i 888 Has mm HI ssL. mnn ijggggg ENGINEERS COMMITTEE T. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS SKJgssSag '•■>■'■ Jnii illll ■:■:■-..<„■■■: wWBW gf$£ : FOv,;' —JOS*—, sasfiwSwF eg . / 5^ Uo j ^-^ On«W*j)>Jla_©*: Cervw^Jo-d JUU^ REPORT OF ENGINEERS COMMITTEE ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS 3*SC PERSONNEL OF COMMITTEE HARLAND BARTHOLOMEW, Engineer, City Plan Commission of St. Louis. P. W. COYLE, Traffic Commissioner, St. Louis Chamber of Commerce. E. A. HADLEY, Chief Engineer, Missouri Pacific Railroad Co. J. B. HUNLEY, Engineer, Bridges and Structures, C. C. C. and St. L. Ry. Co. R. D. SANGSTER, Industrial Commissioner, St. Louis Chamber of Commerce. C. E. SMITH, Consulting Engineer for City of St. Louis. F. J. STLMSON, Chief Engineer, M. of W., Southwestern Region, Perm. Lines. D. O. THOMAS, Consulting Engineer, for East St. Louis Chamber of Commerce. F. G. JONAH, Chairman, Chief Engineer, SL Louis-San Francisco Ry. Co. CHAS. H. DIEL, Secretary, formerly Secretary, Municipal Development Bureau, St. Louis Chamber of Commerce. C. E. SMITH & COMPANY ST. LOUIS, MO. Consulting Engineers. 1922 Copyrighted, 1922 by C. E. SMITH & COMPANY Consulting Engineers St. Louis, Mo. TT508 .SaSi <2^ PREFACE In July, 1920, Mr. W. Frank Carter, president of the Chamber of Com- merce, appointed a committee to study the terminal situation. The membership of the committee represents the Associated Retailers, the Chamber of Commerce, the Down-Town Improvement Association, the Manufacturers' Association, and the Merchants Exchange, all of St. Louis, the Chamber of Commerce of East St. Louis and the Railroads. The appointees are : E. C Andrews, F. B. Chamberlin, W. Palmer Clarkson, J. Lionberger Davis, Aaron Fuller, Thomas W. Garland, Edmund Goedde, J. M. Kurn, Samuel Rea (represented by Benjamin McKeen), N. C. McLean, Samuel Plant, M. L. Wilkinson, A. H. Smith (represented by H. A. Worcester). Mr. Wilkinson was elected chairman. Mr. Carter was appointed a member of the Committee December, 1921, after his term as president of the Chamber of Commerce. At an early meeting, the Committee, by resolution, voted the appoint- ment of an engineers' committee to study the physical situation in the St. Louis-East St. Louis Terminal District and report. The membership of this committee was to consist of the Engineers of two East Side roads, the Engi- neers of two West Side roads, the Consulting Engineer of the City of St. Louis, the Engineer of the City Plan Commission of St. Louis, an Engineer representing the East St. Louis Chamber of Commerce, the Traffic Commis- sioner, the Industrial Commissioner and the secretary of the Municipal Develop- ment Bureau of the Chamber of Commerce. This is the report of the Engineers' Committee^. V i St. Louis, Mo* ■ Marth gg, m™* Mr. Melville Wilkinson,. Chairman, Terminal Committee, Chamber of Commerce, Saint Louis, Missouri. Dear Sir: Your Committee, appointed in July, 1920, to investigate the railroad terminal situation in the St. Louis-East St. Louis Industrial District, has the honor to submit herewith its report containing description of the present facilities and methods of operation, with certain conclusions and recommendations for improvement • It is our belief that the improvements suggested will greatly facilitate the movement of traffic. The Committee has endeavored to anticipate the trans- portation requirements of this District for many years to come, in view of which your attention is directed to the recommendation that a standing committee be created to further the carrying out of these comprehensive plans. Respectfully submitted: " ^ev, City Plan Commission of St. Louis. • Louis Chamber of Commerce. •"Chief Engineer, Jftissouri Pacific Railroad Company. , Bridges & Structures, C.C.C. & St. L. Ry. Co. r, St. Louis Chamber of Commerce. onsulting Engineer for City of St. Louis. ■^xrgtmwpj-Vtr^oi W., Southwestern Region, Penn. Lines* Consulting Engineer for E. St. Louis Chamber of Commerce. Chairman -Chief Engineer, St. Louis -San Francisco Ry. Co. Secretary, formerly Secretary, Municipal Development Bur- eau, St. Louis Chamber of Commerce. VON HOFFMANN PRESS, St. Louis, Mo. TABLE OF CONTENTS Page CONCLUSIONS AND RECOMMENDATIONS 1 Unification 1 Mississippi River Bridges 1 Rerouting East Side Passenger Trains 2 Extension of Merchants Bridge Elevated 2 Mill Creek Valley and Union Station 2 Classification and Interchange of Carload Freight 3 Team Tracks 3 L. C. L. Freight : 4 Grade Crossings 4 River Front Development . 4 Electrification - 4 ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 5 HISTORY OF RAILROAD DEVELOPMENT 12- THE SCOPE AND PURPOSE OF THIS INVESTIGATION 16 REPORT OF PREVIOUS COMMITTEE OF BUSINESS MEN'S LEAGUE OF ST. LOUIS 18 UNIFICATION— APPLICATION TO ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS 21 MISSISSIPPI RIVER CROSSINGS IN ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINAL DISTRICT 23 Descriptive : 23 Merchants Bridge 23 McKinley Bridge 25 Eads Bridge 29 Municipal Bridge 32 Exchange of Uses — Municipal and Eads Bridges - 36 Ivory Transfer 36 Alton Bridge.,.7. 36 PASSENGER TRAINS - 40 Descriptive 40 Number and Routes of Passenger Trains 40 Necessity for Rerouting East Side Passenger Trains 42 Rerouting East Side Passenger Trains : 43 Suburban Service 44 ST. LOUIS UNION STATION AND MILL CREEK VALLEY. 50 Descriptive 50 Inadequacy of Present Facilities 52 Surroundings and Approaches 52 Train Shed 54 Midway 54 Platforms Between Tracks 54 Length of Station Tracks and Approach Curves 54 Passenger Train Yards 58 Baggage, Mail and Express Facilities 58 Proposed Plan of Mill Creek Valley 59 Sequence of Improvements 59 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF FREIGHT TERMINALS 61 Terminal R. R. Ass'n of St. Louis 63 Terminal R. R. (Eads Bridge Line) 66 St. Louis Merchants Bridge Terminal Ry 67 Wiggins Ferry Co 67 Alton & Southern R. R 69 Baltimore & Ohio R. R 71 vi TABLE OF CONTENTS Page Chicago & Alton R. R 73 Chicago, Burlington & Quincy R. R 75 Cleveland, Cincinnati, Chicago & St. Louis Railway 78 Chicago & Eastern Illinois R. R 78 Chicago, Peoria & St. Louis R. R 80 Chicago, Rock Island & Pacific Ry 82 East St. Louis & Surburban Ry 84 East St. Louis Junction Ry 84 Illinois Central R. R 86 Illinois Traction System.... 89 Litchfield & Madison Ry 91 Louisville & Nashville R. R 91 Manufacturers Ry 93 Missouri, Kansas & Texas Ry 95 Missouri Pacific R. R : . 95 Mobile & Ohio R. R 99 Pennsylvania R. R... 101 St. Louis and O'Fallon Ry 103 St. Louis and Ohio River R. R 103 St. Louis-San Francisco Ry 103 St. Louis Southwestern Ry 106 St. Louis, Troy and Eastern R. R 108 Southern Ry 108 Toledo, St. Louis & Western R. R Ill Wabash Ry - - - 113 CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 117 Study of Freight Movements..... 117 Time Study 117 Industries with Track Connections. 118 Distribution of Local Carload Business - 1..1 19 CARLOAD FREIGHT— PRESENT METHOD OF HANDLING FREIGHT CARS 127 Empty Cars - -. 129 Composite Diagram of Movements of Carload Freight 129 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 133 Proposed Classification and Transfer of Inbound Interchange Freight 136 Freight Local to Railroads' Own Terminals 138 Outbound Freight - 138 Proposed Use of Present Facilities - 138 Prospective Savings in Car Movements - 139 TEAM TRACKS 141 L. C. L. FREIGHT - - - 151 Study of Origin and Destination of L. C. L. Freight 156 Intensity of Use of L. C. L. Freight Stations 162 Handling of Local L. C. L. in St. Louis-East St. Louis District 169 Suggested St. Louis Location for Freight Houses of East Side Lines 172 Connecting Line L- C. L 181 Multiple Level Freight Houses and Warehouses 185 Platform Trucks in Freight Houses 190 Method for Handling to and from Railroad Stations 191 Motor Trucks - 191 Demountable Truck Bodies 191 Container System 194 Columbia Terminal's Tractor and Trailer System of Freight Handling at St. Louis and East St. Louis - 194 Motor Trucks, Trailers and Containers Abroad 196 Bibliography of Motor Truck, Trailer and Container System of Freight Handling 196 TABLE OF CONTENTS vii GRADE CROSSINGS 197 Railroad Grade Crossings 197 Grade Crossings of Railroads and Streets 202 RIVER TRANSPORTATION 205 St. Louis and East St. Louis River Front 205 River Traffic and Equipment 205 River Policy of U. S. Government 207 Volume of River Freight 207 River Terminal Facilities 209 North Market Street Municipal Dock 211 Improvement of St. Louis River Front 215 ELECTRIFICATION 219 Investigations and Conclusions as to Electrification in Chicago 220 Summary of Conclusions With Reference to the Electrification of Railroad Terminals in Chicago.. ..220 UNIFICATION OF RAILROAD TERMINALS 225 General Discussion 225 Railroad Study in Chicago 233 APPENDICES— Appendix "A" — Copy of Questionnaire 234 Appendix "B" — Tabulation of Answers to Questionnaire 238 Appendix "C" — Freight House Operating Schedules 250 Appendix "D" — Freight House Data - 253 Appendix "E" — Present Method of Carload Interchange 271 Appendix "F" — Time Studies 321 Appendix "G" — Proposed Carload Interchange Through Outer Group Yards 336 Appendix "H" — Memoranda Reference, St. Louis Municipal Bridge -361 LIST OF TABLES Table No. I. II. III. IV. V. VI. VII. VIII. IX. X. XI. XII. XIII. XIV. XV. XVI. XVII. XVIII. XIX. XX. XXI. XXII. XXIII. XXIV. XXV. XXVI. XXVII. XXVIII. XXIX. XXX. Title Page Population — St. Louis-East St. Louis Indust-ial District 7 Population of Cities, Towns and Incorporated Villages — 1920 7 Number of Passenger Trains of Each Railroad 40 Increased and Decreased Distances and Annual Passenger Train Mileage — Plan A 43 Increased and Decreased Distances and Annual Passenger Train Mileage — Plan E 44 Business Transacted at St. Louis Union Station 52 Statistical Comparison Between Present and Proposed Union Station Facilities 59 Summary of Average Number of Days Consumed in Handling Freight Cars 118 Number and Percentage of Industries Served by Each Railroad in District 119 Number and Percentage of Industries Served by Each Railroad on Each Side of River 119 Number and Percentage of Cars Loaded and Unloaded at Industries and Team Tracks in Various Parts of the City— October, 1920 122 Number of Carloads of Freight Handled— October, 1920 122 Number of Loaded and Empty Cars Crossing the River — October, 1920 122 Number of Carloads Handled by Each Railroad Local to its Own Terminals and in Inter- change—October, 1920 ; 124 Number of Carloads Passing Through Locations' of Proposed Group Yards and Railroads Convenient to Each Group Yard 133 Number of Carloads Passing Between Proposed Group Yards 135 Comparative Car Miles of Loaded and Empty Freight Cars Handled in October, 1920, by Present and Proposed Methods of Switching 139 Team Tracks on Each Side of River and Daily Number of Cars to Same — October, 1920 141 Team Track Locations — Capacity and Description 143 Railroad Freight Houses in St. Louis and East St. Louis 155 Tons of Local and Connecting Line L. C. L. Freight Handled by Each Road — Week of October 18-23, 1920 ...155 Amount and Distribution by Zones of Local L. C. L. Freight Handled at Each Freight House— Week of October 18-23, 1920 ..Facing 156 Amount and Distribution in Fewer Number of Zones of Local L. C. L. Freight Handled at Each Freight House— Week of October 18-23, 1920 Facing 156 Distribution of Local L. C. L. Freight Among Assembling and Distributing Agencies for Each Railroad— Week of October 18-23, 1920 157 Amount of L. C. L. Freight Handled Across River— Week of October 18-23, 1920 162 Amount and Intensity of Local L. C. L. Freight Handled in Various Parts of St. Louis — Week of October 18-23, 1920 162 Tonnage Handled, Freight House Areas and Intensity of Use of L. C. L. Freight Stations..... 167 Amount and Percentage of L. C. L. Freight Handled by Dray and Trap Cars — Week of October 18-23, 1920 - 169 Tons of Connecting Line L. C. L. Freight Moved Across and on Each Side of River — Week of October 18-23, 1920 183 Tons of Connecting Line L. C. L. Freight Interchanged Between Railroads by Dray and Car — Week of October 18-23, 1920 Facing 184 LIST OF ILLUSTRATIONS Figure No. Title Page 1. St. Louis Union Station Frontispiece 2. Railroad Lines in Vicinity of St. Louis, Mo. -East St. Louis, 111 6 (Original, 4i'/ 2 "x57yi"; scale, 1 inch=l mile.) 3. Relation of St. Louis to Various Centers of Production and Distribution . 9 (Original, 10J^"xl5".) 4. Number of Days Required to Make Delivery of Merchandise from St. Louis to Principal Cities in United States 10 5. Railroad Systems That Enter St. Louis Upon Their Own Rails 14 (Oiiginal, 21"x30".) 6. Railroad Map of St. Louis, Mo. -East St. Louis, 111., and Adjacent Territory 22 (Original, 53"x59"; scale, 1 inch=2,000 feet. Printed Map, 20"x2iyi"; scale, 1 inch=l mile.) 7. Profiles and Alignments of the Four Bridges Crossing River at St. Louis 24 (Original, 2Zy 2 "xi\ l / 2 " ; scales, hor. 1 inch=800 feet. ver. 1 inch=80 feet.) 8. Location of Merchants and McKinley Bridges 26 9. West Entrance to McKinley Bridge — Ninth and Salisbury Streets 27 10. Location of Eads and Municipal Bridges 28 (Original, 18"x34"; scale, 1 inch=800 feet.) 11. West Entrance to Eads Bridge — Third Street and Washington Avenue 30 12. Elevation of Eads Bridge 31 13. Elevation of Municipal Bridge 31 14. West Entrance to Municipal Bridge — Seventh Street near Chouteau Avenue..... 32 15. Proposed Connections at West End of Municipal Bridge 33 16. Proposed Connection with Alton & Southern R. R. at East End of Municipal Bridge 35 (Original, 20"x50" ; scale, 1 inch=40 feet.) 17. Proposed South Approach to Municipal Bridge Facing 36 (Original, Printed Map, ll"x40y 2 "; scale, 1 inch=500 feet. 18. Proposed Connections to Municipal Bridge at Valley Junction Facing 36 (Original, 30"x60" ; scale, 1 inch=100 feet.) 19. Profiles of Connections to Municipal Bridge at Valley Junction Facing 36 (Original, 30"x52" ; various scales.) 20. Location of Proposed Connection Between Relay Depot and Municipal Bridge 37 21. Profiles and Alignments of Eads and Municipal Bridges Facing 38 (Original, 21"x44!