9 | \ ^. *Š §§s / - \ Nº. || Y g / 2 }S ~ / 1. \ * SS$ ^ : K Ž *SS3 ~ Z - ^ & N ^ /N So / 3:3 >~~ ^_^s-->==& - \g Y-> - / * 1 ſº ~ SE ------ --z------ &. - / > O N N & - º & / - N. & *. : ‘zº &\S$3. / 512 & N º º o, Sº *~ - o: Q 2. N. N º z & N. S$ *- / "… N º FE *\S | 31 O ox § º: \ «SS | - - - %N N & 3. El ºš - - º N % > : NS | - A- ^ N % # Ş | Z | ºs \s 2. § | Z 54 sº- N | S Z - sº Sºº- N o SS | Z - *5-> N 3| § Z - ~ SS | S$ | ~ S. Z 1. < S | S | - - / ~ S. | S | / | Y&s | \s > N. | 7: : § Terminal R. R. Ass'n, of St. Louis. -- \ -a ºr co Right of ----- woodward & TierNAN PRINTingled., st. Louis, Mo. | /* = | Ns 3. º:... - . - - - TI S. Z / |ELMWOOD …” |PAR --~~ | | | || * / \ / 2^ *A º *\ / # 2. "...A - º * \ | 2^* *A / 2^ | __ | 2^ _2 | 2 # = ; | / * –-2 | _* - / --~~ s | 2^ \s *~ | º / º 2- --~ | c - § *~ ºr º c º- \ - | º ul --- º _-T N -: ºl- Tºss 39 2^ \! t § S 2^ / 3. sPRING -AWE. / issºor. ay onlw 39 / ------- / U / | __ S / - - / SS N | f § SS N \ | §º #e N \ | ---------- 3.2 #; | __-- s}^\ g? ºf- W \ _/~~ s}Z \ $ _\ W L^ Y N M A P L E W O. O. D. 5| W Z ZT N *-. N : \ / Z N *~. & § | W \ Z / ^ *>. 5| W \ / ſ º *> T--—- cºrrºrs / \ / \ \s º **-*. | \ F E/R G us o N \\ Yºss º 3. \\ oap Z/ *~ N :^ *_\-" 2^/ N --- \ N \ T-- \\ 2. 2. / ^ --~ N - –-T -T - – L-Road A N …” N - --- - - old floatssant=|F N---- N N _-TS, || / 2^ | A. \ ~ II ſº \ 2^ II Af Z /* N /N N w wº. L º / *N } U N / N ~---- / \ / TN / Wä - N 2^ W. SAT- Tf- *GsHighway W : = 2^ / W. - Z 3: Z MISSouri W 2. Botanical, W GARDEN \\ # * EXHIBIT 12 ** || \ \ - L. E. G. E. N. D. | *= \\ | Fºols. CENTRAL R. R. IN EAST st - | } . N. N. / LOUIS, IL.L., TO COMPTON AVENUE YARD wº- || A-T \\ / IN ST. LOUIS, Mo., REQUIREs wº | * \ / - -- - &” C. A. L. W. A. R. Y 3. ~7 Tº \\ / 1 Locomotive and crew to classify in Hump Yd. º º -*--~ *ö, \ / 1 Locomotive and crew from Hump º to º C E M ET. E. H. Y N || GRawa ſ Compton Avenue Yard. . . . . . . . . . . . . . . . . . . 4.3 miles cº N - || Z < \ % = ave, 1 Locomotive and crew to place on various tracks 2. Z \ || / E. Ns T *wks, % - in Compton Avenue Yard. . . . . . . . . . . . . . . Z | / Tº - - - H E L L E F O N T A 1 N. E. – BRoadway // G. A R O NYAD E L E T *onero, ſ/ºve. 3. Lºcomotives and crews for a total distance of 4.3 mies * - --- 2 o - // N // RAws Exclusive of switching mileage in the yards. w tº E. M. E. T. E. R. Y. × * \ If 'Cº N N. º A N - c - - ºw | | *3Rd \\ \ | |Pººl *~~~ A * **rº sy T---- T-s -Sº | 5 º § | : $ ^. | - | | C. A. H. O. K. A N ;|;f º: -- º : º Sssº(; ; ; H . . . . - S P R N G S º *s, º, Fl ºss - º $º g . º 5 * º º S. er § - - ſ § § | NS N. § N. §s N. $ST- > NS *~ > Šs >$3. G R A N IT ENS TY / \s S-3 sy. N. *š `S-3.3 *NS ~ L- 2 $ *~ X; * 9% *g `s als \ Ş N | Zººs §3. *- H! 5 `s ^_^ s lº N. \g. *~ 2i; > N º, # º ºš P. O. N S * 5 º ºš. * 512 & N % - & N. *SS - O ^ N º 5- * & º º N. 'º- ...S 519 º NS : 5. - ºš - %N N * : ; *S º N % º § - ox N Fy. -: NS - º- Ys \s o 2 N º N NS | sºss \s o §§ - Rwº- N o \s | >\s \s - >\s is - S. \s Ş S. Terminal R. R. Ass'n, of St. Louis. – SS : NSS Right of Way . . . . . . . . . . . . ––––––– Wºm Nºs i Other Railroads. . . . . . . . . . . . . ––––––– LIMIts M. N. S. | Woodward & TIERNAN PRINTING|Co., st. Louis, Mo. | - - ! * - . \ YS I |- | \ / \ _2^ | \ \ 2^ * Z } \ \s / º \ º ſ yº \ N ſ º \ \ / Zº \ \ 2^ § \ \ …” /* º \ 2^ /* %) \ / º % º \ / *. º º \ / o /* 2. *~ | º % º \ T- | -- º ºt. ~ - $ 2. ~ \ | 2T * º ^ # º - o” _^T % - : spring-- º: ==gº ºs .” % 3 C. L. A § XS .* --> \ff \ M A P L E W C o D : W / --~~ _` \ "º--_2x # W / - N º #| \ F E/R G us on Z ...~" N &S- W A --~~ ~ ºX --~. - -—ºr Łºſis f \\ ad // ſ 2^ `s º **-. #: º __---T--~ Florissan, \** 2’ / \ *~ º _--T T--~~ 2^ * ...” º --~~~~.º. T--~~ \ \ º \\ !---> | | -----Tº" R X- --~ \,-- / N % `s –ºs Qeasºn Ave. alsº ones"--"/ \ *... 2 >~ ||Y}*º | / \ --~ % - _* -- - § ** * N ~ > º D. º || º S -º \ X 2~ ~~~ - ©. * J- || $ \ -/ * Af S. * º \ - \, /\ \ N. / N *~ N / N wº- \ - `-- - /(*N | / L / U º -z `s / N | / T - °oss-co. W 3° `s, / \s \ * S ~~~~. / Wis? >, 2^ Wº: \ / / SAVs. \, …” Wº: —ſ º >, 2^ \\? --~~ & Tji= "assighway & \, Z \\? ...~-- | * / gº N / W E / > º s `s / * ..., : EXHIBIT 13 * ~ / |* º º % • W gº º \ |º OW / > f iſ š \\ # LE. G. E. N. D. A. / \ } º : \\ /* FROM B. & 9 sw. R. R. At willows, mill. To *. / \ H º \ \ | EASTON AVENUE YARD IN ST. LOUIS º / \ // : \\ / COUNTY, Mo., REQUIREs / wº- } - \ \ / 1 Hocomotive and crew from willows to Madison *. || N. N. / Yard. . . . . . . . . . . . . . . . . . . . . . . . . 2.4 miles ** tº A. L. W. A. R. Y º, N º || \\ * Hocomotive and crew to classify in Madison ºn. H N \ ſ Yard. . . . . . . . . . . . . . . . . . . . . . . . . . tº F. M. E. tº E tº Y - | ~7 \j/ 1 Locomotive and crew from Madison Yard to \ | --~ Bulwer Avenue Yard. . . . . . . . . . . . 3.0 miles Z - | 1 Locomotive and crew to classify in Bulwer Z BRoadway \ // w \ Avenue Yard. . . . . . . . . . . . . . . . . . - he L. L. E rid nºt a i N. E. º \ ſ/ * 1 Locomotive and crew from Bulwer Avenue - - I / G. A º § § E L E T \ Yard to Easton Avenue Yard. . . . 5.1 miles C E M ET. E. Rºy \ºteºs" N \ 5. Lºcomotives and crews for a total distance of ions ºiles \ ^. W Exclusive of switching mileage in the yards. w T-- *--~~ `-- - T-S SS \ º - is : in Nº. - El ^. C. A. H. O. K. 1 A - ºl N º Él º 3. º > c5 º ^s ăl SS_{/ F A L L N G Él * S P R N G S | *> - - * u #! ‘ºs : ~! ºs 2 - *> S º º AE § 3. -- § 3. * Ş. - $ w - S$ § - 2^ | \, | ~ - \ : - > § º- \ N ^ > N `s 2 \ SN || || N T Y \s Yºg - \ \g | * G R A N T ENC 1 Z *X Sº - N ޺ | `s 2 *Šs Tº | N &Sº, i > g / / *śs *~ \ *:Nº. 11 N # ( 2. ~$3. Tº : \ º $º {\\ Nº. | % §3. Y--> \ *S& N ºx | Zºº, S$3. *~ 3|s N *NS ^__N. Lº N \g *~ ..". P. >~~ R======= ------------ - & Ys 2. # `s N °, # º ºš *- El O \ \s º # *N *& 512 °N N º º: 4. Ş o: 2 Kox NS % 3. 3 *Š O O 2 N. N º - > § - - - º N º - g Ş & - ºx N Fº 5 NS - *N \ ^ > § - *~ § § q= sºs Ns º `s *Wºrs- NS º S$ *Tºss N § - N Šs §s º | NJS `s - >\s | \s - ^. - N | § Terminal R. R. Ass'n. of St. Louis. = SS Right of Way . . . . . . ------- : N | 3. Raiiroads. . . . . --- § > FM. . =i) \ | N \ | 2^ Śll Žº º - x \ i - / - ** - | º SLI / - * Woodward & Tiennan *k. St. Louis, Mo. I _ - 7. º OOD / |PAR …” - _2^ /...) ~ 2^ *\ Z ~ * \ / 2" *\ / º / | / | * | _2^ | | / s! # / \s | o % | 3 º - º \* N \ º - iss.” sº -* - ^S. º o 2T * \ : spºrting—HH-AWE * issºg, way ====s.” …” º s º S. …” o / o & ºSS * % sº & SS 2^ / S º § `s Z \ * - S. / - & § Şs / f * C Z* sº N i- % º / § ^ O - W N | #5 ºx W / \ | §§ *\ gº \ / \ | _-T TSFTSTS-Fºr - s : (/ W / \ A-T N. M. A. P. L. E. W. O. O. D. : \ Z -7 N § \ / sº --~~ - * 3| Ay \ F E/R G U S on Z *S *~ —-—ºrtiºrs / - W mono / Z *&N. - Tºº-, al _--" T-- rionissant \ = 2"/ ( > ºx T'S | ——ºgrºñº X- T--~~ \\ …” / ~ -- *—— – \ olo Florissant-l */ N | / \ 4. \ - J- | Aft N. TS - /* s_^ \ º \ \ ^ \ I >. / \ º: *- –aw N | *N | I N | * "S N | * N. / \# \ - | | N \ T-sº | º --~~ - ---" Kı NG s H. G H wa Y N ºN \ * s o L L - ºws - - \ \ *e.* N. / W3. - & Missouk S `s W Ao - - RI S N / º # Rotaxical, \ / sejº" GARDEA EXHIB T 16 - ** { º ^ ** | s / "A | º S / - # LE. G. E. N. D. *oº, / \ | : *** **3, Cºf IELD & MADrson sy. In / - | : MADISON, ILL., TO COMPTON AVE. YARD wº | 3. IN ST. LOUIs, Mo., REQUIRE's W. | 1 Locomotive and crew from L. & M. connection tº a L. W. A. R. Y. * ſ tº 11th St. Yard. . . . . . . . . . . . . . . 7.7 miles F. M. E. ºr ºr R. Y | | Hºmotive and crew to classify in 11th sº. Ya. tº £ ºn - | 1 Locomotive and crew from 11th St. Yard to \ | Sompton Ave. Yard. . . . . . . . . . 1.7 miles \ | 1 Locomotive and crew to place on various tracks - ºn tº BRoanºway - / in Compton Ave. Yard. "" - R E L L E + 0 x T. A º, \ # * Lºcºmotives and crews for a total distance of... 9.4 miles tº E. M. E. T. E. R. Y. %, \ WABETHLEHEM Exclusive of switching mileage in the yards. - _- ----- S. : * > -: - | C. A. H. O. K. I. A º º = à is º º > º 9 | ~ 3. > SSs. #! º \ss_/F A L L N G Él ^ *śſ s p R n a s º *> g * | *ºs < 3. | º Bºº s : - º N 5 ...] º §s : ºl *~ N º §§ ºr £| S$ | § | N | | §s I ~ | § *> I N. § º- I N. N. | ^ § *~ I Nº. - §s *9, a º: | ^ 2% *&s S$ I in J ºS. *~ | u 2 *SS3, *~ I ^. : ( 2. S$3, Yº- | : \ º M N Ş *~ / \ *X. N \ \ §. Y- / * 3: N *\s ============% & Yºs. / - | P: *~~ S== ---- 3 zºº. *SS3 *~ / o: E > N º - º *\, `-- / r" ºn N N * # º $$. Z - El O N. N % - &NS / - El 2 *N § º: º: \ - & / of Q ºx N º ? El *\s / 3|O º NS º 2 : \s / --- º N *. 3. § / - º \ º 3i § A - - º N | `s ſ | &A **śs N 3. §§ I - -- ~ NS | \s | - - > SS | § | > SS S. | > SS S. ~ N. | S. | / - NSS | Terminal R. R. Ass’n. of St. Louis . = | z | Şs | Right of Way . . . . . . . . . . . . ======== | / : `s one Railroads. . . . . . . . . . . . . TI | / / Nº SS | / 3/ *- N. SS | / j/º. Mits *\\? A SS 1. | | /* = * : | | ſ/ *\\ I | 7/ woodward & Tieraan Paintinaſco.; St. Louis, Mo. I W Z - | |- 2^ |ELMWOOD --~~ |PAR _* —A ~ Z / \ / 2^*\ / - …’ * \ / ; _^ ...A ſ 2% º º … | 2^ 2 a 3 | / 2 - 22 : | / ill-T. - / 2-1. | g 2" | § 2-’. Tº \ f | : sº N | - # *==== sº \ # ºl. ~ss º / s: \ S$ / | ſ ~ \º A y ro N 3PRING-E-AWE. º issºw: ºnly sº / & S. / GREgg \ $ # TSS / | station --- * * iss | cº- º * > \ss Lu % º & fie º § SS Ž" §§ º O º N \ #* *\ & N \ s _\ * \ \ # NMAP L = wood ; (/ W / ">. 2. | W / ~. 4× 3. W Z *s-, # W / > º& T--—- ºr ºrs % W / °s º - "- | \ / > º § \ F E/R G us on N. - N - - _--TT-- \ \ \ – # __-----T T--~ FLORISsant— W_* 2% N \ | Tºs | ___--- ſº R.R. X- T--~~ * N \ | - __-s: T --~~ \, … / N \ | N___---T & N \ | ~ --~~ * g * ol-D *-Fº / N \ | _2^ N_2 * / \ \ | 2. 2^ º, 3. J- | $ M \ / º º * "S 3 `s / N ...] º As - WN wº- º / U V. L/ -2 >, / oassaº -n *T--—— £, Od .N. / N / TN g! *śllo Sº > / N - / N º / sº S. / \s - - S. - - T- *GsHighway N . Ž Aws >, 2^ # tº soul. g/ >, 2^ Wº: M N | § ºl N. 2^ W. - ISS0 N º 3. ; ) º Y \ || gº = >. / W* *: GARDEN \ iſ S N \ º NN. º & `s / \ # \ f EXHIBIT 17 *o, "S / W Lao” | § \\ | SAI /S *} º: \ \ $ A, se / "A ** | : \\ | L. E. G. E. N. D. *..., %. / \ / º } …” \ \ ſ FROM LITCHFIELD & MADISON RY. IN MADI- 4}. / || A-T º N / SON, IL.L., TO GREGG STATION, ST. *oo. / \ || L^s \ NN / LOUIS COUNTY, MO., REQUIRES - / º, | --~ / °ºss o \ N\ / 1 Locomotive and crew from L. & M. Connec- sº tº A. L. W. A. R. Y / 3. || º º \ \i/ tion to Madison Yard. . . . . . . . . . . . . . . . . . . . . 1.6 miles º / - - *- N\ ºfano / 1. º and crew to classify in Madison sº tº F. M. E. T. F. H. Y N W Z. --> Avs. arºl . . . .." " ' " " . " " " ' " " - " " " - " .. " " " … " ". . " - / G .. jº T - T \ *wkswº % 1 Locomotive and crew from Madison Yard to D E L E Cows 7% save Bulwer Avenue Yard. . . . . . . . . . . . . . . . . . . . . 3.0 miles - 2Z Tow / - 1 Locomotive and crew to classify in Bulwer º is e i u º F to nºt a 1 N. E. 2. Avs. Avenue Yard. . . . . . . . . . . . . . . . . . . . - - - - - - - - tº E. M. E. T. E. R. Y. v2. ſ 1 Locomotive and crew from Bulwer Avenue - - N º 2. Yo - ſ Yard to Gregg Station. . . . . . . . . . . . . . . . . . . . 12.7 miles –aº” ^ %. | 5 Locomotives and crews for a total di º ~ %. stance of 17.3 mile º ~ | Exclusive of switching mileage in the yards. * So F A Lo N \ . 2. * 2s \\ P A R K. 23° = RD =\ * 23° 2 st. Louis Keokuka horrºsº. (BURLINGTON] \| ". BULWER YARD /. 2^ ^ - º - w ſ 18th Sr. o Z ~ 7. …” 2 T---- `s |ſº º º …” 2 *--- ///5 º - º 2^ 2% *-- *~ t º: co - C % º º º T-S |g § 5 § 2. º 22% 7. 2^2 º SS § 3 ; ; * 2 & 2 /* $ __ \\ W | s s 3. º 2^ - 2 * $ | | || i % _` _* 2^_^ r Ż iſ #1 S- s|s º **- º --~~ º --~ - W º | #1 *- Tº shoao Tºrºsr * 2° º - \ve 2 | 2] *~ way º \\ Z" _--~~ 1. 2. | Él *Rosº || > #5 *_- d \\\ – s * > ". - R º ~ |* 2! S _ ==3 \ |- ^s 3. Sºs -º-º: - \ iº - --- `s ſº A L L N a #| AS 5|||ſt - I N \ |. 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N * Nº # 2 "ºs º - O Cy - \ *\º | N u | Ž ^s S$ 'S - \ SS ſº Y : G 2 *S$3. ~ als \ & N \ | 2 \gg `s - N. º- º - N o ** .#5 *~~ N – s—e L/ > \g, `s º 2i; Nº-F====== −, cº / P O N N º : º & Sºs / - N 2. º º & / Fil 2 & N. º º o, **S *~ N. º " . § 7 Flº *s N. & 3 Äs I w º - - "Tº I *º- : *N \ %, 3 § l *// º NS º 2 § ------ --~ N § j/; $4S'ss- N N. SF/ - *wº s- NS o N S. S/3 - R. Tº N. o \s | #/; *~ Nº. \s § >\s §s | º : Ns \s - M. ca. sº | \s \s §/º : § Terminal R. R. Ass'n, of St. Louis. - N | $/; Ş. Right of Way . . . . . . . . . . . . ======= woodward a tennan Painting/co-, sr. Louis, wo. /* = | N\s | Other Railroads. . . . . . . . --- / : N \ . w > 1. g # H \ M. A. P. L. E. W. O. O. D. N *~. º º o *S--~ ~ *X ~ º ~ *X T-– – - \ *GsHighway N Tº Nº. | N. N. º: Missourit: º: Rotaxical, *: GAR1) "... * EY --- /ST. Louis *º * * s N / - * --> ~ º °45′S.- -* - >~~~~ *Sºrrº. º: T-—— T --~ : S N º N 5 ~7 --~~ / A. A. A ^. - \ / E. ANS T c A R o NNP E L E T F A L L N G °oweror Z/ºve. --~~~~ N. N 2. SM s P R N G s - *> 2 *oºs *…*. - *&^ - | *śs 9 | *> al *N / al Lº - | 'o. | *s | | | ſ | | z | z | | l / / / / • *- / - / - / / / - / - / / Z / / / ſ | - | | | / | / | / l | / | / / | | | | woodwano dº tiennan PRINTingſco., St. Louis, Mo. I / º G. º ; | | 5. EXHIBIT 13 LE. G. E. N. D. FROM ST. Louis & O'FALLON RY, IN EAST St. LOUIS TO SIXTEENTH STREET YARD IN ST. LOUIs, Mo., REQUIRES 1 Locomotive and crew from St. L. & O'F. Sonnection to Madison Yard. . . . . . 3.7 miles 1 Locomotive and crew to classify in Madison Yard - * * *-* * * * * * * * * - - - - - - - - - . . . . . 1 Locomotive and crew from Madison Yard to Eleventh Street Yard. " - - - - - - - - - - 5.9 miles 1 Locomotive and crew to classify in Eleventh Street Yard............ . . . . ." 1 Locomotive and crew from Eleventh Street - Yard to Sixteenth Street Yard. . . . . . . . . . . 0.8 miles 5. Locomotives and crews for a total distance of 11.4 miles Exclusive of switching mileage in the yards. | \\ - \ | \ \ : \ | N N \ \ als o: E tº 1 go Elż 512 # i ; * F E/R G us on W FLORIssant =\ : § § § i SS * S$ N | G R A nºt every º º g M ſ > \ i Terrminal R. R. Ass’n. Right of Way . . . . . . . . Other Railroads. . . . . . . . * * * $ Testimony of W. C. Stith, Traffic Manager 37 Merchants Bridge, requiring the service of four separate engines and crews and transfer service over the river across the Merchants Bridge, the distance hauled being 8.9 miles exclusive of yard service. Q. Please file Exhibit Number 16 and explain what it shows. A. Exhibit 16 shows the movement of coal from Litchfield & Madi- son connection, in Illinois, to Compton Avenue in St. Louis via the Merchants Bridge, requiring the service of four separate engines and crews and transfer service across the river over the Merchants Bridge, the distance hauled being 9.4 miles exclusive of yard service. Q. Please file Exhibit Number 17 and explain, what it shows. A. Exhibit 17 shows movement of coal from Litchfield & Madison connection, in Illinois, to Gregg Station, St. Louis County, Missouri, via the Merchants Bridge, requiring the service of five separate engines and crews and transfer over the Merchants Bridge across the river, the distance hauled being 17.3 miles exclusive of yard service. Q. Please file Exhibit 18 and explain what it shows. A. Exhibit 18 shows movement of coal from St. Louis & O'Fallon Railway in East St. Louis to 16th Street in St. Louis via the Merchants Bridge, requiring the service of five separate engines and crews and transfer across the river, over the Merchants Bridge, the distance hauled being 11.4 miles exclusive of yard service. Q. Please file Exhibit 19 and explain what it shows. A. Exhibit 19 shows movement of coal from the St. Louis & O'Fallon Railway connection, East St. Louis, to Easton Avenue, St. Louis, via the Merchants Bridge, requiring the service of five separate engines and crews and transfer service over the Merchants Bridge across the river, the distance hauled being 11.8 miles exclusive of yard service. Q. Please file Exhibit 20 and explain what it shows. A. Exhibit 20 shows movement of coal from St. Louis, Troy & Eastern Railway in Venice, Illinois, to 16th Street in St. Louis via the Merchants Bridge, requiring the service of four separate engines and crews and transfer service over the Merchants Bridge across the river, the distance hauled being 7.7 miles exclusive of yard service. Q. Have you the current tariff of the Association, Number 23–G, I. C. C. Number 98, effective May 1st, 1913? A. I have. Q. Please file that as the Association's Exhibit 21. Examiner Eddy: It is filed with the Interstate Commerce Commis- sion? A. Yes, sir. * Examiner Eddy: It is not necessary to file it. Just refer to it in the record. Q. Since you are not going to file it, Mr. Stith, please make a state- ment explaining it. º A. This is I. C. C. Number 98, Terminal Railroad Association of St. Louis, East St. Louis Connecting Railway Company, St. Louis Belt & Terminal Railway Company, St. Louis Merchants Bridge Terminal Railway Company, St. Louis Transfer Railway Company, Wiggins Ferry Company. 38 Terminal Railroad Association of St. Louis In a statement made by the Business Men's League witness yester- day this tariff was referred to as being evidence that the Terminal Rail-` road Association treated East St. Louis and St. Louis as one common district. The composition of this tariff shows that it treats separately the rates which apply at St. Louis in one part of the tariff, then under separate heading it treats separately the rates and deliveries at East St. Louis, and the Trans-Mississippi rates. The information up to page 11, inclusive, is simply an index to the different facilities, the different switch locations and connections; then beginning with page 12 are Inter- state rates that cover the movement of traffic between the east and the west bank of the river and these Trans-Mississippi River rates just referred to are referred to in what we call section 2 of the tariff. On page number 16 begins section number 3, under the caption of “Switching rates in Missouri”, and under that head are included all of the switching rates in Missouri, on pages up to and including page 20. On page 21, under the head of section 4, are provided the switching rates in Illinois, and they are shown on pages 21 and 22. The balance of the tariff is taken up with general rules that apply alike to both sides of the river, with possibly some few exceptions. Now the rates on the west bank of the river, the Missouri rates, are subject to the jurisdiction exclusively of the Public Service Commis- sion of Missouri. The rates on the Illinois side are subject exclusively to the jurisdiction of the Railroad and Warehouse Commission, as at present in office, but after the first of the year the Public Utilities Com- mission. - The rates on the Interstate movement are, of course, subject to the jurisdiction of the Interstate Commerce Commission. Now this tariff is published by the Association in this shape for con- venient distribution, for the reason that it is placed in the hands of sub- stantially every railroad east and west of the Mississippi River, in addition to being placed in the hands of almost every business man in and around this section of the country. * Q. Mr. Stith, as I understand it, it shows comprehensively the intra- state rates which apply in the Illinois Switching district, the intra-state rates which apply in the St. Louis switching district and the interstate rates applying between the two cities? A. Yes, sir. Q. Have you any data or comparison made with the rates charged by other bridge and terminal companies between points where a river intervenes? If so, please give reference to them with such other infor- mation as tends to establish the reasonableness of the present charge of the Association. A. That the rate of 20 cents per ton charged by the Association is reasonable and just, is supported by a comparison of charges made by Other bridge and terminal companies connecting other cities where a river intervenes, but in none of these instances is the service rendered, either in length of haul or in any other way, comparable with that performed by this Association, for the present charge of 20 cents per ton. I specially refer to the following tariffs: s + *...* Testimony of W. C. Stith, Traffic Manager 39 I. C. C. No. 3902, Kentucky & Indiana Bridge Company, I. C. C. No. 22, local rate sheet number 17, carries a rate on coal of 25 cents per ton, minimum 20 gross tons, on shipments between Louisville, Kentucky and New Albany, Indiana, on traffic handled locally between those points or on traffic having origin or destination at those points and which passes over the bridge. I. C. C. No. 4068, Tariff 711-, and I. C. C. 4064, Tariff 712-A, of the Louisville & Jeffersonville Bridge Company, shows a rate of 25 cents perſton, minimum 20 gross tons, on shipments between Louisville, Ken- tucky and Jeffersonville, Indiana, on traffic handled locally between those points or on traffic having origin or destination at those points and which passes over the bridge. - Rentucky & Indiana Bridge & Railroad Company Tariff No. 18, I. C. C. No. 20, Louisville Bridge Company List of Bridge Tolls No. 17, I. C. C. No. 2, Louisville & Jeffersonville Bridge Company Bridge Tariff No. 5, applies on through traffic not having origin or destination at either Louisville, New Albany or Jeffersonville, and names a rate of 10 cents per ton on bituminous coal passing over the bridges 1mentioned between New Albany or Jeffersonville on the north side and Louisville on the south side of the Ohio River. This, does not include any terminai service. Norfolk & Western Railroad at Kenova, W. Va., rates included in Illinois Central I. C. C. 3902, applying on through traffic which passes over the bridge, names, on Iron, Pig, and articles taking pig iron rates, per ton of 2240 peunds, 25 cents per ton. On articles not otherwise specified, any quantity, 2 cents per hundred. This would make a rate of 40 cents per ton on bituminous coal. C. & O. Railway Car Ferry, Ashland, Kentucky, between Ashland, Kentucky and Ironton, Ohio, included in Illinois Central I. C. C. 3902, on through traffic only, published by the C. & O. Railway as a division of the through rate and not published as Interstate rates, we find the following: brick, fire; clay, fire; per ton of 2000 pounds; Iron, pig, billets, blooms, wire rods and slabs, per ton of 2240 pounds; 25 cents per ton. All other classes of freight 2 cents per 100 pounds. There is a stipulation in this tariff to the effect that the charges mentioned will cover delivery to all tracks, sidings and switches on the Iron Railway in Ironton, Ohio, on carload freight. C. & O. Freight Tariff 12293, I. C. C. 3518, C. & O. Railroad Company between Cincinnati, Ohio and Covington, Kentucky, Newport and Day- ton, Kentucky, to or from connections in Cincinnati, and via the C. &. O. Railway Bridge on bituminous coal, 50 cents per net ton, minimum $10.00, maximum $12.00 per car; anthracite coal 25 cents per ton, mini- mum $5.00, thaximum $8.00. Coke, 50 cents per ton, minimum $10.00, maximum $12.00. The rates apply on carload traffic interchanged with railroads in Cincinnati which may be destined to or coming from points beyond Cincinnati delivery limits. The connecting lines of the Chesa- peake & Ohio Railroad are stated as being the C. C. C. & St. L., C. H. & D., Cincinnati Northern, and Erie. The C. N. O. & T. P. Railway is reached at a charge of $1.00 per car additional. i 40 Terminal Railroad Association of St. Louis Louisville and Nashville Tariff of Arbitraries No. 2, issued by the Louisville & Nashville Railroad, applying over the bridge of that.com- pany between Cincinnati, Ohio and Newport, Kentucky, on through traffic which passes over the bridge. Coal included under the head