^"; scales, hor. 1 inch=400 feet, vert. 1 inch=20 feet.) 22. Rerouting East Side Passenger Trains — Plan A Facing 42 23. Rerouting East Side Passenger Trains — Plan E - Facing 44 24. Profiles — Proposed Elevated Passenger Tracks — Plan E Facing 44 (Original, 22"x5S" ; scales, hor. 1 inch=400 feet, vert. 1 inch=20 feet.) 25. Present Routes and Numbers of Passenger Trains 46 (Original, 34"x45"; approx. scale of map, 1 inch=2,000 feet; scale of trains, 1 inch=50 trains.) 26. Proposed Routes and Numbers of Passenger Trains — Plan A 47 (Original, 34"x45"; approx. scale of map, 1 inch=2,000 feet; scale of trains, 1 inch=50 trains.) 27. Proposed Routes and Numbers of Passenger Trains — Plan E 48 (Original, 34"x45" ; approx. scale of map, 1 inch = 2,000 feet; scale of trains, 1 inch = 50 trains. 1 28. Umbrella Train Shed— Washington, D. C 53 29. Bush Train Shed — Ottawa, Canada , 53 30. Outline of Balloon anad Bush Type Train Sheds - 55 (Original, 8J4"xll".) 31. Detail Cross Sections of Bush Type and Umbrella Train Sheds 56 (Original, $y 2 "xll".) 32. Midway — Union Station — Washington, D. C - - 57 33. Present Railroad Facilities in Mill Creek Valley and Proposed Enlargement of Facilities Facing 58 (Original of present Mill Creek Valley, 29V 2 "xl2l yi" : scale, 1 inch=200 feet; Printed Map, Il"x43j4"; scale, 1 inch=600 feet.) 34. Approximate Outline of Switching Limits - 62 35. Lines of Terminal Railroad Association of St. Louis - 64 36. Carload Freight Diagram— A. & S. R. R 68 (Original, 39"x53" ; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=6,000 cars.) Note: Originals of Figs. 36 to 61 inch are same size and scale. 37. Carload Freight Diagram— B. & O. R. R 70 38. Carload Freight Diagram— C. & A. R. R - 72 39. Carload Freight Diagram— C. B. & Q. R. R 74 40. Carload Freight Diagram— C. C. C. & St. L. Ry 77 41. Carload Freight Diagram— C. & E. I. R. R 79 x LIST OF ILLUSTRATIONS Figure No. Title Page 42. Carload Freight Diagram— C. P. & St. L. R. R - 81 43. Carload Freight Diagram— C. R. I. & P. R. R , 83 44. Carload Freight Diagram— E. St. L. & Sub. Ry 85 45. Carload Freight Diagram— E. St. L. Jet. R. R 87 46. Carload Freight Diagram — I. C. R. R 88 47. Carload Freight Diagram — L. & M. Ry 90 48. Carload Freight Diagram— L. & N. R. R 92 49. Carload Freight Diagram — Mfrs. Ry 94 50. Carload Freight Diagram— M. K. & T. Ry 96 51. Carload Freight Diagram — Mo. Pac. R. R 98 52. Carload Freight Diagram— M. & O. R. R 100 53. Carload Freight Diagram — Perm. R. R 102 54. Carload Freight Diagram— St. L. & O'F. Ry 104 55. Carload Freight Diagram— St. L--S. F. Ry 105 56. Carload Freight Diagram— St. L. S. W. Ry : 107 57. Carload Freight Diagram— St. L. T. & E. R. R 109 58. Carload Freight Diagram — Southern Ry 110 59. Carload Freight Diagram— T. St. L. & W. R. R 112 60. Carload Freight Diagram— Wab. Ry. (West) 114 61. Carload Freight Diagram — Wab. Ry. (East).... 115 62. Freight Handled In and Out of St. Louis-East St. Louis Terminals— 1920 120 (Original, 8V 2 "xll".) 63. Comparison of Freight Handled in 1910-1915 and 1920 121 (Original, Sy 2 "xll".) 64. Number and Distribution of Local Carload Freight — October, 1920 123 65. Number of Carloads of Freight Handled by Each Road— October, 1920 125 (Original, 8^"xll".) 66. Classification Yards 126 67. Interchange Points 128 68. Composite Empty Car Diagram 130 (Original, 39"x53" ; approx. scale, 1 inch'=2,000 feetjscale of cars, 1 inch=15,000 cars.) 69. Composite Carload Freight Diagram 131 (Original, 39"xS3"; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=30,000 cars.) 70. Proposed Grouping of Railroads in Outer Yards 134 71. Composite Carload Freight Diagram — Proposed Rerouting 137 (Original, 39"x53"; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=30,000 cars.) 72. Team Track Locations 142 73. Capacity and Use of Team Tracks 143 (Original, 854 "xll".) 74. Number of Cars to Team Tracks for Inspection and Unloading 147 (Original, 854"xll".) 75. Capacity and Use of Hold Tracks 149 (Original, 854 "xll".) 76. Joint C. R. I. & P.-C. & E. I. and St. L.-S. F. Freight Station— North St. Louis 152 77. C. B. & Q. Freight Station— North St. Louis 152 78. Penn. Freight Station — East St. Louis 153 79. C. & A. Freight Station— East St. Louis 153 80. Location of Railroad Freight Houses 154 (Original, Printed Map, 19"x2854"; scale, 1 inch=600 feet.) 81. Key Map of Zones for Distribution of Local L. C. L. Freight 158 82. Distribution by Zones of Local L. C. L. Freight— Week of October 18-23, 1920 159 83. Distribution of Local L. C. L. Freight in 35 Zones— Week of October 18-23, 1920 160 84. Distribution of Local L. C. L. Freight in 8 Zones— Week of October 18-23, 1920 161 85. Distribution of Local L. C. L. Freight in 6 Zones— Week of October 18-23, 1920 163 86. Intensity of Freight House Use — Tons Per Square Foot 164 (Original, 854"xll".) 87. Intensity of Freight House Use at Chicago 165 (Original, 854"xll".) 88. L. C. L. Freight Passing Through Freight Houses— Week of October 18-23, 1920 166 (Original, 8^"xll".) 89. Cars of Freight Loaded and Unloaded Daily at Freight Houses— Week of October 18-23, 1920 166 (Original, 854"xll".) 90. Intensity of Freight House Use — Tons Per Lin. Ft. of House Tracks 168 (Original, 854"xll".) 91. Car Capacity and Daily Use of House Tracks 169 (Original, 854"xll".) LIST OF ILLUSTRATIONS xi Figure No. Title Page 92. Car Capacity and Daily Use of House Tracks at Chicago 169 (Original, 8^"xll".) 93. Cost Per Ton for Handling L. C. L. Freight 170 (Original, 8K"xll".) 94. Present Railroad Facilities in North St. Louis and Proposed Enlarged Facilities Facing 172 95. Occupancy of Land in North St. Louis Freight House District and Tentative Layout Showing Loca- tions in North St. Louis for Freight Houses' of East Side Lines Facing 172 (Original of present North St. Louis Facilities, 25"xJ9"; scale, 1 inch=200 feet; Printed Map, ll"x37}^" ; scale, 1 inch=500 feet.) 96. Comparative Distances Between St. Louis Business District and Present and Proposed Locations of Freight Houses 174 (Original, 14"xl8".) 97. Columbia Terminals Co. Universal Off Track Freight Station — Fourth and Spruce Streets 177 98. Columbia Terminals Co. Universal Off Track Freight Station — Twelfth and Spruce Streets 177 99. Locations of Columbia Terminals Co. Freight Stations — Inbound and Two-way Houses 178 (Original, 18"x24"; scale, 1 inch=50 feet.) 100. Locations of Columbia Terminals Co. Freight Stations — Outbound Houses 179 (Original, 18"x24"; scale, 1 inch=50 feet.) 101. Locations of Fidelity and Central Transfer Co.'s Freight Stations 180 (Original, 18"x24"; scale, 1 inch=50 feet.) 102. Connecting Line L. C. L. Freight Handled by Each Road— Week of October 18-23, 1920 181 (Original, 8^"xll".) 103. Connecting Line L. C. L. Freight Diagram 182 (Original, 23"x32" ; map not to scale.) 104. Types of Multiple Story Freight Stations 185 105. Types of Multiple Story Freight Stations 186 106. Tvpes of Multiple Story Freight Stations 187 (Originals of Figs. 104, 105 and 106, 8^"xll"; scale, 1 inch=40 feet.) 107. Warehouse Group — Los Angeles, California.— 188 108. M. K. & T. Freight Station— North St. Louis 189 109. St. L. S. W. Freight Station— North St. Louis 189 110. Demountable Motor Truck Bodies — Cincinnati, Ohio — Loading Bodies 192 111. Demountable Motor Truck Bodies — Cincinnati, Ohio — Placing on Motor Trucks 192 112. New York Central Container Car — Ready for Shipping 193 113. New Vork Central Container Car — Placing container on Motor Truck 193 114. Tractor and Trailer Method — Columbia Terminals Co. — Loading Trailer 195 115. Tractor and Trailer Method — Columbia Terminals Co. — Ready for Delivery 195 116. Location of East St. Louis Freight Houses Showing Present Railroad Grade Crossings Between Relay and Bridge Junction ....198 117. Proposed Exchange of Three Freight Houses' to Eliminate 6 R. R. Grade Crossings 199 118. Proposed Rearrangement of East St. Louis Freight Houses Eliminating 16 R. R. Grade Crossings-200 119. L. & N. Freight Station— East St. Louis ....201 120. C. C. C. & St. L. Freight Station— East St. Louis 201 121. B. & O. Freight Station— East St. Louis' 202 122. Navigable Waterways in the Mississippi Valley 204 (Original, 16^x23".) 123. U. S. Government Upper River Tow Boat and Barges 206 124. U. S. Government Lower River Tow Boat and Barges 206 125. Log and Lumber Derrick — St. Louis River Front 208 126. Southern Ry. Coal Dock— East St. Louis .....208 127. Burlington Grain Elevator — North St. Louis. 210 128. Direct Transfer of Freight — River-Rail — St. Louis River Front 210 129. Old St. Louis Levee Scene 212 130. North Market St. Municipal Dock 213 131. Layout of North Market St. Municipal Dock .214 (Original, 24"x81" ; scale, 1 inch=50 feet.) 132. Present and Proposed Harbor Lines Above Merchants Bridge 216 (Original, 21'x33" ; scale, 3 inches=l mile.) 133. Proposed Ultimate Development of St. Louis Water Front 217 (Original, 15"x21"; scales, bor. 1 inch=100 feet, vert. 1 inch=:50 feet.) MEMORANDUM Copies of illustrations appearing in this report may be obtained in the sizes appearing here and copies of drawings for which original sizes are shown in parenthesis in the preceding list may be obtained in original sizes, at cost, from C. E. Smith & Company, Consulting Engineers, 2073 Railway Exchange Building, St. Louis, Missouri. CONCLUSIONS AND RECOMMENDATIONS In arriving at the conclusions and recom- mendations enumerated below and discussed more in detail in this report, the Committee has endeavored to foresee and provide for the transportation needs of the St. Louis-East St. Louis Industrial District for a long period of years. Consequently the improvements con- templated by the recommendations are very extensive and cannot be consummated at once, nor in a short period of time. Some of the improvements should be undertaken imme- diately, others may not be required for several years. The improvements are so extensive that they must necessarily be extended over a considerable period of years. It is most important, however, that the va- rious affected interests agree upon definite plans and methods and that thereafter those plans and methods should be the goal toward which all improvements are directed. No step should be taken that would conflict with them. With that end in view a committee repre- sentative of the carriers and the public should be created to concern itself with the execution of these improvements in their logical order, and to study such further details as time and changing conditions may warrant, to the end that there may be established an ultimate plan and policy of gradual and economical im- provement of this terminal in harmony with its needs, and in harmony with other related physical improvements. Unification The principle of unification as applied to the St. Louis and East St. Louis terminals has been retained, as far as economically practi- cable, in reaching the conclusions and recom- mendations expressed herein. Passenger traffic is already unified. The Committee recommends the complete unification of the classification and interchange of cars which constitutes approximately 85 per cent of the freight traffic. The Committee recommends that each rail- road continue to serve the territory local to its own terminals in the St. Louis-East St. Louis Industrial District. Mississippi River Bridges Passenger trains should, with the exception of the Wabash trains that use Delmar Station, be removed from the Merchants Bridge and from the congested freight terminals in North St. Louis. The Eads Bridge and tunnel should be abandoned for railroad traffic. The Municipal Bridge should be provided with approaches and connections at the follow- ing points : Eighth and Gratiot streets, St. Louis ; South approach to South St. Louis ; North approach to Relay Depot in East St. Louis ; North and south connections at Valley Junc- tion, East St. Louis ; Twenty-ninth street, East St. Louis. Passenger trains transferred from the Mer- chants and Eads bridges should be rerouted over the Municipal Bridge. The Municipal Bridge should be used for such freight as can be handled over it more expeditiously than over other Mississippi River crossings. The cities of St. Louis and East St. Louis and the railroads should negotiate for the ex- change of the use of the Eads and Municipal bridges to accomplish the following: (a) Upper decks of both bridges to be used for highway traffic free from toll ; (b) Lower deck of Municipal Bridge to be used for traffic of all railroads ; (c) Lower deck of Eads 1 Bridge to be used for street railway and interurban traffic ; (d) The Eads Bridge and tunnel to be aban- doned for steam railroad service. CONCLUSIONS AND RECOMMENDATIONS The McKinley Bridge has the capacity for handling a great deal more freight than at present. This bridge should be provided with additional approaches and connections with the tracks of the City of St. Louis and Termi- nal Railroad Association in Hall street, St. Louis, with the tracks of the Wiggins Ferry, the C. & A. and the Southern Belt at Venice, and with the tracks of the Terminal Railroad Association and other lines north and east of Madison yard. The communities on both sides of the river should negotiate with the owners of the Mc- Kinley Bridge for the elimination of tolls on the highway roadways. Rerouting East Side Passenger Trains Passenger trains using the Municipal Bridge should follow elevated routes through the con- gested freight terminals in the vicinity of Re- lay Depot, East St. Louis, connecting with sur- face tracks north of Bridge Junction, east of Relay Depot and south of Broadway, re- spectively. At the junction of the elevated routes near the intersection of Main street and Broadway, East St. Louis, a new East Side Union Station should be built. As a first step and as a part of the East Side approaches and elevated lines, a preliminary approach meeting surface tracks under the present Broadway viaduct should be con- structed, affording trains access to the Mu- nicipal Bridge. Extensions of Merchants Bridge Elevated The Merchants Bridge Terminal elevated structure should be extended from its pres- ent terminus north along the river front, cross- ing North Market street overhead and connect- ing with the surface tracks of the C. B. & Q. and the City of St. Louis tracks, used by the Terminal Railroad Association. Passenger trains of the C. B. & Q. and the M. K. & T. should be removed from the con- gested surface tracks in the North St. Louis freight district and operated over the north ex- tension of the Merchants Bridge elevated tracks. The Merchants Bridge Terminal elevated structure should be extended south to cross Rutger street overhead and to connect with the tracks of the Missouri Pacific and of the City of St. Louis, used by the Terminal Rail- road Association in South St. Louis. Elevated connection should be built at the river front between the south extension of the elevated and the Mill Creek Valley portion of the elevated. The elevated tracks should be used for freight trains between North St. Louis, South St. Louis and the Mill Creek Valley. The Poplar street track of the Missouri Pa- cific should be taken up between Seventh street and the river front when the traffic now handled over that track can be handled over the Merchants elevated tracks, extended to South St. Louis. Mill Creek Valley and Union Station The railroads should acquire all property south of the Missouri Pacific in Mill Creek Valley as far as Gratiot street. The Missouri Pacific yards should be relo- cated on the property thus acquired. With the additional space thus provided the approaches to the Union Station and the rail- road facilities in the Mill Creek Valley should be enlarged as follows : Station tracks should be lengthened ; Approach curves should be flattened ; Engine facilities should be moved west of the station ; All yards for passenger train cars should be moved west of the station; A train yard for making up and breaking up passenger trains should be provided west of the station ; The inbound baggage room should be en- larged ; The express buildings should be rebuilt nearly double their present size ; New and enlarged facilities for handling mail and parcel post should be provided ; Additional tracks for handling mail, express and other head end cars should be provided ; At such time as the present train shed re- quires renewal it should be replaced by a mod- ern train shed of the Bush type or umbrella type ; Station platforms should be widened and paved ; CONCLUSIONS AND RECOMMENDATIONS The midway should be widened ; Twentieth street, south of Market street, should be moved west to line up with Twen- tieth street, north of Market street, which will give 140 feet additional Union Station frontage on Market street; The widening of Market street and the mak- ing of two blocks in front of Union Station into a plaza, as in the ordinance recently passed by the Board of Aldermen, should be carried out ; A suburban station should be constructed, facing Market street between Seventh and Ninth streets ; Automobile unloading platforms should be provided near Compton avenue, adjoining the automobile district. Classification and Interchange of Carload Freight The present system by which each road classifies its own inbound freight for direct de- livery to each railroad with which it connects should be changed and the interchange of freight between railroads should be completely unified. The present system of individual yards of all railroads and clearing yards of the Termi- nal Railroad Association should be developed as a system of outer group yards as follows : Yard No. 1, North: Yard No. 2, Near Madi- of Granite City : son : C. & A. I. C, north. C. C. C. & St. L. L. &M. C. & E. I. T. St. L. & W. C. B. & Q., north. St. L. T. & E. Wabash, east. C. P. & St. L. Yard No. 3, East Yard No. 4, East of of Willows : Valley Junction : Pennsylvania. Sou. B. &0. St. L. & O. R. L. &N. I. C, south. C. B. & Q., east. St. L. & O'Fallon. E. St. L. & Sub. Yard No. 5, at Dupo : Yard No. 6, North St Mo. Pac. Louis : M. & O. M. K. & T. St. L. S. W. C. B. & Q., west. Wabash, west. C. R. I. & P. Yard No. 7, West Yard No. 8, Near west Ivory : City limits : Mo. Pac. Mo. Pac. St. L.-S. F. All inbound trains with the exception of cars for local delivery on the carrying rail- road should arrive at and be classified in these outer group yards. All outbound trains should be made up in outer group yards or in outer yards of indi- vidual railroads adjacent thereto. Each railroad should continue to serve as heretofore its local terminals, including its freight houses, team tracks and industries. The railroads should appoint an outer group yard and transfer committee, consist- ing of representatives of all the railroads, to work out the details, to the end that the pres- ent system may be superseded by the new and improved system as soon as possible. Team Tracks The Terminal Railroad Association should build additional universal team tracks for the business of all railroads along the following lines : Wabash between Grand avenue and Forest Park; Missouri Pacific and St. Louis-San Fran- cisco between Grand avenue and Maplewood; Missouri Pacific, along the Oak Hill branch, and South St. Louis river front; Individual railroads, including the Termi- nal Railroad Association, should add to their team track facilities where most needed by their shippers. In particular the Terminal Railroad Asso- ciation should enlarge its team track facili- ties in the Mill Creek Valley in the vicinity of Sixteenth street and Clark avenue, at Compton avenue contiguous to the automo- bile market, and from Tyler street to Chou- teau avenue along the river front. Coal dealers using public team tracks should be compelled to provide facilities for unloading coal promptly on its arrival. Pub- lic team tracks should not be assigned to coal dealers who use cars as storage bins from which coal is unloaded by hand into wagons as sold. Team tracks should be so located as to keep out of the congested districts freight that can be handled outside. CONCLUSIONS AND RECOMMENDATIONS Each i railroad should make an intensive study of business handled over team tracks for a year of heavy business, noting particu- larly the origin and destination of team track freight in the St. Louis-East St. Louis Dis- trict, proper locations and capacity of team tracks should be determined from that study, and thereafter the necessary team tracks be built as quickly as possible in the proper lo- cations. L. C. L. Freight The building of on track freight stations in St. Louis for the East Side lines is not recom- mended at this time. In the event East Side lines build freight houses in St. Louis in the future, the most desirable location is in the present North St. Louis Freight House District. The present system of universal off-track freight stations of transfer companies should be extended and enlarged. Additional off-track freight stations should be built at locations where there is sufficient freight to justify. Service through these sta- tions should be equal to that of the on-track indi- vidual freight stations. Grade Crossings The delay and congestion in the vicinity of Relay Depot on account of numerous rail- road grade crossings should be reduced by de- creasing the number of railroad grade crossings. As a first step the railroads should exchange the freight houses of three railroads as fol- lows : L. & N. to use C. C. C. & St. L. house; B. & O. to use L. & N. house ; C. C. C. & St. L. to use the B. & O. house. By this means the following grade cross- ings would be eliminated : C. C. C. & St. L. crossing L. & N. ; C. C. C. & St. L. crossing Eads Bridge tracks ; C. C. C. & St. L. crossing B. & O.; C. C. C. & St. L. crossing Pennsylvania ; B. & O. crossing Pennsylvania; B. & O. crossing Eads Bridge tracks. As a final step the frieight houses north of the Pennsylvania should be rebuilt along north and south lines, which will eliminate more grade crossings. Each railroad should study its highway grade crossing problems in the St. Louis-East St. Louis terminals with representatives of the various communities ; general plans should be agreed to for the future elimination of such crossings as it seems desirable to eliminate at some future time, and thereafter in locating industries and making improvements, nothing should be done by either the railroads or the communities that would make it more difficult to eliminate any grade crossings. River Front Development The North Market Street Municipal Dock should be completed according to the plans for its ultimate development as rapidly as the requirements of the river traffic necessitate. The Mississippi River harbor lines should be moved east, south of the Municipal Bridge. The Mississippi River should be straight- ened north of the Merchants Bridge. Electrification The complete elimination of steam locomo- tives' from the railroad terminals of St. Louis and East St. Louis for smoke abatement is not under present-day conditions necessary. The complete electrification of the railroad terminals of St. Louis and East St. Louis is financially impracticable. THE ST. LOUIS -EAST ST LOUIS INDUSTRIAL DISTRICT The St. Louis-East St. Louis Industrial Dis- trict comprises an area in Missouri and Illi- nois about twenty-five miles square, of which the cities of St. Louis, in Missouri, and East St. Louis, in Illinois, occupy most nearly the central position. Its boundaries are a line east and west through Alton, 111., on the north, the bluff skirting the American Bot- toms in Illinois on the east, the Meramec River, in Missouri, on the south, and a line drawn north and south through St. Charles, Mo., on the west. The Mississippi River courses in a north and south direction through the central east- ern section of the district, and is the boun- dary line between the States of Illinois and Missouri. Of the approximately 625 square miles within the district, about 225 are in Illinois and 400 in Missouri. The Illinois side consists of what is known as the Great American Bottoms, a low, level, fertile area, bounded on the east by bluffs of rock over- laid with clay about one hundred feet above the Bottoms. The Missouri side is an undu- lating surface of gently rolling hills, rich val- leys and plains, sloping gradually to the Mis- sissippi. Within the St. Louis Industrial District lives a population in excess of 1,000.000 (U. S. Census, 1920). The population has in- creased about 50 per cent since 1900, when there was a population of but 690,600. This vast population lives within a centrally lo- cated group of cities on either river bank, ap- proximately 135,000 living in Illinois and 875,- 000 in Missouri. There are numerous political subdivisions that do not encourage or facilitate easy ad- justment of problems essentially common to the district as a unit. The state line, passing through the center of the district, is most un- fortunate and invites diversity of interests. The Illinois side is bisected by a county line. In Madison County to the north and in St. Clair County to the south are respectively five and four townships, seven and five cities and incorporated villages. The Missouri side of the district has even more numerous po- litical subdivisions. The City of St. Louis oc- cupies a central area, elliptical in shape, 62 square miles in area and having a river front- age of 19 miles. The remaining area com- prises St. Louis County (of which St. Louis is not a part) and within which are to be found 14 cities, towns and incorporated villages. The distribution of population throughout the district is shown in the following tables ; the principal subdivisions are shown on maps ac- companying this report. East St. Louis (66,740 population 1920 U. S. Census) is the nucleus of a number of rap- idly growing satellite cities on the Illinois shore of the Mississippi River. The rapidity of development on the Illinois side may be judged from the fact that the present total population of 135,000 represents an expansion of about 250 per cent in twenty years, there having been a population of but 40,000 in 1900. From the time of the first settler on the Illinois side — Richard McCarty — who came in 1765 — periodic floods prevented ex- tensive developments until about 1900. The worst of these floods came in 1844 when a steamboat is reported to have traversed the entire distance of seven miles from the Mis- sissippi to the Bluffs. East St. Louis early became the principal river crossing point in this vicinity. Here products from the surrounding section of Illi- nois were ferried to St. Louis where they found a ready market. The first ferry was established by Captain James Piggott in 1797. S U R I: 5T L0U15 CO K *>"£ I / to C R 1 iA 3 -Sar ^ \Clavton 1 \ *"""ijr,. ■ mo_p££- 2 iifi MAPLE, \vooo WEBSTER GROVES.* — KW00O / ^^ ^-Nfe \ )\ ,s # /y&f' V //ft / /ft/ /Z 8* ¥ c /eS. yy^^^ & ^-tY COLLINSVILLE/ ■^^ ^/ "j _/_MADISON__CO.. ._ j - 7'^stcl"air' co. cs >9fe: LEBANON iSTH 5UB S7 OFALLON <^ _ 5T LOUIS _C0_ JEFFERSON CO. NAMES Or RAILROADS ABREVIATI0N5 501/THEBN 1 CONTINCNTAp\ / E(Te nSONft -* BARRACKSV: iiP-tEV,. A/\ -U_&N| SOUTHWCSTeAN C"rCA60 PEORift 8 STUNK Illinois TtOMiNAL rh t«8,5TLOUIS«T CCCMfLVs. ■jeS. 1 " . TWOVa IA5TERN R I tew ■tfc°5 500 T-RJM T5T iife%,l. *4 i& IrREEdURG MAP OF RAILROAD LINES in VICINITY .-/. OF %% ST. LOUIS, MO.-E AST ST.LOUIS.ILL. 1021 5 MILES "scale C E SMITH & CO CONSULTING ENGINEERS Fig. 2— Railroad Lines in Vicinity of St. Louis. Mo.,-East St. Louis, 111. 6 ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT TABLE I— POPULATION ST. LOUIS-EAST ST. LOUIS AND INDUSTRIAL DISTRICT. 1920 City of St. Louis, Mo 772,807 St. Louis County, Mo 100,737 St. Clair County, 111. — Canteen. Township 3,151 Centerville Township 3,132 East St. Louis Township 66,740 Sugar Loaf Township 2,819 Madison County, 111. — Alton Township 24,682 Chouteau Township 818 Nameoki Township 10,833 Venice Township 10,230 Woodriver Township 8,793 Madison Village (not included in Venice and Nameoki Villages as shown) 4,996 1,009,828 1910 1900 687,029 575,238 83,417 50,040 777 1,940 4,795 58,547 -29,655 1,702 1,185 17,828 15,241 768 875 6,050 2,834 14,421 6,335 6,579 4,402 878,058 690,600 The Wiggins Ferry, of subsequent fame, was established in 1818, steam power first being installed in 1828. In 1836 the first railroad in Illinois was constructed by the Illinois and St. Louis Coal Company from East St. Louis Merchants, the Municipal and the McKinley have railroads from the north, east and south, whose vast terminals and rights-of-way were usually constructed above the ordinary flood stage. Four additional bridges — the Alton, the TABLE II— POPULATION OF CITIES, TOWNS AND INCORPORATED VILLAGES. 