of “Articles not enumerated” 2 cents per 100 pounds. Between Henderson, Kentucky and Evansville, Indianá proper, when for or from beyond, coal, coke and sand, minimum 30,000 pounds, 2 cents per 100 pounds. On through, traffic passing over the bridge, coal, per ton of 2,000 pounds, 10 cents per ton. This rate on through traffic does not include terminal service. Kansas City & Memphis Railway & Bridge Company No. 5, I. C. C. No. 1, provides rates over the Kansas City & Memphis Bridge Railway Company, crossing the Mississippi River at Memphis, Tennessee, on through traffic only, coal, bituminous, 1 cent per 100, minimum $3.50 per car; coal, anthracite, 1% cents per 100, minimum $3.50 per car; coke, 1% cents per 100, minimum 36,000 pounds. On these rates the Memphis Bridge furnished simply a roadway service. No terminals service is included in the rate. All of these Tariffs are included in Illinois Central I. C. C. 3902. Western Trunk Lines Freight Tariff No. 65, I. C. C. A-162, dated October 1, 1910, provides rates of transfer between Burlington, Iowa and East Burlington, Illinois. Clinton, Iowa and East Clinton, Illinois. Davenport, Iowa and Rock Island, Illingis. Dubuque, Iowa and East Dubuque, Illinois. Ft. Madison, Iowa and East Ft. Madison, Illinois. Keokuk, Iowa and Hamilton, Illinois. Lyons, Iowa and Fulton, Illi- nois. Sabula, Iowa and Savanna, Illinois. West Keithsburg, Iowa and Keithsburg, Illinois. West Quincy, Missouri and Quincy, Illinois. The rates for roadway service Over these bridges on soft coal in carloads is 1% cents per 100 pounds, subject to the minimum weight of the tariff carrying the through rate. The rate between Hannibal, Missouri and East Hannibal, Illinois; Louisiana, Missouri and East Louisiana, Illinois, -on coal, is 1% cents per 100 pounds, minimum $4.00 per car. Union Pacific Tariff 11,793, I. C. C. 2257, applying between Omaha, Nebraska and Council Bluffs, Iowa, provides a rate for service over that bridge between Omaha and Council Bluffs as follows: Soft coal, when originating at points in Iowa, Missouri and Kansas, $4.00 per car. Coal and coke, minimum weight 40,000 pounds unless marked capacity of the car is less, in which event the marked capacity of the car will govern, subject to minimum of 30,000 pounds, 2 cents per 100 pounds. This latter rate would apply on any soft coal which did not originate in Iowa, Missouri or Kansas. This tariff also applies between Council Bluffs and South Omaha over the bridge and in connection with the rails of the Union Pacific Railway, a road haul of four miles from Omaha to South Omaha, on soft coal, minimum 40,000 pounds, 1 cent per 100 pounds. - º: Coal between Jersey City, New York and Brooklyn is hauled on floats, usually carrying not less than six cars, from Jersey City to New York and Brooklyn deliveries within lighterage limits, the charge for this service being 25 cents per ton, whether handled by the floats belong- A*- 2 * ... Testimony of W. C. Stith, Traffic Manager 41 s g ing to the railroads or by those belonging to private parties. The Lehigh Valley Railroad, I. C. C. D-516, June 6th, 1912, provides this rate; and that railroad and the D. L. & W. and Central of New Jersey Railroad have a floating equipment for handling coal upon which they charge the rate stated above. The Philadelphia & Reading handles its coal to Point Reading, N. J., south of Jersey City. It has no floating equipment for handling coal, and is dependent upon private equipment for that service, upon which the same charge of 25 cents per ton is made for deliveries from Point Reading to New York and Brooklyn. The deliveries of this coal at points in New York and Brooklyn are restricted to tracks immediately adjacent to the water front, and do not involve a complicated terminal service. * Q. Will you please file a comparison showing the equivalent in mile- age of the Eads and Merchants Bridge of the assessed valuation of the coal-carrying roads entering East St. Louis? A. I will. The assessed valuation for taxation for the year 1911 in Missouri and Illinois for Eads Bridge (St. Louis Bridge Co.) and approaches, was $2,950,000.00; Merchants Bridge (St. Louis Merchants Bridge Co.), $916,666.00. Based on the report of the Illinois State Board of Equalization, 1911. assessed valuation for taxation for the roads named, the valuation placed on the Bridges would be equivalent to the number of miles shown. Valuation, Eads Bridge Merchants Bridge Per Mile. Miles. Miles. C. & E. I. . . . . . . . . . . . $17,727 166 52 C. P. & St. L. . . . . . . . . 7,643 385 T 120 Litch. & M. . . . . . . . . . . 9,000 327 102 St. L. & O’F. . . . . . . . . . 15,355 192 59 St. L., Troy & E. . . . . . 12,444 237 73 T. St. L. & W. . . . . . . . 11,067 266 i 83 E. St. L. & Sub. . . . . . . 7,210 409 127 St. L. & B. E. . . . . . . . . 12,985 227- 70 Q. Mr. Stith, have you any information as to the increased cost of material and labor in connection with the operation of the properties of this Association for the years commencing in the year 1902 and inclu- sive of the year 1913, as far as that year has gone? A. Yes, sir; I have. Q. Please give that. º A. This is a statement prepared in the auditor’s office and is a comparative statement of the prices paid for material and wages for the years 1902, 1907 and 1913. Cost of cross ties purchased, per tie: Year, 1902..... ". . . . . . . . 48 c first class 32c second class Year, 1907. . . . . . . . . . . . . 65 c first class Year, 1913. ... . . . . . . . . . 63.5c first class 45c second class - Per cent increase: 1913 over 1902. . . . . . . . . 32.3% first class 40.6% second class 42 4. Terminal Railroad Association of St. Louis Wages of, per hour: . Year. Enginemen. Firemen. Section men. Switchmen. 1902. . . . . . . . . . . . 35c 20 c 14 c 25–27–27-29c. 1907. . . . . . . . . . . . 40c 24 c 15 c 32–34–35–37c 1913. . . . . . . . . . . . 45c 26.5c 16.5c 35–37–38–40c Per cent increase: * 1913 over 1902. . . 28.5% 32.5% 17% 40-37-40-38% Q. Have you any suggestion to make, Mr. Stith? A. Only one thing more I would like to add to what I have said is this, that recently the city has been congratulating itself upon the use of the Keokuk electric power for use in its manufacturing activi- ties, and so far as the United Railways is concerned, which was a con- siderable user of coal, all of which crossed the bridges and went over the Terminal facilities, we estimate our loss on account of the shifting of the use of power from coal produced here in St. Louis to that pro- duced by water power at Keokuk to be about 275 -cars per week. It amounts in round numbers to the Terminal to about $5,000.00 per month. Q. That we have lost in revenue because the public utilities here in St. Louis get their power from Keokuk? A. Instead of making it themselves here. Q. Generating it from coal? A. Yes, sir. Q. I want to ask you one question right there. You understand the McKinley Line charges 10 cents for hauling coal from the east side connection over to the west side of the river. How does that service compare to the entire service performed by the Terminal Railroad Association ? Is it one-half of the amount, in your opinion? A. Why, it is not comparable at all. As a matter of fact I think most of the McKinley Line coal comes over the Terminal today; they haul but little over their own lines. Q. They publish it, though P A. They publish such a rate. They have no facilities for delivery on the west side of the river except a track that will hold a very few cars immediately under the approach to the bridge. Q. They charge 10 cents for hauling from one end of the bridge to the other; practically no terminal service? *}. A. Practically no terminal service. Q. They do not reach any industry? A. No ; none to speak of. Cross Examination. Mr. Crow (Counsel for Pulitzer Publishing Co.); Mr. Stith, I under- stood you to say in your direct testimony that contracts between the Terminal Railroad Association and proprietary lines and also the agree- ment of 1889 have been reorganized, reformed, signed and are now operative between the various companies named P A. I did. Testimony of W. C. Stith, Traffic Manager 43 Mr. Crow: Well, now do you mean to testify that they have been approved by the United States Court of Appeals? A. I didn’t say that. * Mr. Crow: You are aware of the fact, are you not, that these agree- ments as redrawn by the railroad companies have been submitted to the United States Court of Appeals and the matter of that final decree has never been passed on: t - A. I so understand, but I meant to convey the impression that the agreements had been revised in accordance with our interpretation of that Supreme Court decree. Mr. Crow: I just wanted that point clear in the record. It did not strike me from that statement that that was made quite clear. Now another statement that I understood you to make. I under- stood you to make the statement that the Terminal Railroad Associa- tion in all its history had made no profit whatever. A. I said that they had paid no dividends. * * Mr. Crow: Well, what do you say now P Have they made any profit or not? A. No. Mr. Crow: They have made none? A. They have paid no dividends; they are not operated for profit. Mr. Crow: Have they made any profit—whether they have declared any dividends or otherwise? A. Well, some years they make a surplus and other years they make a deficit. Mr. Crow: You spoke also in the first examination about the pur- chase of the Wiggins Ferry property by the Terminal Railroad Associa- tion. Will you indicate in the record here the price they paid for that property? You omitted it. *. A. I don’t know that I could tell you that. Mr. Crow: Well, in round numbers? A. Even if the Terminal did purchase the Wiggins, which I do not understand that it did. Mr. Crow: Do you say it did not? A. I understand that certain of the lines which are proprietary roads of the Terminal purchased the Wiggins Ferry Company. Mr. Crow: Does not the statement which you read from show that the Terminal Railroad Association in 1902 pledged the stock and mortgaged the stock of the Wiggins Ferry Company along with the rest of its property to secure the issue of 50 million dollars of bonds? A. I think it made that statement, but that pledging was made by agreement with the purchasers of the stock. Mr. Crow: Well, the Terminal Railroad Association is simply a corporation whose stock is controlled by the parties who pledged this Wiggins Ferry stock, is it not? A. Only in part; there are other members of the Terminal Rail- road Association which did not purchase the Wiggins Ferry Company's stock. * † Mr. Crow: Name the other companies. A. I can do that if you wish. 2. *A 44 -- Terminal Railroad Association of St. Louis Mr. Crow: Just let us get the record straight. , Mr. Pierce: I can state it, General, if you want it. . Mr. Crow: I am not interfering with him; I want the record straight. & * Examiner Eddy: You state it, please. Mr. Pierce: The Vandalia and the Cotton Belt own none of the stock. : Mr. Crow: The Vandalia is a member of the Terminal Railroad Association. Mr. Pierce: You say it is? Mr. Crow: Yes. * . . . . . Mr. Pierce: Well, I say it owns none of the stock of the Wiggins Ferry Company, and neither does the Cotton Belt. They are two mem- bers. Mr. Crow: Well, I understood him to say it was pledged by others than the proprietary lines, that were not members. Mr. Pierce: No. In the interest of clarity, if General Crow will permit me. Mr. Crow: Certainly. Mr. Pierce: The proprietary lines became the guarantors of the bond issue of the Terminal Railroad Association to secure a proposed issue of 50 million dollars of bonds, and they being the owners of the. Wiggins Ferry stock and guarantors of the bonds, pledged the stock which they owned and retained the title, which they retain now. Mr. Kramer (Counsel for Terminal Railroad Association): You mean some of them P Mr. Pierce: Yes, some of them; not all of them. Mr. Crow: Mr. Pierce, is not this a fact: that guaranty is limited to the interest and an annual sinking fund of $100,000.00 under the agreement of 1902? Mr. Pierce: And all deficits. Mr. Crow: Deficits in operation? Mr. Pierce: I do not understand that they guaranteed the principal. Mr. Crow: No. (Addressing Mr. Stith.) Did you find that? A. I thought Mr. Pierce answered your question so I did not go any further. Mr. Crow: Let it appear in the record then the statement that the Vandalia and the Cotton Belt own none of the stock in the Wiggins Ferry Company that was pledged, but that they are members of the Terminal Railroad Association. Mr. Pierce: Yes; the Pennsylvania, through its ownership of the stock of the Vandalia. g Mr. Crow: Through its control of the Vandalia Line? Mr. Pierce: Yes, sir. * Mr. Crow: Now can you state generally the amount that was paid for the Wiggins Ferry stock? A. No. Mr. Crow: You have no knowledge on that subject? A. I have no knowledge on that subject. *: ** +. * Testimony of W. C. Stith, Traffic Manager * 45 Mr. Crow: Now one other question. You gave a historical resumé of the Terminal Association and its affiliated and controlled cor- porations. I will ask you if that information arises from your personal knowledge of the affair, or is it gleaned from Mr. Taussig's report and history of the Terminal Association? A. I don’t know that I ever saw Mr. Taussig's history of the Ter- minal Association. Mr. Crow: Then answer the other branch of the question. Is it from your personal knowledge? I A. I collaborated this from the records of the Terminal Associa- tion. * Mr. Crow: Then it is information you gained from the records? A. That I gained personally. Mr. Crow: Did you examine the records of Mr. Vinnedge, auditor of the Terminal Railroad Association? A. No, sir. Mr. Andrews (Counsel for Pulitzer Publishing Co.) : I have one question I want to ask. Mr. Stith, as an experienced traffic man, such as I know you are, I want to put this question to you : suppose all the railroad companies entering East St. Louis and St. Louis united in buy- ing joint terminal facilities on both sides of the river, thereby creating one common united terminal for the use of each respectively, under those conditions would you not think that one common rate should apply throughout this common terminal? * Mr. Pierce: Mr. Commissioner, that hypothesis is not predicated on the facts. Mr. Crow: It may be. Mr. Pierce: 70 per cent of the coal is brought here by the non- proprietary railroads, or coal railroads, I think the record shows con- clusively. Mr. Crow: It is a hypothetical question. I could limit it to 15 railroads. I suppose all the railroads. Mr. Pierce: If you use “some” I have no objection to that. Mr. Crow: I will change and modify that and say suppose 15 of the trunk lines on both sides of the river, entering St. Louis and East St. Louis united in buying joint terminal facilities on both sides of the river, thereby creating one common united terminal for the use of each of those roads respectively, would you not think under such con- ditions that one common rate of those 15 lines should apply throughout this common terminal? A. Where would that rate apply from ? Mr. Crow: From any point on any of those roads that jointly owned and created this common terminal. A. You mean outside of the limits of this district? Mr. Crow: I say from any point on any of those lines. A. I would answer you no, I do not think so. Mr. Bryan (Counsel for Business Men's League): Mr. Stith, this assessed valuation, Exhibit Number 22, which you have furnished here, fias on it eight lines, has it not? A. I don’t think I counted them. 46 Terminal Railroad Association of St. Louis Mr. Bryan: Well, seven or eight, then? - A. Eight lines, yes, sir. 3. . . Mr. Bryan : Has it any one of the larger, lines on that exhibit? A. It has the Chicago & Eastern Illinois and the Clover Leaf. Mr. Bryan: It has not the Vandalia? A. No. Mr. Bryan : Has not any of the other large lines coming in from the East, has it? * * A. No. Mr. Bryan : Has it the Baltimore & Ohio Southwestern ? A. No. *t Mr. Bryan: So, as a general answer to the question, you will say it has not any of the larger lines except those you mention, the Chicago & Eastern Illinois? & A. That is right. Mr. Bryan : Why did you not get at the assessed valuation on the larger lines and consider those with the bridge assessed valuation ? A. I wanted to make the comparison showing the valuation of the non-proprietary lines; that is the reason I did not take the others. Mr. Bryan: The cost of operation of the bridge is naturally divided between the lines using the bridge, is it not? .* A. In the sense that they pay the bridge charges on the business that they contribute. d ºr Mr. Bryan: You did not consider the greater density of traffic over the bridges as compared to the density of traffic over any one line, did you? A. No ; not especially. Mr. Bryan: The greater the density of traffic the less the cost of handling, is it not? A. Well, that is sometimes true; that is not always true. Mr. Bryan : Did I understand from your statement that the Wabash Railroad in 1889 practically operated the Eads Bridge? A. The Wabash and the Missouri Pacific. Mr. Bryan: Operated it together? A. Yes; they operated it separately from their other properties. Mr. Bryan: It was operated in connection with the Wabash East, was it not? * A. Well, that I couldn’t say. My understanding is that they had a separate corps of officers in charge of the bridge properties and they were independently operated. Mr. Bryan : Now with respect to the Wiggins Ferry, you were here in St. Louis when the Wiggins Ferry was purchased or acquired, were you not? & f A. I think so. Mr. Bryan : You recollect there was considerable excitement at the time? A. I think so. * Mr. Bryan: You recollect the stock jumped from about $200.00 per share in some instances to $1,500.00 per share, owing to the con- test for the control between the Terminal and the Rock Island? * * Testimony of W. C. S. tith, Traffic Manager sº 47 A. I remember there was a very great fluctuation in the price. -Mr. Bryan: It did not fluctuate any, but one way, did it—that was up? A. It afterwards went down. Mr. Bryan: Do you recollect what the capital stock of the Wiggins Ferry Company is 2 A. I don’t know whether I stated that in here or not. Mr. Bryan: Well, do not look for it, because the Commission has it in their reports. I just wanted to know whether you recollect what it was. Do you recollect the dividend paid on the Wiggins Ferry Com- pany’s stock last year? A. No, sir. Mr. Bryan: Do you recollect it was 33 1/3 per cent? A. I do not. , Mr. Bryan : When I made that statement I was speaking of the report of 1912, not 1913. Now there are roads in Chicago, are there not, which deliver a man his coal without any arbitrary P A. There might be. Mr. Bryan: Well, do you know as a fact? Examiner Eddy: Just what do you mean by that. Mr. Bryan f I do not understand it. Mr. Bryan: Arbitrary has only one meaning in St. Louis. With- out any addition to the Chicago rate. A. I think that is true. Mr. Bryan: It does not make any difference— & A. I think that is true, but there is a much greater road haul and there is a greater gross rate than there is from these Inner Group mines to St. Louis. Mr. Bryan : Less revenue per ton per mile though P A. I have not figured it out; I don’t know, But I wouldn't con- sider the revenue per ton per mile in the basis of rate-making. Mr. Bryan : That rate applies to the part of Chicago district lying in Indiana as well as the part lying in Illinois, does it not? A. I couldn’t say from memory, Mr. Bryan. Mr. Bryan : Of course if you do not know I do not want to ask you. Now you mentioned a number of towns along the east side of the river. Is there any manufacturing there to any extent—Brooklyn P A. No. * Mr. Bryan: Nothing at those places? A. Nothing that I recall. Mr. Bryan: The Terminal Railroad Association has more tracks on the east side than it has on the west side, has it not? A. Yes. Mr. Bryan: That 575 miles of track that you were referring to on the west side includes the tracks of all the Western roads, does it not? A. Yes; that is, within the district mentioned. Mr. Bryan: Within the area you mentioned? A. Yes. ... * * 48 Terminal Railroad Association of St. Louis Mr. Bryan: You say that the facilities of the Terminal Railroad Association are open to all the roads, are they? A. Yes, sir. * $ Mr. Bryan : Do you mean that another railroad could run over the tracks of the Terminal Railroad Association with its own power, a rail- , x > *, *, road which was not a member of the Terminal Railroad Association? . . A. Well, I assume that they could under proper regulation. Mr. Bryan : Well, is that a fact, or just an assumption on your part? A. None of them do. Mr. Bryan: None of them do as a matter of fact? A. None of them do as a matter of fact. Mr. Bryan: And you do not know whether they could do it or not, do you? A. I do not think the Terminal has ever been applied to for such a privilege. Mr. Bryan: Do any of the proprietary lines of the Terminal Railroad run over the Terminal tracks with their own power? * A. Yes; the Wabash, and while passing, the Chicago & Eastern Illinois, non-proprietary line, handle their freight interchange between their connection on the east side and the Frisco yard on the west side with their own power, for which they pay the established transfer rates of the Terminal. Mr. Bryan: What are those transfer rates? A. The ones published in 23–G. Mr. Bryan: Can you tell me what they are? A. I can tell you where to find them. Mr. Bryan: Never mind. You can tell me that afterwards. What tariff did you just give the number off A. 23–G. —ºf Mr. Bryan: Now you gave the number of tons of coal that were received by the Terminal Railroad Association from non-proprietary lines, and also the number of tons which were received from proprietary lines, if I remember correctly. Did you include in the number of tons received by the Terminal Railroad Association all the coal that they delivered not only on their own tracks but to other lines on the west side, whether for delivery and consumption on the west side or whether for delivery for points beyond the west side? A. I thought that statement was perfectly clear. It reads like this: “A comparison of the percentage of bituminous coal for East St. Louis, St. Louis and beyond, for the years 1910, 1911 and 1912, as between proprietary and non-proprietary lines.” So the answer to your question would be we did. * **. Mr. Bryan : How long a time was that—I have forgotten. A. A comparison for those three years, 1910, 1911 and 1912. Mr. Bryan: Have you there conveniently the totals of the number of tons of coal handled by the Terminal Railroad Association for the year? A. Which year? se" Testimony of W. C. Stith, Traffic Manager 49 Mr. Bryan: Any one of those years or all three. - A. -I have the coal delivered on the Terminal rails, that is, th Association rails, for the year ending June— Mr. Bryan: I mean for the entire amount of coal handled by the Terminal Railroad Association in any one year. A. I haven’t it in tons. Mr. Bryan: That was the question I was asking you. A. No ; I only have it in percentages. Mr. Bryan: You only have it in percentages? A. I did not get the tonnage; I may be able to give that to you. Mr. Bryan: l would be glad if you would. I wrote and tried to get it from the Coal Traffic Bureau. You can furnish it later if you haven’t it. A. I can furnish it to you now. You mean coming to St. Louis only P