1920 City of St. Louis, Mo 772,897 St. Louis County, Missouri : Bridgeton Town 121 Clayton City 3,028 Fenton Village 146 Ferguson City _ 1,874 Glendale Town 749 Kirkwood City 4,422 Maple wood City 7,431 Richmond Heights City 2,136 Shrewsbury Town 845 St. Ferdinand City 682 Uniondale City 1,315 University City 6,792 Valley Park City _ 899 Webster Groves City _ 9,474 St. Clair County, Illinois : Brooklyn Village 1,685 Dupo Village 1,393 East Carondelet Village 311 East St. Louis City _ 66,740 National City Village _ 426 Madison County, Illinois : Alton City ,.. 24,682 East Alton Village 1,669 Granite City 14,757 Madison Village 4,996 Nameoki Town 1,181 Venice City 3,895 Wood River Village 3,476 937,012 to coal mines on the Bluffs. Horsepower was the means of locomotion. During this period the railroads from the east commenced the building of their lines to the east bank of the Mississippi River at East St. Louis. They naturally built to the ferry landings. The Eads Bridge, the second structure to span the Mississippi, was completed in 1874. As all railroads were built to reach this bridge the river front of East St. Louis was pre-empted by since been built across the river within the district. The Stock Yards were established in 1872. The year 1900 marked the turning point in the history of the east side. In this year was created the East Side Levee and Sanitary Dis- trict, which, with ample taxing powers, in the twenty years of its existence has done much to relieve flood troubles, and with the comple- tion of its present plans and program will have 8 ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT eliminated flood trouble and released for in- dustrial use an almost unlimited acreage, low in cost and ideally suited for industrial enter- prises. The Missouri side of the river, being high, well drained and easy of access, quite naturally was the seat of early development and subse- quent greatest growth. Here Laclede and Chouteau first established a trading post in the spring of 1764. Trade with the Indians was not sufficiently great to produce marked increase in population so that 40 years later, at the time of the Louisiana purchase, St. Louis had a population of but 1,000 people. The first charter was granted to St. Louis in 1823 when the city's estimated population was 5,500 people, and it was not until the two decades preceding the Civil War that St. Louis' greatest increase in population oc- curred, the census of 1870 giving a total of 310,864 persons. While St. Louis has enjoyed a steady in- crease in growth since the Civil War period, there is no doubt that but for the Civil War there would have been developed here the greatest of America's inland cities, for here was the natural railroad center of the .Middle West and the logical central western railroad terminus of the trans-continental railroads. Preceding the Civil War, St. Louis was the largest city in the United States west of the Atlantic Seaboard, but being within the war zone, the principal trans-continental railroads then being built were quite naturally shunted to the north and Chicago soon afterwards rapidly passed St. Louis. Up to 1900 the growth of St. Louis had been usually within the city limits ; whenever de- velopment outdistanced the boundaries prior to 1876 these were soon extended sufficiently far to include all outside growth, but they have not been extended since 1876. Since 1900 the increased population of St. Louis has found accommodation chiefly outside the city limits, either in St. Louis County or in East St. Louis, Illinois. St. Louis County increased in population from 50,000 in 1900 to 100,000 in 1920. A casual knowledge of the St. Louis Indus- trial District will soon reveal the unity of the area despite the variations in topographic for- mations and numerous political boundaries. The greater growth on the west bank of the river with subsequent scarcity of readily avail- able cheap industrial property is directly re- sponsible for the quite rapid growth of the east side cities. The heavier forms of industry requiring large, low cost acreage tracts near the Illinois coal fields have found admirable locations in the vast level lands on the East Side away from the center of population where they will not offend with odors, smoke and noise. The St. Louis District was known essen- tially as a distributing center, but due to its position and its nearness to a great many raw materials, it has become one of the great in- dustrial districts of the United States. It must continue to grow, and rapidly because it has the one great factor of industrial strength, diversity of industry. Within a radius of 150 miles are the centers of horse and mule, cattle, hog, corn and farm production. Within a radius of 300 miles are the centers of lead and zinc and oat production and the center of population of the United States. Just beyond the 300 mile radius are the wheat and cotton centers and the geo- graphical center of the United States. A circle with a radius of 10 miles intersects 30 railroad lines. The favorable position oc- cupied by the district from a railroad stand- point is well indicated by the map accompany- ing this report, showing parts of the United States and Canada to which merchandise can be delivered in a few days. One day to Chi- cago, Cincinnati, Nashville and Kansas City; two days to St. Paul, Pittsburgh, Mobile and Omaha ; three days to Duluth, New York City, New Orleans, and Fort Worth, four days to Northern Michigan and Canada, Boston, Florida, San Antonio and Denver. It is at once the central raw material market, the manufacturing center, and the center of distribution. Of the natural resources of the district little has been said. In addition to the rich agricultural resources an abundance of limestone is available for various uses, and, NOETH DAKOTA fpERIOl • SIS&1ARK FARGO • i SOUTH DAKOTA • PIERRE 3 LEAD AND TULSA* OKLAHOMA OKLAHOMA CITY El ® H CEjKtE gW CENTER VKEttfUClW MULE ZINC CENTER ) MEMPHIS /AT" LITTLE ROCK FOET SMITH ARKANSAS COTTOJsl Q. CENTER / 5j V DALLAS* &HREVEPORT FULTON MONROE BIRMINGHAM >" Y*- MONTGOMERY POPULATIONS^ ' LEXINGTON \ C^ y v \t>N MOR-TVA c ^OUHfN # rome \r;AEOL\HAj .ATLANTA ^charlesto, GEORGIA SAVANNAH TEXAS AUSTIN ( HOUSTON GALVESTON PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING ST.LOUIS, EAST ST.LOUIS RAILR6AD TERMINALS C.E.SMITH a CO. ST.LOUIS, MO. CONSULTING ENGINEERS. MAP SHOWING RELATION OF ST. LOUIS TO VARIOUS CENTERS OF PRODUCTION AND DISTRIBUTION 100 too 200 300 400 MILES SCALE mi Fig. 3 — Relation of St. Louis to Various Centers of Production and Distribution. 9 10 ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 11 with shales also found in abundance, is used for the manufacture of Portland Cement. In this district is to be found one of the finest rire clay deposits, from which is made great volumes of brick, tile, pipe, terra cotta and similar products. Sand and gravel are found in great abundance and of excellent quality. The greatest of the raw materials here found, however, is the coal of Southern Illi- nois. From the mines, at our very door, is produced more than one-twentieth of the total coal supply of the world. After years of patient effort and success, a process for coking the coal has been found and a $10,000,000 plant for this purpose has recently been com- pleted and put in operation. The significance of this industry can be judged in its relation to the future development of the iron and steel industry alone when it is realized that the Illinois mines contain greater deposits of coking coal than the combined fields of Con- nellsville, which supplies Pittsburg, and the Birmingham district. Of further great sig- nificance is the relation which this industry will bear to the development of our drug and chemical industries through the infinite de- rivatives obtained from the coal tar by-prod- ucts. This district has a great future as an iron and steel center as coke and iron ore can be assembled here at less cost than at Pitts- burgh. The district is conservative in thought and action. Its conservatism has been an asset and has preserved its distinctive character and its well known financial stability. Within the past few years there has been a deliberate effort in St. Louis and East St. Louis to plan for future growth. City plans for the develop- ment of a well co-ordinated street system, transit facilities, recreation grounds, etc., have been prepared and numerous measures under- taken. None of these studies has yet compre- hended the entire Industrial District, largely because of want of jurisdiction. It is peculiarly significant therefore, that this, the first comprehensive study of the en- tire district treats of railroad transportation, the basic factor in any scheme of development. This study, it is hoped, will be the forerunner of a series of similar planning studies of this important industrial area. HISTORY OF RAILROAD DEVELOPMENT St. Louis was founded long before the de- velopment of the steam railroad, and, for good topographical reasons, upon the west bank of the river, the site selected being the first high rolling ground south of the junction of the Missouri, Mississippi, and Illinois Rivers, then the only means of transportation in a large part of the Middle West. The railroad development of the United States beginning on the Atlantic seaboard, proceeded generally along east and west lines, and reached the Mississippi, opposite St. Louis in the early fifties of the last century. The lines were built to the river bank at right angle thereto, and as close to the ferry land- ings as possible, which accounts for the loca- tion of numerous yards side by side in East St. Louis. Simultaneously with the development on the east side, railway construction began in St. Louis with what is now the main line of the Missouri Pacific, a short section of which was opened for traffic in 1852. The West was at that time an undeveloped region and the business of the City was with the eastern part of the country ; thus St. Louis had its railways located in another state, sep- arated by a great river without bridges, and it is owing to the disadvantages of this physi- cal, and political situation that a large part of the subsequent transportation difficulties of the City are due. A full twenty years elapsed before the river was bridged, and in that time the railway ter- minals and trunk lines had taken shape upon their present locations. There had been many years of agitation for a bridge. The ferries, upon which the commerce of the City had to be handled to and from the east side, were slow and often interrupted by ice. The great genius and untiring energy of Captain Eads was finally rewarded by the successful opening of the magnificent struc- ture which bears his name, July 4, 1874. There had been powerful opposition to the construction of a bridge. The steamboat in- terests opposed it. Their opposition had much to do with the location of the structure. Cap- tain Eads, a river man himself for a number of years, fully appreciated the importance of their opposition. In his report on the bridge and concerning its location, he says : "As a matter of convenience to the marine interests, the location at Washington avenue must be deemed judicious. It is idle to talk of bridging the river and planting piers in its channel without obstructing navigation. No matter how wide the spans may be, every pier that is placed in the river is an obstruction cal- culated to create danger and cause anxiety to those who navigate it. By the location at Washington avenue, the wharf is nearly equally divided above and below the bridge. This will make it unnecessary for the steamers trading on the upper river to pass under the structure, whilst those engaged on the Ohio and the lower rivers will seldom be required to pass above it. "If the bridge were located in the upper por- tion of the city, all of the upper river boats would have to pass and repass it every trip. "From all these facts, I feel confirmed in asserting that at no other location could the bridge be erected so cheaply ; at no other would its revenue be so great ; at no other point opposite your city would the public at large be so well accommodated." The bridge was accordingly located in the best place to serve the river interests, in a place where they would be least disturbed. It was not a good location from a railway point of view, as its west end landed upon rising ground, necessitating the use of a tunnel to reach any railway connections in the city. Almost another twenty years elapsed before the great traffic crossing the Eads Bridge was relieved by the construction of the Merchants Bridge and the Merchants Bridge Terminal Railway. The bridge itself was formally 12 HISTORY OF RAILROAD DEVELOPMENT 13 opened May, 1890; but, owing to the fact that adequate connections had not yet been pro- vided, it did not become a factor of impor- tance in the transportation system of the city until the early part of the year 1893 — after the elevated structure on the levee, and other im- portant connections had been made on both sides of the river. The traffic conditions of the city and the necessity of additional industrial areas for development amply warranted the construc- tion of this bridge at that time. The great industrial development of Granite City, Madi- son, and North St. Louis is due directly to the construction of the Merchants Bridge and Ter- minal Railway. On the west side of the river the tracks of this company were laid for the most part in city streets, although it built the elevated structure on the levee, but from Carr street north to the west approach of the bridge the tracks are almost wholly in public streets, preventing adequate expansion along the line and leading to a slow congested movement of trains. This company started, and