Mr. Bryan: Coming to St. Louis only. A. Crossing the river at St. Louis during the fiscal year ending June 30th, 1911, was 6,208,045 tons; for the year ending June 30th, 1912, 6,454,380 tons. For the year ending June 30th, 1913, 6,457,683 tons. That is all lines and all destinations. Mr. Bryan: Does that include that going west? A. That includes the through coal. Mr. Bryan: Have you the amount delivered on the east side there? A. No ; I have not. Mr. Bryan: In these charts that you gave of the haul from the Litchfield & Madison to Gregg station, you receive it from the Litch- field & Madison at what point? A. Well, their connection is here at Madison just north of the Madison Yard. Mr. Bryan: About opposite North St. Louis? A. Yes; substantially so. Mr. Bryan: How far from the river? # A. Well, I should say about two miles. Mr. Bryan: Two miles from the river in Illinois? A. In Illinois. tº- Mr. Bryan: Where is Gregg station? A. Gregg station is here (indicating on map). *. Mr. Bryan: About the other extreme P A. That is right on the outside limit of this border line. In other words, it means the maximum haul for the Terminal to the Belt Line point of delivery at Gregg station. Mr. Bryan: So that was a maximum haul ? A. That was a maximum haul so far as the haul from the center of the Merchants Bridge is concérned. Mr. Bryan: How many industries are located out in that section? A. There are quite a number. Mr. Bryan : Are they indicated on the map? A. There are some of them indicated on the map. Mr. Bryan: ' A very small number compared to the industries located on the river bank or near the river bank, are they not? 50 • Terminal Railroad Association of St. Louis A. Yes, that is true. There were 18,793 tons of coal that went to Gregg’s, however, for the fiscal year ended June 30th, 1912. Mr. Bryan: Now the greater bulk of that tonnage is, as shown on that map there, is it not, right near the river bank in St. Louis on the west side? A. No ; the greater bulk of the coal tonnage is in the 16th Street district along in here. Mr. Pierce: You say “here.” A. The Mill Creek Valley or 16th Street district, 16th and 22d and Compton Avenue; that is where the heaviest tonnage goes. f Mr. Bryan : East of Compton Avenue? Af f A. Well, substantially east of Compton Avenue, yes. --> Mr. Bryan : And that is within less than 2 miles of the river, is it not? ^ º A. Well, it depends on how that coal comes. If it comes from the Litchfield & Madison over the Merchants Bridge, as very likely some of that movement is made, it would be a much longer haul than 2 miles from the river. tº * Mr. Bryan : It could come over Eads Bridge, could it not? A. Not very well without going through this complication of tracks down here. § Mr. Bryan : If that coal came from those mines near East St. Louis it could come over the Eads Bridge and be a very much shorter distance to Compton Avenue? A. If it did, that would be a minimum haul across here. Mr. Bryan : The usual method would be very near there, would it not, the coal coming by way of the Wiggins Ferry P A. Not necessarily. Mr. Bryan : What is the connection of the Wiggins Ferry nearest to the Mill Creek Valley? * A. Well, the only Association connection of the Wiggins Ferry down here is the St. Louis Transfer Railway. Mr. Bryan : You spoke about the Keokuk power. A. Yes. * Mr. Bryan: Do you recollect the controversy with regard to the Keokuk power, that the price of that is to be regulated by the coal rates in St. Louis P - *. & A. No ; I did not understand it was to be regulated by the coal rates into St. Louis. I did not understand that the coal, rates into St. Louis had anything to do with it. A ‘. t Mr. Bryan : The price of coal, I meant. A. Well, I have heard some talk about that. Mr. Bryan: In other words, the power is to be affected by the price of coal and the coal affected by the price of power, is that it? A. Well, that may be right. * Mr. Bryan: Now when the Wabash uses its own power does it pay the Terminal Railroad Association just the same as if it did not use its own power? A. Yes, sir. ** t Testimony of W. C. Stith, Traffic Manager 51 Mr. Bryan: When the Iron Mountain Railway brings its coal over the Ivory Ferry does it pay the Terminal Railroad Association 20 cents per ton? * A. Not that I know of ; the Terminal Railroad Association has not anything to do with the Ivory Ferry. º Mr. Bryan : Do they pay themselves 20 cents per ton? A. I don’t know. Mr. Bryan: You were connected with the Missouri Pacific-Iron Mountain for a long time, were you not, Mr. Stith? A. Yes. Mr. Bryan: What was your connection with them P A. My last connection with them was that of freight traffic manager. Mr. Bryan: Do you recollect what the rule was at that time? Who got that 20 cents? A. I couldn't tell you; I don’t remember anything about it. Mr. Bryan: You know that the Iron Mountain got the 10 cents for the west side switching when the coal was delivered by their own line on their own tracks? A. I don’t. - Mr. Bryan: Don’t you recollect— A. There is no use, Mr. Bryan, of your trying to get any answer from me with reference to Iron Mountain—Missouri Pacific ; I don’t know about it, and it is absolutely useless. You are taking up your time and mine and the court’s too. Mr. Bryan: If you will tell me you do not know, of course— A. I tried to tell you that. Mr. Bryan: Did you know at the time you were with them? A. I don’t know ; I might. Mr. Bryan: You might have known 2 º A. I might have known; the chances are I did, yes. * ~ Mr. Bryan: Do I understand you to say you know that the Ter- minal does not get any of that? A. It gets none of the Ivory Transfer charges for transferring coal. Mr. Bryan: So when the coal comes over the Ivory Transfer the Terminal does not get a cent? A. That is my understanding. Of course if that Ivory Transfer coal should come on to the Terminal property on the west side of the river, of course, that is another proposition. Mr. Bryan: Of course, I am not asking you that; that is another proposition. You have detailed here at considerable length the history of the Terminal Railroad Association. Do you know who owns the Alton Bridge? A. I don’t know that I could give you the names of the railroads that own the Alton bridge. Mr. Bryan: Some of your proprietary— A. Some of them I believe are proprietary lines of the Terminal Railroad Association. Mr. Bryan: And they are proprietary lines of the Terminal Rail- road Association that do not connect with the Alton Bridge, are they not? * *** 52 Terminal Railroad Association of St. Louis A. That might possibly be. Mr. Bryan: That do not use the Alton Bridge? A. I could not say as to that. * Mr. Bryan: The Alton Bridge might be used for crossing the Mississippi River for delivery to St. Louis, might it not? . A. Well, that would depend. You could not very well handle Illinois coal from southern Illinois up over the Alton Bridge and back to St. Louis very well. Mr. Bryan: But they could use it for other freight into St. Louis and relieve the congestion? º A. That would come naturally through that bridge, yes, I should say they could. -- Mr. Bryan: If the Big Four and the Chicago & Alton were to use . that, or some other roads were to use the Alton Bridge they would relieve the congestion you have spoken of P Mr. Pierce: Are we not getting pretty far afield? Examiner Eddy: Alton is not very far, Mr. Pierce. Mr. Pierce: I am in no greater hurry than the Commissioner. Mr. Bryan: Does the Terminal Railroad Association get 20 cents on the coal which comes from the Illinois mines and goes west beyond St. Louis? A. Yes, sir. Mr. Bryan: just the same as if it stopped at St. Louis? A. Yes, sir. rºw * Mr. Bryan: Have you ever made any estimate of the cost of opera- tion of the Wiggins Ferry? A. No, sir. Mr. Bryan: You do not know anything about the cost of operation? A. No, sir. Mr. Bryan: Have you got there the assessed valuation of the Wig- gins Ferry properties? No, sir. Mr. Bryan: You only have the assessed valuation of the Merchants Bridge and the Eads Bridge? A. That is all. Mr. Bryan: You do not know anything about the assessed valua- tion of those others? . .* A. I do not, t Mr. Bryan: Do you charge 20 cents on the coal which you transport coming from points other than Illinois? * A. The Terminal has only one rate on coal, no matter where it comes from or where it goes to. - Mr. Bryan: This guaranty of the Terminal Railroad Association which you have spoken of covers all the properties on both sides of the river, does it not? A. So I understand. Mr. Bryan: Did you state in there in your statement what the sink- ing fund was as distinguished from the interest charges? A. I don’t think so. "Testimony of W. C. Stith, Traffic Manager 53 Mr. Bryan: ‘Have you a statement here of the Terminal Railroad Association for the year ending June, 1913? Have you gotten that yet, Mr. Pierce? Mr. Pierce: Yes, sir; I think that is the paper you want. Mr. Bryan: This statement shows the increase of the net income in 1913 over 1912 was $312,550.09. That is correct, is it not? A. Yes and no, for the reason that the operations for 1912 show a deficit of $141,578.78, so that really leaves your increase for 1913 $170,991.31. Mr. Bryan: That is a matter of mathematics. That is what the statement is, and I think the statement is correct. A. Yes; I want to show how you get at your increase. Mr. Bryan: You can do that if you want to. A. That is what I am doing. Mr. Bryan: That is not an answer to my question. Mr. Pierce : He can answer and then make an explanation, I think. Mr. Bryan: I see. Go ahead. Put in the whole statement, if you wish. I submit, Mr. Examiner, we had better let the statement go in. It-explains itself. Mr. Stith: If Mr. Pierce has no objection, I have not. Mr. Pierce: It is already constructively filed. It was to be filed as soon as I gave it to him, and I have now given it to him. Mr. Bryan. It ought to be marked as one of my exhibits. Mr. Pierce: Are you going to put in just one page, the Terminal, the St. Louis Merchants Bridge Terminal Railway Company, the Wig- gins Ferry Company, the Interstate Car Transfer Company—I have given you all. You asked me for them. We will offer them all any- how. Mr. Stith : I will file them all. Mr. Bryan: Mr. Stith, will you indicate on that map what portion of the lines of the Terminal Railroad Association, Wiggins Ferry and other lines affiliated with the Terminal Railroad Association of St. Louis, excluding the Western lines, are in public streets? A. I do not think I can do that on that map. Mr. Bryan: You can not do it. Mr. Stith, I show you tariff cir- cular, Supplement Number 1 to Wabash Division Notice Number 1668, Division Circular Number 10, and call your attention to the fact that the charge there is $2.40 per car regardless of weight. Now what service is performed for that $2.40 per car? A. This is what they call an average of the commuted arbitrary. Instead of the Terminal billing all of this merchandise freight from the 10th Street station on the west side to their connection on the east side at a classified rate, they have kept account of the actual contents of . the cars based on the classification for a stated period of time, and they then got to a per car basis, which was an average of that period, and subsequently they rechecked that periodically so as to make a changeable basis to conform as near as possible to the actual results, applying the classification to each article and each shipment. That will * 54 Terminal Railroad Association of St. Louis permit them to make a per car charge for simplification of accounting methods. That is all that that is done for. +. . Mr. Bryan: What service does the Terminal perform for that $2.4 a car? J. A. They handle these trap cars from their station at 10th Street to their connecting line. Mr. Bryan: Across the river? A. Across the river. Mr. Bryan: And on the east side terminal as well as the west side terminal, do they not? f A. Yes; whatever terminals are used in the handling of this par- ticular business. In other words, this is an application of the rates that are shown in these tariffs, what they call the commuted arbitraries for the average weight of the car. > Mr. Bryan: The Terminal gets for hauling that car $2.40 and it hauls it on both sides of the river and across the river, does it not, general merchandise? A. Yes. From 10th Street station to Wabash connection in East St. Louis is $2.40 per car regardless of weight. This also says in this note “This allowance being based on the average current tonnage per car at current rates is subject to change, on agreement by both parties, or subject to cancellation by either party on due notice.” w In other words, it is just what I said it was; it is a per car basis that means the saving of billing by the Wabash Road or the Terminal Association of all of these rates on a classified basis. In other words, it is the so-called commuted arbitrary applied per car. Mr. Bryan: But the Terminal gets $2.40? Mr. Brown (Counsel for Wabash Railroad): Mr. Examiner, with Mr. Bryan's permission I would like to ask a question. Mr. Bryan: Certainly. Mr. Brown: And to ask Mr. Stith if that tariff does not apply on trap car service? A. Trap car service. Mr. Brown: For loads of 6,000 pounds to the car? A. Trap car service. That is what I said, from 10th Street station to your connection at the east side; trap car service. Mr. Brown: Yes; on a loading of only 6,000 pounds per car, is it not? & A. Well, this does not say so. Mr. Bryan : It says any weight, does it not? A. It is light loading. Mr. Bryan: But it says regardless of weight. A. Yes; $2.40 per car is the application, as I said before, of these commuted arbitraries shown in 23–G, reduced to the per car basis. Now periodically this (weight) is checked over and this amount is changed from time to time. ...A Mr. Brown: I would like to ask now if that is not used in coa- nection with the tariff of the Wabash with relation to trap car service? A. Yes. ; Testimony of W. C. Stith, Traffic Manager 55 Mr. Bryan: Mr. Stith, have you seen these exhibits that were offered by Mr. Hart? - A. I have seen some of them; I don’t know that I have seen these particular routes; I have an idea I have seen some of them, Mr. Bryan; I couldn’t tell you offhand. Mr. Bryan: I will show you this Exhibit 6 of Mr. Hart and ask you if you are familiar with that or the facts therein contained? A. No ; I could not say that I am familiar with it, Mr. Bryan. Mr. Bryan: I call your attention to this heading: “Distribution of commercial coal when destined to St. Louis and points taking same rates from mines in Illinois on the St. Louis, Iron Mountain & Southern”. I see there that the St. Louis, Iron Mountain & Southern hauls certain coal over the Ivory Transfer and somebody gets 20 cents for doing that. Do you know who gets it? Does that indicate who gets that 20 cents? A. No ; it does not indicate it to me. Mr. Bryan: What does it indicate there? A. It reads: “Total on which 20 cents is allowed connecting iines.” Mr. Bryan: Well, what is the connecting line of the St. Louis, Iron Mountain & Southern ? The Ivory Transfer? A. As I understand it, it is the Iron Mountain. Mr. Bryan: Then it is its own connecting line? A. It is its own connecting line. Mr. Bryan: So that indicates to you the Iron Mountain gets that 20 cents? A. If it was allowed, yes. Mr. Bryan: That indicates it was allowed, does it not, Mr. Stith? A. It seems so; that is what it says. - Mr. Bryan: is there any where the Iron Mountain seems to get 30 cents on its own shipments across the river? A. Yes, there appears to be some of that, too. There seems to be 270 tons from the groups that are 105 miles and over 100 miles haul, and 140 tons from mines that are 120 and over 115 miles haul. Examiner Eddy: Mr. Bryan, is not that fact already established of record? Mr. Bryan: No ; I do not think it appears who gets that 20 cents or the 30 cents. A. I could not tell you, but I presume that is the Iron Mountain Road. Mr. Bryan: That is the case where the Iron Mountain Road brings the shipment from its mines on its own line to Dupo, takes it across on its own ferry, delivers to its own industries—I am trying to find out who got that 30 cents under those circumstances. Examiner Eddy: I thought it was in the record. Mr. Pierce: It is. We don’t get it and the Iron Mountain gets it all. Examiner Eddy: That is enough on that point. Proceed, Mr. Bryan. Mr. Bryan: Do you recollect the Burlington had a rate to St. Louis via the Alton Bridge at one time, Mr. Stith? A. No, sir. 56 * Terminal Railroad Association of St. Louis . Mr. Bryan: , Do you recollect any roads having any rates by the Alton Bridge to St. Louis? ** ; A. No ; I do not, Mr. Bryan. Mr. Bryan: Do you recollect what the charge across the Alton Bridge was when it was in operation? * * A. I do not. * Mr. Bryan: Do you recollect at one time they had eight cents a ton? A. No ; I don’t recollect that rate, I am free to confess. º Mr. Bryan: Was it not generally understood among the railroad men at that time? A. I could not say that it was ; I have no recollection of it. Examiner Eddy: Are there any further questions of this witness? Mr. Ropiequet (Counsel for Lumaghi Coal Co.) : I would like to ask him a question or two. § * * Reference was made to the Lowery Tariff at Chicago which fixed the switching rates. Do you know what absorption there is there on coal? I will read you from the report of the Commission to expedite and see whether that is correct: x & “It is to be remembered, however, that the general basis of the Lowery Tariff adjustment is delivery in the Chicago district without additional charge to shippers or consignees when the rate is not less than 2.5 cents per hundred pounds or the earnings not less than $15.00 per car.” A. I think there is some such provision in some of those tariffs. Mr. Kramer: Does that Lowery Tariff apply on coal? Mr. Ropiequet: Yes, sir; it does. Mr. Kramer: I do not understand that it does. Examiner Eddy: Three people are trying to talk at one time. Mr. Ropiequet, you did not state the opinion of the Commission. Mr. Ropiequet: Peoples Fuel & Supply Company, 27 I. C. C., page 27. If there is any need, I can refer later and put into the record the cases in which the Commission has lately taken up the switching charge to other portions of Chicago under the same basis as this. Examiner Eddy: They have been rather numerous, as I recall, Mr. Ropiequet. 3. Mr. Ropiequet: Yes, sir. The other rate on coal to Chicago from any point in Illinois is $1,05, basing it on 41 tons per car, which is a little lower than the average here—it does not make any difference what average we take in the comparison—that would be $43.05 per car and an average haulage of Over 300 miles. * The ice rate into St. Louis at the present time in the tariff under discussion is 70 cents. Under 41 tons would make $28.70, that is dis- tance of 127 miles. From the Group 10, from which shipments are made to St. Louis and to Chicago, where the average on the Illinois Central is over 300 miles to Chicago and 93 miles to St. Louis, the rate is 67 cents, and at 41 tons would make $27,47. 4 The rate of 52 cents into St. Louis from the Inner Group, on an average of about 25 or 26 miles haul, at the same basis of 41 tons to the car, is $21.32. Testimony of W. C. Stith, Traffic Manager 57 Now on these St. Louis charges there is no absorption of switching; they are all over $15.00 a car, are they not? A. Your figures would indicate that. Mr. Ropiequet: If that be true, basing these—even if you will not take mileage into consideration altogether, basing the haul from these various groups to Chicago and to St. Louis, taking the revenue in these cases, would you say that the rate now on the coal from the Inner Group to St. Louis was not comparatively high P A. Well, that would depend upon a good many circumstances. I do not think that the 52-cent rate on coal from the Inner Group is a - high rate. Mr. Ropiequet: I will ask you then another question. You stated a while ago that the Keokuk power coming into St. Louis would pros- pectively cut down the tonnage of the Terminal some considerable amount which you mentioned, and the revenue accordingly. If the present rate into St. Louis is not remunerative and the carriers are responsible for any deficiency of the Terminal and debts—are practically partners of the Terminal’s, the carriers of the proprietary lines, would it not be of benefit to you to lose that tonnage under those conditions? A. No ; I do not think so. . Mr. Ropiequet: I do not either. We agree again. The rate, as it is at present, to St. Louis is based on the East St. Louis plus 20 cents, is it not, and that is supposed to cover, and seemingly it does cover, because there has been no complaint made by the Terminal, or advance asked on that end of the charges incident to the coal traffic at this end—simply in order that I might get my own understanding correctly on this when I proceed later to present it, I want to put a question to you to see whether I understand what this Terminal is, taken from your testimony. I want to be fair on it now altogether. If I am not right you correct me. A terminal facility of the so-called proprietary lines, formed to expedite the interchange of freight and other traffic between all lines, whether proprietary or not, and the charge is based on what is or is supposed to be sufficient to meet all the expenses incident to the carrying on of its business, together with interest on the whole bonded indebtedness which accrued from the consolidation of the various component parts thereof, and such other as may have accrued since then, pending the operation, the interest being guaranteed by the proprietary lines—is that a fair resumé of it, do you think? A. Why, that is a reasonably fair résumé of it. Mr. Ropiequet: Well, that is all you could expect, isn’t it, reason- ably fair? A. Why, surely. Mr. Burkham (Counsel for City of St. Louis): Mr. Stith, would you mind reading these two answers you gave again with reference to the average weighted haul of the Terminal into St. Louis and East St. Louis? A. The average weighted haul from an east side connection to a west side delivery is 8% miles, and the average weighted haul from an east side connection to an east side delivery is 3% miles. Mr. Burkham: 8% against 3% f N. A. Yes. x- 58 Terminal Railroad Association of St. Louis Mr. Burkham : The comparison being on the same basis in each case? A. Well, not necessarily the same. So far as the basis for arriving at the figures is concerned, they are taken from the actual movement of the business for a certain period of time. i Mr. Burkham: And that average weighted haul in St. Louis begins at the point of connection in East St. Louis? A. Yes; the beginning point would be the same in each instance. Mr. Burkham: And in St. Louis in the case of that 8% miles that includes the haul from the point of connection to the middle of the bridge, and then on P & # A. And to the point of delivery. Mr. Burkham: What is the average weighted haul, in your opinion, on St. Louis deliveries that occurs in the state of Illinois? A. Why, I would not like to give an opinion about that without figuring it out. * , Mr. Burkham : How would 3 miles do? A. Well, it might be 3 and it might not. Mr. Burkham : Well, it would be over 2, would it not? A. I don’t know. Mr. Burkham: What is the distance between the nearest yard and the nearest bridge? A. What do you mean, the nearest yard, coal yard, or classification yard P