partially com- pleted, the only section of a belt line in opera- tion around the City of St. Louis. The Terminal Railroad Association was formed in 1889, the proprietary lines then being — • Baltimore & Ohio Southwestern Railroad, Cleveland, Cincinnati, Chicago & St. Louis Railway, Missouri Pacific Railway, St. Louis, Iron Mountain & Southern Rail- way, Louisville & Nashville Railroad, Wabash Railway. In 1902, the following lines joined the Asso- ciation : Chicago & Alton Railroad, St. Louis-San Francisco Railway, Pittsburgh, Cincinnati, Chicago & St. Louis Railroad, Chicago, Rock Island & Pacific Railway, Southern Railway, Illinois Central Railway, Missouri, Kansas & Texas Railway, Chicago, Burlington & Quincy Railroad, and in 1910, the St. Louis Southwestern Railway. The following lines are not members of the Association : Mobile & Ohio Railroad, Chicago & Eastern Illinois Railroad, Toledo, St. Louis & Western Railroad, Alton & Southern Railroad, St. Louis, Troy & Eastern Railroad, St. Louis & O'Fallon Railway, Litchfield & Madison Railway, Chicago, Peoria & St. Louis Railroad, Manufacturers' Railway, East St. Louis & Suburban Railway, Illinois Traction System, St. Louis & Ohio River Railroad. The mileage of the lines entering St. Louis and East St. Louis is 80,000, or about 30 per cent of the entire mileage of the United States. The lines not members of the Terminal Asso- ciation are, for the most part, comparatively short local lines aggregating less than 3,000 miles ; and with all the trunk lines members of the Association, it is apparent that no city in the United States offers so good an opportunity for unified control and operation of terminal facilities as does the St. Louis and East St. Louis Terminal District. The McKinley Bridge was completed in 1910 to serve the electric lines of the Illinois Trac- tion System. It is believed that some con- siderable use can be made of this structure for the carrying of freight across the river, although up to the present time its business has been almost exclusively the handling of passengers and express. The Municipal Bridge was erected in 1916. Its location is on practically a continuation of the Mill Creek Valley, the natural location for railways leading westwardly from St. Louis, and it is thus in the logical location to handle railway traffic, for which purpose it has a double track railway deck, but as yet not pro- vided with adequate railway connections. The situation of St. Louis previously re- ferred to, namely, business on one side of the river and freight houses on opposite side, necessarily lead at once to the development of a transfer service. At first, this was performed by ferry, on which cars were carried across, and by wagons and teams on the ferries. Later, when Eads Bridge was constructed, by team- ing across, and at present, by both teams and motor trucks over that structure. Several m 5 uJjKCi"" 5 .;S l « : H f •■ t- iiju'uuo-jJIiiiniiiillsOiJX^- QC uj ui (0 Iz x- o Ct UJ °-2 a. <£ i 14 HISTORY OF RAILROAD DEVELOPMENT 15 companies are now engaged in this business, and it has been developed into an efficient operation. Several warehouses of substantial construction have been erected in various parts of the city, which serve as off -track stations for the handling of 1. c. 1. shipments. A recent development is the use of a tractor with trailer, which affords economical expeditious service between the transfer companies' warehouses and the freight houses of the railway com- panies. A regular service is maintained by these transfer agencies, so that shipments re- ceived in their warehouses up to a certain hour of the day make outgoing freight trains of the various roads in the evening. This service is also largely used by the railroads in transfer of through 1. c. 1. merchandise handled be- tween connecting lines. The system in effect in St. Louis has been favorably commented upon by experts study- ing the handling of 1. c. 1. freight in large cities. THE SCOPE AND PURPOSE OF THIS INVESTIGATION While there are certain definite phases of de- sirable improvements in the transportation facilities in the St. Louis-East St. Louis Indus- trial District that could be taken up as indi- vidual problems, such phases are to a large extent interwoven. For this reason the com- mittee after a review of the general situation decided to consider the various problems with reference to their relation to a comprehensive scheme for the rearrangement and future de- velopment of the railroad terminal facilities. Each phase of the situation was studied and is treated individually, but always with a view as to the effect that any proposed changes will have upon the ultimate development. With such a thought in mind, attention early in our study was given to formulating certain fundamental principles which should be kept in mind in the development of a comprehensive plan. As a result the following principles were formulated and have been followed as a general guide in our studies of the various problems and in developing our plans for the solutions of such problems. 1. Any needless duplication of railroad fa- cilities is wasteful and should not be continued. The rearrangement of such facilities should be accomplished for economical operation. 2. Unified control and operation of all rail- road lines and facilities within the limits of the St. Louis-East St. Louis Industrial District are essential to accomplish such result. Such re- arrangement, unified control and operation will be limited by economical and practicable con- siderations. The entire question of railroad service should be considered as a whole, not with relation to one system or one part of the Industrial Dis- trict. 3. Protected industrial districts appropri- ately and conveniently situated are necessary. Once such districts are established the munici- pality should plan its improvements and regu- lations so that both railroads and industries can feel safe in concentrating large invest- ments for permanent facilities not otherwise justified. 4. L. C. L. freight houses and terminals should be. so located and arranged that the least possible time will be consumed between road haul and shipper's platform. In accomplish- ing this the first consideration should be the minimum time between freight house doors and road haul ; second, the accessibility to the shipper, keeping in mind the use of the motor truck. 5. The separation of through traffic and interchange, from railroad facilities located in the congested business district is desirable to the end that the facilities in the congested dis- tricts may be used advantageously for local service. The separation and interchange may be accomplished by diverting through traffic over outer belt lines. 6. Adequate classification and freight yards and interchange tracks should be located out- side of developed city areas. 7. All agencies of transportation — rail, water and highways, should be recognized and corre- lated into a well-balanced scheme for expedi- tious movement and interchange. In order to develop a rational plan, which, if followed step by step would ultimately pro- vide a well-balanced and equipped system of tracks and terminal facilities, which would be capable of handling not only the present traffic, but a reasonable future development both in volume and character, it was obvious that data must be collected from each carrier, giving in detail facts as to its present facilities, statistics as to actual volume and character of its busi- ness, both inbound and outbound, its movement and routing from the termination of the road haul until delivery to its freight house or to another carrier. To obtain this information, little or none of which had been collected or was of record, a questionaire was sent to each road, requesting 16 THE SCOPE AND PURPOSE OF THIS INVESTIGATION 17 information as to its facilities for handling its business, together with certain traffic statistics as to the number of cars handled during a cer- tain period, both carload and 1. c. 1. divided as between local and through delivery — num- ber of cars and point of delivery for interchange and much other information as shown in a copy of the questionaire which is appended hereto. It was realized that a reply to the various ques- tions involved a large amount of work, but it was felt, and subsequent developments justi- fied this opinion, that all of the information re- quested was necessary to intelligently plan the proper additional facilities and rearrangement and combination of facilities to handle the traffic both economically and expeditiously. Traffic statistics for the month of October, 1920, were requested, as this period represented a normal volume and movement, it was current with the receipt of the questionnaire, and information for a longer period of time would be very difficult, if not impossible, to obtain. As replies to the questionnaire were received, the information was tabulated and compared, and where apparent omissions or discrepancies existed or where some doubt arose as to the correctness of some of the information received, the railroads' records were examined by engi- neers and clerks employed by the Committee and the replies checked, amplified and corrected where errors in reporting were found. The data secured undoubtedly makes available much information not heretofore collected, and brings out many interesting features of operation. Movement diagrams and charts were prepared from the information obtained, so that actual conditions could better be visualized and these various diagrams clearly bring out the con- gested routes and districts, and the interference of the movement of trains of one road with those of another, the comparative density of movements and many other features which were valuable for an analysis of the situation with a view to possible improvements. REPORT OF PREVIOUS COMMITTEE OF BUSINESS MEN'S LEAGUE OF ST. LOUIS Early in 1903, just prior to the World's Fair at St. Louis, the Business Men's League ap- pointed a "Terminal Facilities Committee" to investigate and report on the inadequacies of the terminal facilities, in response to an appeal of large business houses, in part, as follows : "To the President and Executive Committee of the Business Men's League : "Gentlemen : The shipment of goods into and out of St. Louis has been for some time greatly hampered by what we believe to be a lack of adequate terminal facilities, causing de- lay, annoyance and great financial loss to the merchants and manufacturers of our city. "The difficulties arising from these condi- tions recur with greater frequency year by year. The commerce of St. Louis has greatly increased in the last ten years without pro- portionate increase of facilities for handling it. "We, the undersigned members of the Busi- ness Men's League, respectfully call your attention to the condition of affairs, with the request that steps be taken at the earliest pos- sible moment to confer with the proper officials for the purpose of improving upon the present methods of handling shipments to and from St. Louis, with the further object in view that railroad lines deliver all freight intended for St. Louis in St. Louis. Rice-Stix Dry Goods Co., Elias Michael, Sec'y. Carleton Dry Goods Co., Murray Carleton, Pres. Ely & Walker Dry Goods Co., D. R. Calhoun, Pres. Hargadine-McKittrick Dry Goods Co., E. S- Lewis, Second Vice-Pres. Ferguson-McKinney Dry Goods Co., Forrest Ferguson, Pres. Butler Bros., by Jos. R. Barroll. LaPrelle Shoe Co. The Brown Shoe Co., G. W. Brown, Pres. The St. Louis Shoe Co., B. D. W. Pomeroy, Acting Treas. Hamilton-Brown Shoe Co., R. F. Spencer, Treas. Giesecke-D'Oench Shoe Co., R. B. Grant, Secy. Geo F. Dittman Boot & Shoe Co., W. Bie- binger, Sec'y and Treas. Boogher, Force & Goodbar Hat Co., Howard Boogher, Sec'y. White", Branch, McConkin Hat Co., Wm. N. McConkin, Sec'y. Gilmore & Ruhl, by J. A. Ruhl. J. Kennard Sons Carpet Co., J. B. Kennard, Vice-Pres. Trorlicht, Duncker & Renard Carpet Co., L. Renard, Sec. The Courtney Shoe Co., Leslie Courtney, Pres. Wertheimer-Swarts Shoe Co., G. W. Milius, Vice-Pres. Goodfellow-Brooks Shoe Co., by Elgin S. Brooks, Sec'y. Friedman Bros. Shoe Co., A. Friedman, Treas. Vinsonhaler Shoe Co., per G. E. L. Peters Shoe Co., FI. W. Peters, Pres. Gauss-Langenberg Hat Co., F. J. Langenberg, Pres. Rothschild Bros. Hat Co., by Adolph Bernd, Treas. Harris-Polk Flat Co., W. G. Eversole, Sec'y and Treas. Levis-Zukoski Mercantile Co., W. A. Zukoski, Sec'y. Rosenthal-Sloan Millinery Co., W. G. Sloan, Vice-Pres. Woodward & Tiernan Printing Co., W. B. Woodward, Manager. A. J. Jordan Cutlery Co., A. Maschmeyer, Manager. Schwab Clothing Co., Leon J. Schwab, Vice- Pres. Bohm Bros. F. G. Co., Edwin Bohm, Sec'y and Treas. Norvell-Shapleigh Hardware Co., S. Norvell. Scruggs, Vandervoort & Barney Dry Goods Co., by R. M. Scruggs, Pres. Corticelli Silk Co., bv C. C. Child. Adolph Glaser & Co., A. Glaser. D. Crawford & Co. Stix, Baer & Fuller Dry Goods Co., per S. Baer, Sec'y. B. Nugent & Bros. Dry Goods Co., by F. C. Lake, Sec'y and Treas. Wm. Barr Dry Goods Co., I. Franklin, Pres. King, Brinsmade Mercantile Co., H. B. King, Treas. Ben. J. Strauss & Samish, J. E. Black. 