Mr. Burkham : No ; connecting yard. A. The nearest yard is this Ranging Yard. Mr. Pierce: You mean point of connection? Mr. Burkham: Point of connection is what I really mean. That is a connecting yard, is it not? * Mr. Pierce: No ; that is not a yard, a point of connection. A. (Pointing to map.) This happens to be a connection, the Van- dalia connection here is about a mile from the center of the bridge, a little over a mile; here is Eads Bridge here, and here is Vandalia con- nection. * Mr. Burkham : And that is the nearest. A. That is substantially the nearest, yes. Mr. Burkham: What is the nearest to the Merchants Bridge? A. Well, here is the Litchfield & Madison, C. P. & St. L. and Clover Leaf up here at Madison; here is the St. Louis, Troy & Eastern just south of the Madison Yards; it lies between those two, and the distance is a little over two miles and two miles and a half from the center of the Merchants Bridge, about. Mr. Burkham: And these respective bridges are the nearest to points of delivery on the east side? * A. Yes. Mr. Burkham : In the two cases? A. Yes. Mr. Burkham : Over what bridge does most of the coal come? ** Testimony of W. C. Stith, Traffic Manager 59 } A. Most of the coal comes over the Merchants Bridge; that is, so far as deliveries on the Terminal rails are concerned. These figures indi- cated it, this morning. Mr. Burkham: So would it not be safe to say that the average weighted haul in Illinois until you get to the middle of the crossing is two miles or over? A. I am quite sure it would be over two miles. Mr. Burkham: Well, that would reduce the average weighted haul of the 8% miles which you have given in the aggregate to less than 6% miles on this side of the river, would it not? A. If that was the case, yes. Mr. Burkham : That is all. Re-direct Examination. Mr. Pierce: Mr. Stith, when the Chicago & Eastern Illinois or the Wabash use the Terminal tracks with their own power, they pay the same as they do when we furnish the power, do they not? A. Yes, sir. Mr. Pierce: That is a movement they make for their own con- venience, and they pay the same? A. Yes, sir; they make that movement for their own convenience and furnish their own power at their own expense. Mr. Pierce: They pay the published rate like any other road? A. They pay the published rate. Mr. Burkham : You testified that the industrial sites were fully occupied down by the river around in the Mill Creek Valley, did you not? A. Well, the Mill Creek Valley is especially congested. Mr. Pierce: Will you indicate to the Examiner upon that map where the future growth of industries must be in the switching district of St. Louis. If St. Louis grows, if more industries come here, where must they necessarily locate? A. They must go out on these outlying lines. Mr. Pierce: Farther and farther away from the river? A. Farther and farther away from the river. It is true there is vacant space away up in the north end of the town, but it is not all of it available for manufacturing sites. Mr. Pierce: Mr. Stith, you filed here as an exhibit a condensed state- ment of the accounts of the Terminal Railroad Association. Does not that cover the accounts of the Terminal proper, the Merchants Bridge, the Wiggins Ferry, the Interstate Car Transfer Company, and the St. Louis Merchants Terminal Railway Company? A. I so understand it. Mr. Pierce : And the back sheet is a statement of all? A. A recapitulation of the sheets that go before. Mr. Pierce. The result being that there is a balance this year of $181,874.52 surplus resulting from the operation of all these properties as against a deficit last year of $347,249,04? A. That is correct. Aº * * • * * * * R * , 2 & • * * * * 4 y t * 4. - * 60 Terminal Railroad Association of St. Louis . . . Mr. Pierce: So that last year the result in the operation of all these Terminal properties was $347,349.04 loss and this year it is a surplus as a result of all these properties of $181,874.52? A. That is correct. Mr. Pierce: Mr. Stith, industries are locating from time to time, and have been for some little time before this, on our line? - A. Yes, sir. Mr. Pierce: Where are they locating? Indicate on the map the recent industries and indicate in language where you are pointing. A. That is the extreme northern part of the city. The last industry we have located is right in here. º Mr. Pierce: Where is that? A. That is between Marcus and Union Avenue on the Belt Line. Mr. Pierce: How many miles is that from the middle of Merchants Bridge? A. Nearly four miles. Mr. Pierce: How many miles is that from the middle of the Eads Bridge? A. About 7% or 8 miles in round numbers. Mr. Pierce: Mr. Stith, do you know what industry that was 2 A. That was a sugar-preserving plant established a branch here from Nashville, Tennessee; I have got the name of it here. Examiner Eddy: Never mind; that is not necessary. Mr. Pierce : That is all. Examiner Eddy: Any further questions of Mr. Stith? Re-cross Examination. Mr. Bryan: Mr. Stith, with regard to that tariff of the Wabash, $2.40 a car, that applies to cars of any weight, does that apply only when the Wabash hauls the car or does the Terminal haul the car for them? A. I think all of that service is with Wabash power; I am not quite sure of that. (See Note of Explanation.) Mr. Pierce: Mr. Stith, is there some other statement you have in mind to make, called out by these questions? A. I have had enough of it. Mr. Bryan: Is not that $2.40 a car based on the average of what the Wabash pays the Terminal for the hauling of a merchandise car? A. Well, these particular trap cars. Mr. Bryan: I say is it based upon the general average? A. No ; it is based on an average of the trap cars themselves only; not on a general average. * Examiner Eddy: I think there is enough of that situation of record, Mr. Bryan. Mr. Pierce: It is nothing in the world but an average, is it, as the result of experience? Examiner Eddy: Enough is enough, Mr. Pierce. Note:–This trap car service from the 10th Street Station of the Terminal Railroad Association in St. Louis to Wabash and other con- nections in East St. Louis, has been in use for years. During March * , 8% . . ** - - *t *'. ** * * w * , ~3. .* * r & ** 3 * ~ * & , ºf * . ~ 2. - . t * -, * cº- % . • \ gº- $ Testimony of Albert S. Johnson, Superintendent 61 i. sºrº 1906, at request of the Municipal Terminal Commission, for the better accommodation of shippers and more prompt handling of the business, the service was made more elaborate, i.e., two trains per day were for- warded from 10th Street Station to East St. Louis roads, one leaving at noon and another leaving at four o'clock p. m. Running two trains per day to handle traffic formerly cared for in one train caused the average weight per car to be substantially reduced, as the cars are forwarded regardless of tonnage. The arrangement has been continued at request of the Business Men's League, and is of great benefit to Shippers and Railroads, separate cars being furnished for each road, into which freight is loaded as received. All freight received at 10th Street Station up to 12:00 noon is given to roads at East St. Louis in time for forwarding in their afternoon trains; and that received up to 3.30 p.m. in time for evening trains. The charge assessed the Wabash on this traffic, at an average weight per car, is arrived at through ascertaining the actual weight of all trap cars handled in this service during a given period, and this average weight is charged for at the L. C. L. tariff rate of 3 cents per hundred weight. Cars for the Wabash Railroad having contained an average weight of 8,000 pounds the charge assessed per car at L. C. L. rate of 3 cents per hundred weight, is $2.40. These cars are reweighed periodically and the per car charge made to conform to the average weight for the period at the regular L. C. L. tariff rate. * -- TESTIMONY OF ALBERT S. JOHNSON Superintendent ALBERT S. JoHNSON was called as a witness, and having been duly sworn, testified as follows: Direct Examination By Mr. Thos. M. Pierce, General Counsel: Q. Your name is Albert S. Johnson? A. Yes, sir. . e Q. What is your occupation, Mr. Johnson P A. Superintendent of the Terminal Railroad Association, Merchants Bridge Terminal. Q. How"long have you held that position? A. About eight months. Q. What were you before that? A. Freight agent for the same companies. Q. Are you familiar with the switching movements made by the Terminal Railroad Association from the east side to the west side in the switching districts here?' A. Yes, sir. & * Q. I call your attention, Mr. Johnson, to Exhibit Number 12, to the testimony of Mr. Stith, and I will ask you whether you can explain what that shows? A. I can. *. *x x *-x , sº f tº 62 g Terminal Railroad Association of St. Louis ** Q. What does it show P # A. It shows a movement from the Illinois Central in East St. Louis to Compton Avenue in St. Louis. Q. By the Eads Bridge? Tº A. By the Eads Bridge. It requires one engine and crew to place in the Classification Yards in East St. Louis, one engine and crew to handle from the Classification Yards to Compton Avenue over the Eads' Bridge, a third engine and crew to place on the various tracks of the Compton Avenue Yard. Q. I will call your attention now to Exhibit 13 of Mr. Stith's testi- mony and ask you to explain that. Examiner Eddy: Is not this sufficiently covered by Mr. Stith's testimony P Mr. Pierce: This is an operating officer and I was going a little bit more into physical movement to show how a trainload of cars com- ing to point of connection, the cars being destined to various points on both sides of the river are handled, showing the necessity for a classi- fication. Examiner Eddy: Why not take one of these exhibits and go into it rather fully P Will not that cover the point? Mr. Pierce: Yes; the Commission thoroughly understands it. Examiner Eddy: I think the legend on each of these exhibits is so clear that but little further explanation is necessary, Mr. Pierce. Mr. Pierce : Take a movement, Mr. Johnson, from that last exhibit, and having explained it I will ask you then to trace on the map. Per- haps you can hold the exhibit up and trace it from the exhibit. * A. Which exhibit now P Q. Any one there showing a representative movement. Which one is that you have? A. This is Number 12. , Q. What movement does that show P A. It covers the movement of a car from the Illinois Central, East St. Louis, by the Eads Bridge to Compton Avenue in St. Louis. Q. How would we receive a trainload of cars—in what condition with reference to the various destinations of those cars, Mr. Johnson, in East St. Louis P º * -** A. In the cut of cars would be cars for consignees on both sides of the river, the north end of St. Louis, the south end, the west end, and south or East St. Louis, and Madison and Granite City. Q. After we received a car from that connection where would we have to take it? * & A. Take it and classify it in the Classification Yards. Q. What is that classification movement? Explain that. * A. Requires an engine to take it off of the receiving tracks where it has been placed by the delivering line and put it on the various classification tracks for the industries, yards or team tracks to which those tracks are assigned. * * Q. You put all the cars on one track which are destined, say, to the northern part of East St. Louis? * R.? ^ • * .* * * j r * Y. * , , ** .* º & * § Testimony of Albert S. Johnson, Superintendent 63 A. Possibly so. In some cases, where the industry's business is of sufficient volume to justify us setting aside a special track for that industry’s business, we do that. Q. Now having been classified so as to get the cars that are going to come across the river on one track, what is the next movement? A. Then we have an engine take that train from East St. Louis to St. Louis. Q. Does that involve a change of engines? A. It does in some cases. Q. . Where does it go then, having crossed over? A. Well, in this particular movement shown on this map, the volume of business justifies the movement of a train from East St. Louis through to Compton Avenue, but for other industries in this same territory we have another yard at 11th Street in St. Louis, and we would have to reclassify the train at 11th Street and move from that point to destination. Q. After the car has been classified, then another engine and crew takes them out to the various industrial destinations, does it not? A. Yes, sir. y Q. Explain how these loaded cars are left on the industrial switches and how the empties are collected and taken back? A. The industries furnish us with information as to at what point on their industrial tracks they desire their coal placed, and the loaded car is placed at the point designated by the industry. After the car is unloaded the empty is taken from the industry and it is handled back through the same channel. Q. No charge being made for bringing back the empty? A. No, sir. Q. Does the bringing back of empties and collecting them require about as much service as taking them out? A. Yes, sir. Q. How do these trains have to be coupled up when they come over the bridge with reference to air? A. The Interstate Commerce Commission requires—the law, rather, requires us to couple 85 per cent. It is our instructions to our switchmen to couple up 100 per cent. Q. The empties are brought back free? A. Yes, sir. Q. Taken off the industrial tracks? A. Handled through the various Classification Yards. Q. Turn to that large map, Mr. Johnson. Say a car is destined to the outer belt towards the farthest point down there, coming over the Merchants Bridge; take a car to connection, let us say, with the— A. Take a car in the Litchfield & Madison here. Q. Yes; trace that movement physically; show how the cars are changed and how the cars are classified. * * A. The cars are delivered to us by the Litchfield & Madison Rail- road at a point which we call the Eastern connection. Examiner Eddy: Directly east of Merchants Bridge? A. Practically so; yes, sir. It is then moved from that connection to our pull-in tracks at Madison Yard. ... } *. 64 Terminal Railroad Association of St. Louis How long is that first haul? ~ Well, I am not familiar with the distance on this map. It is indicated there. *. Between a mile and three-quarters and two miles. Then what service is performed? . Taken off the pull-in tracks, taken up a lead and switched in on the various Classification tracks in the Madison Classification Yard. Q. Follow a car destined to the outer belt, say, a maximum move- nent. A. That is the second engine and crew that switches the car in the Classification Yard. The third engine and crew takes it out of the Madison Classification Yard, across the bridge, over the Merchants Bridge, into what is known as our Bulwer Avenue Classification Yard. Q. Then what service is performed? * A. Another crew re-classifies the cars there, and then the fifth crew takes the cars out to the industries on the Belt Line and delivers them at the designated points on information furnished by the consignee. Q. You have seen the exhibits that Mr. Stith has put in as part of his testimony ? As A. Yes, sir. Q. They correctly typify and show the service movements? A. Correctly, yes, sir. That is all. ; Cross Examination. Mr. Bryan: Mr. Johnson, that movement which you have mentioned does not take place when the Iron Mountain brings its coal up via the Ivory Transfer and delivers to industries on its own line, does it? A. The example that I gave I stated covered a movement of the car from the Litchfield & Madison connection out to a point on the outer Belt Line. Mr. Bryan: But you stated specifically the same movement took place in these other cases? A. I didn’t so state. Examiner Eddy: I did not so understand him, Mr. Bryan. My idea was to get a movement that was more or less typical. If you feel that any of these exhibits that have been introduced by Mr. Stith are— Mr. Pierce: We tried to give a maximum, minimum and average. Mr. Bryan : I will ask another question then. Regardless of these exhibits, does that same movement take place when the Iron Mountain brings coal from its mines via the Ivory Transfer and places it to industries on its own lines? A. No, sir. Aº" Mr. Bryan: Does anything like that movement take place? A. Well, similar movement, of course. The movement to and from the Classification Yard, the means of getting across the river are dif- ferent; that is practically all. Mr. Bryan: As many engines? A. Practically so. *. * *. Testimony of Albert S. Johnson, Superintendent 65 Mr. Bryan: As when the Terminal takes it up? A. Yes, sir. * Mr. Bryan: . Now how is it on general freight where the Wabash brings in general freight to St. Louis, is there that much movement? A. Well, I would rather have you to qualify your question, then I can tell better how you want me to answer it. Mr. Bryan: A trainload of merchandise. A. Well, as Mr. Stith testified, the Wabash moves the great major- ity, in fact all the freight that is handled at their warehouse at North St. Louis from their connection with our company at East St. Louis over the rails of the Terminals with their own power. Mr. Bryan: Well, when it handles it over it with its own power do all those movements take place on the Wabash P A. No, sir. Mr. Bryan: Does the Louisville & Nashville have all those move- ments in trains of merchandise that it brings into St. Louis? A. A movement from the Louisville & Nashville to a destination on the same Belt Line would be practically the same, yes, sir. Mr. Bryan: The Louisville & Nashville does not come in on its own power, does it? A. No, sir. Mr. Bryan: Does the Chicago & Eastern Illinois have all these movements on trainloads which it brings in P A. There would be one less movement. The Chicago & Eastern Illinois makes delivery in what is known as our Pull-in Yard in the Madison Classification Yard. In other words, they perform the service for us that we perform for the Litchfield & Madison in pulling it from the Litchfield & Madison into our inbound yard. Mr. Bryan: You are speaking about coal on the Chicago & Eastern Illinois, are you, or does it cover general merchandise? A. Yes; I might say, to confirm Mr. Stith's statement, that there is some traffic moving between the Chicago & Eastern Illinois and Frisco that is handled over the Terminal rails by the Chicago & Eastern Illinois power. Mr. Pierce: The Commission will understand that the Chicago & Eastern Illinois and the Frisco, since the receivership, have become completely divorced. The Chicago & Eastern Illinois is absolutely separate and distinct now. I thought you had an idea that the Chicago & Eastern Illinois and Frisco had the same relationship as the Wabash East & West. That is not so. Mr. Bryan: Now with respect to this coal, do you separate St. Louis from East St. Louis cars? A. Yes, sir. Mr. Bryan: What do you do with East St. Louis cars? A. Another engine is assigned to take those cars to their destination. Mr. Bryan: Another engine of the Terminal? A. Yes, sir. Mr. Bryan: To what extent do other engines of the Terminal take the cars which are destined to East St. Louis? *~ 3 * *-*.* ... s." --" 66 Terminal Railroad Association of St. Louis . . º. A. We handle all the cars that are delivered to us for industries located on the Terminal or Merchants’ rails or to public team tracks of the companies. Mr. Bryan: To what extent is there the interline movement over the Terminal in East St. Louis? A. To a very large extent; but not so much Illinois coal that moves between lines. t - Mr. Bryan : Then that separation is as necessary for the East St. Louis cars as it is for the St. Louis cars, is it not? A. Yes, sir; we have to classify them for different districts. Mr. Bryan : That is all. - Examiner Eddy: Any further questions of this witness? Mr. Burkham: I would like to ask just a question or two. Assume that there is a car of coal, Mr. Johnson, in this same train, will you describe how that is taken out of the train and taken, we will say, to the National Enameling & Stamping Company in Granite City? Just explain that movement. A. This same train that I spoke of a few minutes ago may con- tain a car for the National Enameling & Stamping Company of Granite City; it would go through the same process of movement up to the point where I said the car for the West Belt would cross the Merchants Bridge. - *. Mr. Burkham: How many crews are used up to that time? A. Two crews, and then the third crew is used to haul from the Madison Classification Yard to the National Enameling & Stamping Company of Granite City, and in some cases the fourth crew is used in placing the car at the National Enameling & Stamping Company. Mr. Burkhatin : Then that operation takes three or four crews? A. Yes, sir. Mr. Burkham : Depending on circumstances? A. Yes, sir. Mr. Burkham: Then in the instance you have just referred to of the St. Louis side there were five engines and crews involved? A. Yes, sir. - Mr. Burkham: Now of those five engines and crews two of them completed their work before they started to cross the bridge, did they not? * * A. That is right, sir. Mr. Burkham : And therefore the work of those two crews was due to the fact that there were cars in the train destined to the east side, as much as it was due to the fact that there were cars in that train destined to the west side? - A. We would still have to use five engines in some deliveries, as the great majority of the freight is for St. Louis and there would be no east side cars in the delivery. Mr. Burkham: Taking an East St. Louis car out of that or a Granite City car out of that you would use those two crews for that? A. And one engine in this Classification Yard would switch the car onto the various assigned tracks in that yard. Mr. Burkham : That is all. 24% ºf ** ~,’ - ſ. 3. * - ?” 23 ºf * º- ^*, *. ** { * -* *A* c * * : …” *... : * * *z, * . . . . " w !. A /* & ~ *... . .” * *. * * * ". º, * . . . * & f ſº Testimony of Albert S. Johnson, Superintendent 67 -w :* -: - * Mr. Bryan: Did I understand you to say that sometimes there were no cars for East St. Louis; all of them destined to St. Louis; and you had to have that movement just the same? A. Well, I should think so, yes, sir. Mr. Bryan: To what extent does that condition exist? A. I could not answer you that; I never made it my business to try to find out. Mr. Bryan: You do not know? A. No, sir. Re-direct Examination. Mr. Pierce: Mr. Johnson, the average switching movement on the east side is about 3% miles, is it not? A. Well, I am not informed as to that. Mr. Pierce: Well, is there any additional service as well as mileage required when a car comes to St. Louis switching district than if it comes to the East St. Louis switching district? A. I should say so, yes, sir. p Mr. Pierce: That is all. Re-cross Examination. Mr. McGlynn (Counsel for East St. Louis Commercial Club): Mr. Johnson, with reference to the time of delivery on the east side, could you give any average length of time within which these cars are deliv- ered to industries? Have you any such figures as that? A. No, sir; I have not. Mr. McGlynn: No available figures? A. No, sir. Mr. McGlynn: Well, could you tell us about how it would compare with deliveries on the west side so we can make a comparison of some kind? *- A. I would not like to do that. We have information which shows that, but I would not like to testify without looking it up. Mr. McGlynn: That is all. Mr. Pierce : That is our case. 'º' x--ºr------ºve-, -, --------- ºr WOODWARD « kovº,