18 REPORT OF PREVIOUS COMMITTEE 19 Gaier & Stroh Millinery Co., E. B. R. John L. Boland Book & Stat. Co., John L. Boland, Pres. Jos. M. Hayes Woolen Co., Jos. M. Hayes, Pres. Tennent Shoe Co., Geo. B. Meller, Sec'y. Mayfield Woolen Mills Clothing Co., J. D. Simpson, Sec'y and Treas. The Committee reported September 12, 1903. Extracts from the report pertinent to the present investigation, are as follows : "The committee found that the handling of freight was so closely interwoven with the management of passenger travel, both to a large extent using the same facilities, that the one could not be intelligently considered or fairly treated without the other, in conse- quence of which your committee was com- pelled to include conditions affecting the pas- senger travel in its examination. "As a general rule, it was found the facili- ties for handling the traffic on both sides of the river are totally inadequate. The lack of suf- ficient yard room interferes with the free and rapid movement of cars, and lack of station room prevents the loose freight from being re- moved promptly or economically. "The railroads centering in St. Louis have added enormous mileage to their systems dur- ing the last twenty years, originating a large amount of business, and bringing to the St. Louis gateway, from one side, in addition to a constantly increasing tonnage from old terri- tory, the products of this newly developed country, in the shape of cotton, grain, cattle, lumber, and all that comprises the make-up of railroad traffic ; from the other side they bring to the St. Louis gateway the steadily grow- ing current of manufactured articles and gen- eral merchandise that makes up the great busi- ness activity of the country ; but the size of the gateway has practically remained the same. It is very much like constantly enlarging both bulbs of an hour-glass without increasing the size of the throat, and yet expect the process of passing the increased quantity through the throat to continue as before and in the same time. "In examining the situation on the east side of the river your committee found, in addition to insufficient terminals, methods in vogue that are crude, primitive and totally out of har- mony with the spirit of the age, methods that are the outgrowth of conditions antedating the bridges. "Trains of cars, partly loaded with freight for St. Louis and partly for points west of St. Louis, are emptied into inadequate sheds on the east side, then picked over, partly loaded into wagons and partly reloaded into cars for destination in St. Louis and railroad connec- tions for destination westward. "The transfer across the river by wagon is a long, laborious haul, consuming considerable time, and subject to many contingencies. If there is any delay in the unloading of wagons, either at the store of the merchant or at rail- road lines on the west bank of the river, freight accumulates in the east side yards and a con- gestion is the result. "If the cars on the east side cannot be promptly unloaded, owing to the accumula- tion in the sheds, the tracks are soon blocked and the movement of freight becomes slow and difficult. In the meantime, cars are held on the west bank of the river, and all traffic is impeded, interfering not alone with the St. Louis merchandise traffic, caused by the accu- mulation of freight intended for points beyond St. Louis, but also with outgoing eastbound freight, intended for customers of St. Louis merchants and manufacturers, and with the free and rapid handling of passenger trains, entailing poor service in all directions. "Conclusions of the Committee. After a careful examination of the conditions here out- lined and a personal examination of the ter- minal facilities on both sides of the river by your entire committee, your committee is of the unanimous opinion that the only solution of the question that will overcome, in a per- manent way, the oft-recurring difficulties, is that there should be provided, at the earliest possible date, terminals and freight houses on the west bank of the river, in the City of St. Louis, within reasonable hauling distance of the business districts of the city. "These terminals and freight houses must be of ample size to promptly take care of all com- merce to and from the territory east of St. Louis, and should, if possible, be located along the river front, in the vicinity of Washington avenue. "Freight houses, terminals and yards in North St. Louis and South St. Louis and in the Mill Creek Valley should be enlarged, and in some cases reconstructed to care for the constantly increasing traffic originating in St. Louis for transportation west, north and south. "Additional yard room for the storage of coal cars, both full and empty. Additional yard space for the storage of passenger coaches after they have discharged their loads and waiting to again be used on outgoing trains. "The space in front of Union Station should be enlarged to permit a rapid and safe ap- proach to and exit from Union Station." 20 REPORT OF PREVIOUS COMMITTEE The report described in general the exten- sive improvements then under way on the property of the Terminal Railroad Association in preparation for the World's Fair. The report was signed by : "Elias Michael, Chairman, John E. Pilcher, D. R. Calhoun, Homer P. Knapp, Hugh McKittrick, T. J. Wertheimer, R. W. Shapleigh, G. W. Brown." After a number of conferences between the Committee and railroad officials, the Terminal Railroad Association agreed for its lines : "That they will furnish terminal facilities on the west side of the river, in the City of St. Louis convenient to the business districts of St. Louis, and agree to spend not less than one million dollars in the next two years, for the purpose of furnishing such facilities as may be required for handling inbound freight from the East, and freight originating in St. Louis, in- tended for the East, and continue to increase such facilities as may, from time to time, be necessary." This Committee secured the consent of the railroads to extend East St. Louis' rates to St. Louis on long haul traffic. In 1905, when the recommendations of the Terminal Facilities Committee were presented to the city officials, the Municipal Assembly of the City of St. Louis passed an ordinance authorizing the Mayor to appoint a "Municipal Bridge and Terminal Commission." "First: To investigate and determine the nature and extent of the hindrance to the com- merce of St. Louis, whether as regards delay or inconvenience in the handling of freight, or disadvantageous charges or methods of ship- ping, or billing of freight, or in any other regard. "Second : After the Commission shall have determined what hindrances and disadvan- tages to St. Louis commerce do in fact exist, then the Commission shall further determine what must be done to correct said existing hindrances to the commerce of St. Louis. The Commission shall determine and announce what portion of the necessary remedial action shall be undertaken by the City of St. Louis as a municipality, and what portion by the citi- zens thereof or by associations of citizens, to the end that all the people of St. Louis may know the facts as thev exist, and being con- vinced as to the best way to remedy the situa- tion, may all unite their efforts to accomplish practical relief." The Commission reported July 6, 1906, in part as follows : "While we do not oppose, but would en- courage a considerable development of individ- ual railroad facilities, it seems to us that the development of freight houses and team tracks most in line with economy and the most widely extended service, is that they should be fur- nished by a combination of the various rail- roads and operated for the joint benefit of all the railroads and the public. The association or agency that provides these facilities should not be a corporation doing terminal business for a direct profit, but should be organized and clearly recognized as the agency of the com- bined railroads, acting for and representing each." The Commission called attention to the insuffi- ciency of team tracks for unloading and loading freight, and especially dwelt on the inadequate local freight houses on the east side, and prac- tically the entire absence of freight houses of east side lines at St. Louis, and reported that the immediate necessities were additional team tracks and freight houses. The Commission also recommended addi- tional connections between the Mill Creek Valley and the levee, and additional freight yards. The Commission recommended that in order to pro- vide further facilities for crossing the river at St. Louis and to relieve passenger trains from the delay and annoyance of traversing congested freight terminals of North St. Louis, or pass- ing through the tunnel, a new bridge be built crossing the Mississippi River at the east end of the Mill Creek Valley. A four track bridge was recommended, without a highway, the estimated cost being $8,000,000. The location recom- mended was the foot of Poplar Street. The above conditions are set forth here in such detail for the reason that many of the re- sults sought to be accomplished by the Terminal Facilities Committee of the Business Men's League in 1903 and by the Municipal Bridge and Terminal Commission in 1906, and many of the improvements which they recommended as absolutely necessary to enable the railroads to keep up with the industrial growth of St. Louis, have not been consummated, owing, in some in- stances, to changed conditions. UNIFICATION —APPLICATION TO ST. LOUIS- EAST ST. LOUIS RAILROAD TERMINALS In the first tentative study by the Interstate Commerce Commission of railroad consolida- tions no less than ten groups reached St. Louis ; it may be taken for granted that in any scheme of grouping, St. Louis will have more independ- ent companies than any other city. Conse- quently the terminal situation will always be of interest to a number of companies and the importance of the terminal problem will not be decreased by the proposed consolidations. Local conditions at St. Louis and East St. Louis, such as the great expense of Mississippi River bridges have already resulted in consid- erable unification of terminal facilities in the Terminal Railroad Association of St. Louis. It was manifestly impossible for each railroad to provide terminals on both sides of the river and to provide its own river crossing facilities. Con- sequently, it was natural that one company should develop such facilities for the use of all. The Terminal Railroad Association has be- come the most notable example in the United States of progress in unification of railroad ter- minals. Its facilities have been developed on the "co-operative" theory as distinguished from the "competitive" theory under which the facili- ties of individual railroads are usually devel- oped. At the same time, however, each railroad has developed its own terminal facilities to a greater or less extent on one or both sides of the river on the competitive theory, while also relying on the facilities of the Terminal Railroad Associa- tion for additional advantages. The terminal facilities of the individual rail- roads are much more extensive than those of the Terminal Railroad Association, and it is doubt- ful if the railroads would willingly give up their terminal facilities to any unified agency. It is also doubtful whether the complete unification of the terminal facilities' of all lines at St. Louis and East St. Louis would benefit the public or the railroads. Great benefits and savings will result, how- ever, from unifying the classification and inter- change of all cars to and from points beyond the terminals of the individual railroads, thus leaving to the individual railroads the service to and from and the business of their local ter- minals. Even the latter might be unified if all the railroads possessed equal advantages in location and facilities, but unfortunately that is far from the case. For instance, in St. Louis the Missouri Pa- cific and Wabash are in possession of extensive terminals having about 55 per cent of all St. Louis industries on their rails. Likewise the Southern in East St. Louis, by its ownership of the Venice and Carondelet Belt has over 25 per cent of all East St. Louis industries on its rails. No other railroads enjoy anything like the ad- vantages of those mentioned. There appear to be no compensating advantages that would jus- tify those roads turning their facilities over to a unified agency as a result of which their com- petitors would enjoy equal advantages and op- portunities for road haul business in their local terminals. While the Committee believes that the greatest possible unification of railroad terminals is de- sirable, it finds that such facilities in the St. Louis-East St. Louis District cannot be unified completely without unduly benefiting some and injuring other railroads. It recommends that the present companies go as far in that direction as is economically practicable. The principle of unification, as applied to the St. Louis-East St. Louis railroad terminals has been retained by the Committee, as far as eco- nomically practicable, in reaching the conclu- sions and recommendations contained in this report. A later chapter of this report contains a gen- eral discussion on unification of railroad ter- minals with extracts from Committee reports and from papers and addresses of qualified railroad and municipal officers bearing on this important subject. 21 RAILROAD MAP OF ST. LOUIS, MO.- EAST ST. LOUIS, ILL. AND ADJACENT TERRITORY 1021 SCALE PREPARED FOR. ENGINEERS COMMITTEE INVESTIGATING ST LOUIS -E C . £ SMITH 1 CO CONSULTI Fig. 6 — Railroad Map of St. Louis, Mo. -East St. Louis, 111., and Adjacent Territory. 22 MISSISSIPPI RIVER CROSSINGS IN ST. LOUIS- EAST ST. LOUIS RAILROAD TERMINAL DISTRICT Descriptive There are four Mississippi River bridges within the city limits of St. Louis, as follows, commencing at the north : Merchants Bridge, controlled by Terminal Railroad Association of St. Louis, about three miles north of the Eads Bridge; McKinley Bridge (electric) controlled by Illi- nois Traction System, about 2 miles north of the Eads Bridge ; Eads Bridge, controlled by Terminal Railroad Association ; Municipal Bridge, owned by the City of St. Louis, about one mile south of the Eads Bridge. Illustrations accompanying this report show locations, photographs, profiles and alignments of the four bridges. They are all fixed bridges, high enough to avoid draw spans. All the Trans-Mississippi business of the Terminal Rail- road Association is handled over the Merchants and Eads bridges. In addition to the bridges within the city limits, there are two railroad river crossings out- side the city limits but within the St. Louis- East St. Louis Terminal District, as follows : The Missouri Pacific Railroad has a car ferry just south of the St. Louis city limits, 8 miles south of the Eads Bridge, known as the Ivory Transfer. The Missouri and Illinois Bridge & Belt Rail- road Company has a draw bridge across the Mis- sissippi River at Alton, 15 miles north of the Merchants Bridge by air line, 18 to 20 miles by rail. This bridge is owned by eleven companies, as follows : Wabash. St. Louis-San Francisco. Missouri Pacific. Cleveland, Cincinnati, Chicago & St. Louis. Louisville & Nashville. Pennsylvania. Chicago, Rock Island & Pacific. Southern. Missouri, Kansas & Texas. Baltimore & Ohio. Chicago, Peoria & St. Louis. In the past there were several very busy fer- ries for street traffic and for freight cars. All car ferries within the St. Louis city limits have been abandoned. The last was operated by the Wiggins Ferry Co. which now handles all its trans-river freight across the Merchants Bridge. There are highway ferries, at Davis street, and Sidney street, South St. Louis and the Wiggins Ferry at Valentine street, near the south end of the central business district. The latter is used principally for drays handling 1. c. 1. freight across the river. Merchants Bridge The Merchants Bridge is a single deck double- track steam railroad bridge built about 1890, has a total length of 4,550 feet, west approach grade 1.5 per cent, east approach grade 1.2 per cent. The floor was reinforced several years ago to strengthen the bridge which now corre- sponds in design capacity to about Cooper's E-41 loading, but there are practically no restrictions to ordinary equipment. This is the principal crossing for Trans- Mississippi freight at St. Louis, for which it is admirably located. It is also used by fifty pas- senger trains per day, which materially restricts its freight handling capacity. Both ends have "Y" connections with yards, switching: tracks and belt lines of the Terminal 23 ST. LOUIS BREMEN AVE YARO ALIGNMENT MERCHANTS BRIDGE (LOADING COOPERS E4l) ST. LOUIS 9 ™ ST 1.75 %SR. ♦ I.75U6R 0.75% 075% U57.6R. 4.0 %SR. VENICE MAIN ST. PROFILE +- =*- ST LOUIS ALIGNMENT M C KINLEY BRIDGE (loading- 5000* per ft.) EAST ST. LOUIS H.W.L. ?UCE ST — TT" \ o.4-/= ^^4G5%GR_^ ~0M%6^ ^vs%65 — * TtM^5__ TUNNEL 5?00'± 1600* 360o'± " s " RELAY DEPOT PROFILE -** ALIGNMENT EADS BRIDGE (LOADING- COOPERS E 36) ST. LOUIS 0.983 %G R. LE«k__ 1% EAST ST. LOUIS ULTIMATE LEVEL OF - i-jy^y-ATEO. APPROACH " ST LOUIS APPROACH PROPOSED NORTH APPROACH TO RELAY DEPOT. L "*"""< Y ~APi>$i,z- -~.? e ff.T '5^5 3>07' PROFILE ; C I : 1*30' / ALIGNMENT MUNICIPAL BRIDGE AND PROPOSED APPROACH TO RELAY DEPOT (loading coopers e ao) 0135 7 ° CR !£% CR LEVEL & G»2i%iL| ■:.ti:i;i. viaduct 1 1 ~~r~— I |R "ni»liw~^gnr ALTON S SOUTHERN & RAILROAD ALIGNMENT PRESENT MUNICIPAL BRIDGE APPROACH TO 29 th - ST. [east st. louis] PROPOSED SOUTH ST LOUIS APPROACH PROFILES AND ALIGNMENTS OF THE FOUR BRIDGES CROSSING MISSISSIPPI RIVER AT ST. LOUIS SCALES HORIZONTAL 800 O SOO 1600 2400 VERTICAL SO 160 240 1921 PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING ST. LOUIS - EAST ST. LOUIS RAILROAD TERMINALS C.E.SMITH & CO. CONSULTING ENGINEERS Fig. 7 — Profiles and Alignments of the Four Bridges Crossing River at St. Louis. 24 MISSISSIPPI RIVER CROSSINGS 25 Railroad Association of St. Louis and other rail- roads. During October, 1920, nearly 50,000 carloads of freight and 26,000 empty freight cars were handled over this bridge, in addition to about 1,500 passenger trains. With the present heavy locomotives, trains of 1,800 tons are handled over this bridge. There is practically no limit to the tonnage that can be handled in ordinary operating practice, as trains are frequently helped up the inclined ap- proaches by pusher engines. No additional connections are considered nec- essary for the Merchants Bridge. However, its capacity for handling freight cars can be greatly increased by decreasing the number of passen- ger trains using this bridge, which can be done by transferring most of the passenger trains to the Municipal Bridge. As traffic continues to increase over the Mer- chants Bridge, it will be needed more and more for the movement of local freight in and out of the rapidly growing industrial districts con- venient to this bridge. At some time in the fu- ture, in addition to the relief that may be offered by the McKinley Bridge and the Alton Bridge, another bridge will be required, primarily for the transfer of through freight cars. It should be located above the Merchants Bridge about in line with the proposed outer belt near the north limits of St. Louis. McKinley Bridge The McKinley Bridge is a single deck bridge with double electric railway tracks between the main trusses. Highway roadways, separate from the electric tracks, are supported on canti- levers outside the main river trusses at the same level as the tracks ; on the west approach the north roadway crosses the bridge tracks at grade and merges with the south roadway. It was built about 1910, has a total length of about 8,000 feet, approach grade at west end 1.75 per cent, approach grade at east end 1.75 per cent on a permanent portion of the approach and 4 per cent on a temporary approach con- necting with the street surface in Venice, Illi- nois. The McKinley Bridge was designed for coal trains weighing 5,000 pounds per lineal foot on each track and 1,000 pounds per lineal foot on each highway roadway, but was not designed for locomotives weighing more than 5,000 lbs. per lineal foot. The McKinley Bridge is used primarily for local electric street railway cars and interurban cars of the Illinois Traction System, which op- erates 450 miles of interurban electric railway tracks in Illinois, and for highway traffic. It is also used by cars hauled by electric motors, han- dling 1. c. 1. freight or express in and out of the McKinley freight station on Twelfth street near Washington avenue, and coal between Illinois mines and consumers in St. Louis served by coal hoppers and team track on its own lines and through its connection with the Terminal Rail- road Association. The passenger movement over this bridge is quite heavy and is growing steadily. The 1. c. 1. freight is greater in volume than that handled by some of the steam lines. The coal traffic is very light compared to that over other railroads. The highway traffic, notwithstanding this is a toll bridge, is increasing rapidly with the growth of Granite City as an industrial district, having increased about one and one-half times during the last five years. The cantilever roadways are already inadequate for the volume of highway traffic and for the weight of modern motor trucks and the company has under consideration plans for their improvement. At the west end of the bridge the electric rail- way tracks and the highway roadway reach the surface of St. Louis city streets at Ninth street which is used by the tracks. In addition a switchback incline (grade 4 per cent) reaches the surface team tracks and freight yard of the Illinois Traction System, where connection and interchange are made with the lines of the Terminal Railroad Association. At the east end of the bridge the tracks pass through the streets of Venice and connect with the Venice and Carondelet Belt of the Southern Railway, which is used very little at this point. The complete plans of the McKinley Bridge contemplate a steel elevated approach about one mile long extending easterly from the present end of the permanent approach over all streets and railroad tracks to beyond the north end of MISSISSIPPI RIVER CROSSINGS 27 the Madison Yard of the Terminal Railroad Association. The connections of the McKinley Bridge and the grades of the freight approaches are not now such as to permit the handling of a heavy volume of freight. Even were the connections improved, the very short intervals between elec- tric cars — which run a few minutes apart the entire day — and the large number of passengers vide a convenient detour and relief route for Merchants Bridge traffic. The additional connections that can be pro- vided for this purpose are shown on illustra- tions accompanying this report, as follows : (a) North and south connections between west end of bridge and surface tracks of Ter- minal Railroad Association and City of St. Louis in Hall street, St. Louis. Fig. 9 — West Entrance to McKinley that would be inconvenienced in case of delay, would seriously restrict the amount of freight that could be handled ; the capacity of the bridge for handling freight cars, while many times the present freight car traffic over this bridge, would not be a very large proportion of the total freight. However, the McKinley Bridge can be so con- nected that it will provide a very convenient route for a considerable number of freight cars, especially during night hours and during certain hours of the day when electric cars are not so frequent as during the busy periods of the day. This would not only increase the business of the Illinois Traction System, but would also pro- Bridge, Ninth and Salisbury Streets. (b) South connection at east end of bridge to surface tracks of Venice and Carondelet belt line of Southern Railway, and the Wiggins Ferry on the river front, through which connec- tions would be established with all railroads in East St. Louis. (c) Extension of east approach about one mile as originally contemplated to cross over- head north end of Madison Yard and connect with surface tracks north and east of Madison. The Committee believes that the connections referred to should be built and that this bridge should be used for trans-river freight. The communities on both sides of the river «¥t 28 MISSISSIPPI RIVER CROSSINGS 29 should negotiate with the owners of the McKin- ley Bridge for the elimination of tolls on the highway roadways. Eads Bridge The Eads Bridge is a double deck bridge with double steam railroad tracks on the lower deck and a toll highway roadway with double track street railway and sidewalks on the upper deck, has a total length of 4,885 feet, railroad ap- proach grades 1.5 per cent, street approach grades 4 per cent. This bridge was started in 1867 and opened for traffic July 4, 1874. It has been strengthened several times and now cor- responds in design capacity to Cooper's E-36 loading, although certain types of locomotives and cars exceeding that theoretical rating use the bridge with entire safety. The capacity of the bridge is controlled by the floor system on which the weights of loco- motives driving wheels are limited. This is the principal crossing for Trans-Mississippi pas- senger trains at St. Louis, of which nearly one hundred cross daily. In addition one-half as much freight is handled as over the Merchants Bridge. At East St. Louis it connects with tracks of several railroads and also with the switching lines and yard of the Terminal Rail- road Association. The west end is connected by a tunnel one mile long with the railroad yards and Union Station in the Mill Creek Valley. The insufficient height and width of the tun- nel and the restricted carrying capacity of the bridge prevent the operation of many heavy locomotives, and large passenger and freight cars. There is a grade of 1.5 per cent in the tunnel against east-bound trains, which, together with the obnoxious gases from the soft coal of western Illinois, have resulted in an operating rule that not more than one train may be in the tunnel ; the fact that the heaviest engines that can operate across the bridge cannot handle over 950 tons, and the further fact that the re- stricted clearances prevent super-elevation of a 12 degree curve in the tunnel for proper speed, further restrict the capacity of the bridge. Needless to add, the tunnel is a most distress- ing, obnoxious and unsatisfactory route for pas- senger trains. During October, 1920, over 26,000 carloads of freight and 14,500 empty cars were handled across this bridge in addition to nearly 3,000 pas- senger trains. On account of the small freight tonnage per train (950 tons) many more freight trains were operated than would be required by way of the Merchants or Municipal bridges. Since 1874 the upper deck has been the prin- cipal highway between St. Louis and East St. Louis and will continue to serve that purpose as the two other bridges that have highway traf- fic are considerable distances from the busiest centers of St. Louis and East St. Louis. Nearly all the heavy draying of 1. c. 1. con- necting line freight and 1. c. 1. St. Louis freight of east side railroads, amounting to about 2,500 tons per day, is handled on this roadway. Although the total highway traffic across the Mississippi River has increased rapidly, espe- cially since the opening of the McKinley and Municipal bridges, there has been very little increase in recent years across the Eads Bridge. The extent to which the highway traffic across the river has been increasing is indicated by the increase of 150 per cent over the McKinley Bridge between 1915 and 1920, and by the fact that the opening of the highway deck of the Municipal Bridge resulted, in two years, in a volume of traffic practically equal to that over the Eads Bridge, without appreciably decreasing the Eads Bridge traffic, indicating an increase of approximately 100 per cent over the two bridges, compared with the previous traffic over the Eads Bridge. Undoubtedly a great deal of traffic that uses the McKinley Bridge and the Municipal Bridge would use the Eads Bridge if it were free from toll. The street car tracks occupy the same road- way with other highway traffic. The East St. Louis and Suburban Railway Company operates' a very heavy electric car traffic over this bridge to and from a stub end station with two tracks at the west end of the bridge at Third street and Washington avenue, St. Louis. In order to accommodate the expected in- crease in traffic if tolls be removed from the Eads Bridge it would be most desirable and, in fact, practically necessary to remove the elec- tric cars from the upper deck and put them on the railroad deck, which would not only largely 3D MISSISSIPPI RIVER CROSSINGS increase the capacity of the highway roadway for handling traffic, but would also expedite the passage of electric cars and interurban cars across the river. These cars handle, in round numbers, 10,000,000 to 12,000,000 passengers per annum, who get on and off the cars at the west end of the bridge. Such a plan would necessitate removing all railroad passenger and freight trains from the Eads Bridge and tunnel, which, however, is most desirable and will be necessary in the near fu- ture for at least three other very important rea- sons, as follows : 1. The increasing weight and size of steam Fig. 11 — West Entrance to Eads Bridge, Third Street and Washington Avenue. On account of the interference with St. Louis street cars and other surface traffic in the vi- cinity of Third street and Washington avenue, it has not been considered feasible to have the East St. Louis street and interurban cars ex- tend into St. Louis. They cannot operate on St. Louis street car tracks on account of differ- ent gauges. If they be placed on the lower deck of the Eads Bridge, their operation can be ex- tended further west underground as far as may appear desirable. An excellent site for a terminal for those lines is the "Market Block," owned by the City of St. Louis, bounded by Broadway, Lucas avenue, Sixth street and Morgan street, three blocks west and one block north of the present end of the Eads Bridge electric car tracks. locomotives and passenger train cars render more and more burdensome to the railroads the weight, speed and clearance restrictions of the Eads Bridge. 2. The inconvenience and discomfort to the traveling public. 3. The continued use of the tunnel in Eighth street will very seriously interfere with the construction and operation of rapid transit fa- cilities in St. Louis. This Committee believes therefore that appro- priate steps should be taken by St. Louis and East St. Louis to accomplish : 1. The abandonment of the Eads Bridge for railroad traffic. 2. The use of the upper roadway for highway traffic free from toll. o .9 > v to 32 MISSISSIPPI RIVER CROSSINGS 3. The use of the present railroad tracks on the lower level for electric street and interurban cars. Municipal Bridge The Municipal Bridge was built by the City of St. Louis from 1910 to 1916. It is a double deck bridge with double steam railroad tracks on the lower level and a free highway road- way with double street railway tracks on the upper level. The main spans extend 2,000 feet from river bank to river bank ; the St. Louis approach is ton and Southern railway belt line at Twenty- ninth street. West of Twenty-ninth street the right of way of the Muncipal Bridge approach lies between rights of way of the Alton and Southern, which has tracks on both sides immediately adjacent and parallel to the bridge approach; east of Twenty-ninth street the Alton and Southern owns and occupies the lands in direct line with the bridge approach, which enters between and stops at Alton and Southern property as in the space between the prongs of a fork. Fig. 14 — West Entrance to Municipal Brie 3,000 feet long ; it reaches the surface near Eighth and Gratiot streets, adjacent to and level with the tracks of the St. Louis Merchants Bridge Terminal Railway Company at the west end of the elevated railway of that company. The east approach is 13,330 feet long, cross- ing all railroads overhead to and including the Tllinois Transfer Railway belt line of the Ter- minal Railroad Association, after crossing which overhead the approach tracks reach the surface and connect with the tracks of the Al- je, Seventh Street Near Chouteau Avenue. The west approach grade compensated is about 1.4 per cent; the east approach grade is 1 per cent. The bridge was designed for Coop- er's E-60 loading on each railroad track and for the heaviest interurban cars and street traf- fic. This bridge has been completed for highway traffic and ready for service for five years, dur- ing which period the highway traffic has reached practically the same volume as over the Eads Bridge, without, however, materially reducing be P5 o W o O C/3 33 34 MISSISSIPPI RIVER CROSSINGS the traffic over the latter. The roadway of the Municipal Bridge is free from toll. The street car tracks, which occupy the paved roadway, have not yet been used. The steam railroad tracks have not yet been used in regular service. Although the rails are connected at both ends the tracks on the bridge cannot now be reached without using the Alton and Southern at the east end and the Terminal Railroad Association at the west end. During Federal control of the railroads the ends were connected by the United States Rail- road Administration and partly co-ordinated with the Alton and Southern tracks at Twenty- ninth street, East St. Louis, and with the Ter- minal tracks near Eighth and Gratiot streets, St. Louis. Since that time two tracks on the east approach have been used by the Alton and Southern for storage and one track on the west approach has been used by the Terminal Railroad Association as a drill track for switching. While there are physical connec- tions at both ends of the bridge no arrange- ments have been made as to their permanency. The Municipal Bridge has not yet been so thor- oughly co-ordinated into the general railroad situation by adequate connections as to permit its extensive use by railroad trains. In order to permit this bridge to be adequately used the two present connections must be made permanent and at least four additional connections must be built, as follows : (a) South approach in St. Louis, extending from west end of main river spans, southerly along the river front to connections with the Missouri Pacific, the Manufacturers' Railway, and the tracks of the City of St. Louis now used by the Terminal Railroad Association. (b) North and south connections near the east end of the east approach, with the Illinois Transfer Railway belt line of the Terminal Rail- road Association, and the Missouri Pacific, St. Louis-Southwestern, Illinois Central, and Alton and Southern, just north of Valley Junction, where the Municipal Bridge approach crosses overhead the Illinois Transfer Railway belt line. (c) North approach on the east side of the river, from the east end of the main river spans northerly to the present track level under the Broadway viaduct near the east end of the Eads Bridge approach, near Relay Depot, this ap- proach being a part of Plan E for rerouting pas- senger trains. In the past there has been frequent mention of a proposed north connection in St. Louis to connect with the Merchants elevated on the river front. Such a connection would extend as far north as the Eads Bridge, would require the destruction of a great deal of improved property, which, while old, is all occupied and active. The approach would be unduly expen- sive. The elevated railroad with which it would connect will always be a busy line that should not be further unnecessarily burdened. The North St. Louis railroad yards, freight houses and team tracks that could be reached by such a connection can be reached better by the Mer- chants Bridge. The Committee believes this ap- proach is not necessary. Illustrations accompanying this report show the location of the additional connections re- ferred to. When so provided with additional connections, the Municipal Bridge will be in a position to handle a large amount of freight and all passenger trains that could be transferred from the Merchants and Eads bridges. The studies made by the Committee indicate that if the Eads Bridge be abandoned for rail- road trains and other improved operating methods be followed the movement across the Municipal Bridge on the basis of October, 1920, business would be : Carloads of freight 20,000 per month Empty freight cars 10,000 per month Passenger trains _ 4,400 per month In comparison with the October movement across the Eads Bridge of Carloads of freight 26,000 per month Empty freight cars _ ,14,500 per month Passenger trains 3,000 per month There would be no restriction to the weight of passenger or freight engines or the tonnage of freight trains on the Municipal Bridge. On account of the decreased number of cars and increased train tonnage there would be only about one-third as many freight trains over the Municipal Bridge as at present over the Eads Bridge. Further descriptive details, legal and corpo- bo « o W W aj PS pi 3 O °3 o < "5 c o o o o. o u Ph bo 35 36 MISSISSIPPI RIVER CROSSINGS rate information, and pertinent extracts from laws and ordinances relating to the Municipal Bridge are given in Appendix "H". The conclusion of the Committee is that so far as the physical conditions are concerned the Municipal Bridge can be made available for the passenger and freight business that should be diverted from the Merchants and Eads bridges. Exchange of Uses — Municipal and Eads Bridges The Committee recommends 1 that the cities of St. Louis and East St. Louis negotiate with the railroads for an exchange of uses of the Eads and Municipal bridges that will result in the following: (a) Upper decks of both bridges to be used for highway traffic free of toll. (b) Lower deck of Municipal Bridge to be used for steam railroad traffic of any and all railroads. (c) Lower deck of Eads Bridge to be used for street railway and interurban traffic. (d) The Eads Bridge and tunnel to be aban- doned for steam railroad service. Ivory Transfer The Ivory Transfer consists of a car ferry and double track inclines and yards on both sides of the river. The inclines are on 3 per cent grades extending from nearly high water to low water. The operation of the ferry is seldom inter- fered with by high water as the tracks on the banks are above all ordinary high water stages and are interfered with only by extreme flood stages once in 10 or 20 years. The car ferry suspends an average of 60 days per year on account of ice and low water in winter, emer- gency repairs, etc. ; sometimes the ice causes considerable damage to the floating equipment, inclines and cradles. During normal operation this is a most effec- tive and economical method of transferring cars across the river; the entire cycle of load- ing and unloading the ferry on both sides and crossing the river twice is usually accom- plished in about one hour, the ferry having a. capacity of 26 freight cars. During October, 1920, about 9,500 loaded and 5,500 empty freight cars were handled. During suspensions, the conditions become serious. The Terminal Railroad Association having the other river crossing facilities is suddenly called upon to handle the cars. Fre- quently in past years the Terminal has been unable to handle all the cars, which resulted in embargoes on Missouri Pacific traffic. As the Terminal seldom had engines and crews avail- able for this extra traffic, much of it has been handled by Missouri Pacific engines and crews, over the Merchants Bridge. The distance between the Missouri Pacific yards on the two sides of the river via Ter- minal lines and the Merchants Bridge is about 25 miles in comparison with about three miles by ferry and rail. The operating conditions, interferences and delays in the St. Louis-East St. Louis railroad terminals are well indicated by the fact that crews making this 25-mile trip have been tied up enroute by the working of the 16-hour law. To provide a more dependable route than the car ferry, the Missouri Pacific has contem- plated the construction of a bridge across the Mississippi River near the present transfer. This bridge will be required more and more as time goes on and when built will permit the diversion over it of much freight from the bridges nearer the congested portions of the terminals. Alton Bridge The Alton Bridge is a single deck railroad bridge carrying two railroad tracks. It is not elevated above the clearance heights of boats like the St. Louis bridges, but has a draw span. The bridge is 6,400 feet long, approach grades 0.6 per cent. It was built in 1892; designed for about E-25 loading, but will carry safely loads rated up to E-45. By making light repairs and using this as a single track bridge it will carry the heaviest locomotives and cars. The track which crosses the bridge extends about two miles west to a connection with the track used jointly by the C. B. & 0., and M. K. & T. in Missouri at West Alton ; in Alton connections are made with the C. & A., C. P. Fig. 17 — Proposed South Approach to Municipal Rridgc. L f)NV r. VV H C n^ t 2/v 5T k *\ -I i- 8 s < t » / " *&:'. '2 -f* ^T 4 3 2 /? ^ ' A yy _Ji e 5 / / i ' ^ r \ . • o P / T 1 O A> VfiLieV JUHCT/QN , £ffST 5T LOUIS, li-L ShOWH$Coma/£C7/OMS S£7W££N Missouw&tar/c &/9/l&o#£> St.IoO/S SOUTHIiYfSTfeM &9/i.e0ft0 fti. rew awe 5ouTX£&//&*/4jpaa> $c»l£ r°i •** ° i, ,o ° **> fg° CoNSisLTiMs £7w&es St. Lows Mo. Fig, 18 — Proposed Connections to Municipal Bridge at Valley Junction. Mvwc'f**. Sews 5rioc>/5 £f9ST StLolhs ' Mercian** Br-ifoe Term,nof J&Oi/wOb * 1 J -S^Lot^i Mumc/pa/ 8r/4ge> £#3t5t Louis fippeoftcrt Paour I?. -fe — * -^— ^ -^ — =~* ! StLoiMsrHjnKJfatSr&QW -i^tf/ton & Southern €0 V/eru&t. t$£>A0£ /Z rot? 2?G>0rr PjPC&1£ ffA-0 r?£/$Hrf£A/T Or Pp>OPOS£0 SooTH COfSMfCT'OA/ ffpprooch to \ Proposed South Muntapo/ 3ridge~\ Connection St Loi//s Mumoprl 3?/&f£ /9pp?s /9~r \/&ll£v Jv/^ct/om £~03T SrlOiJ/5 /L L ScoUs (Hor r W/S Proposed South Connectio n [ f// /ne/s Transfer && to Mun/cpo-/ Sndae ' ~~ (Termino/J ---I I I I * * , e /25Z po* !800 Ft Approach to _ ^Proposed A/orth 1 /•funic tpo/ Bridge I Connect/on " ground Line • ^j x 5tLoi//s Mow/c/Pfti. 0P/P$£ PPPPOffei-f #r I9 T ~* 5t nr/o 7£ffMtNRL fir P/gqott rjV£. £nsT St Lows III Proposed Worth Connect-on \ f///no,s 7rons/er fO'P So Pfun/ttftr/ ffndge T {Term/no/) *sn * is Seated' ^erasia^! {Hrti 5TLoo/5/^/MaP/}l 3&0G£ A/Y2 &P0PO0CH£L P&GPOS£PfVbeTH ff,V0 SOt/TH COMWCT.'OWS /V£/>/P l/0LL£Y ' JoWCT/OH. £&T SrlMJIS 5cmrs *»- . Varsj C£S~r/r*- &Ca. StLojisMo pig.. 19— Profiles of Connections to Municipal Bridge at Valley Junction. bo pq « m o O o a o u On o ►4 bo 37 38 MISSISSIPPI RIVER CROSSINGS & St. L,, C. C. C. & St. L., and Illinois Ter- minal Railway. The bridge and tracks between Alton and West Alton are operated by the Missouri and Illinois Bridge & Belt Railway Company. The C. B. & Q. Railway has oper- ating rights over it with its own engines and trains. For all roads north of the B. & O., in Illinois, the Alton Bridge and the Illinois Terminal Railway offer a shorter connection with the C. B. & Q., and M. K. & T. at West Alton than by the St. Louis-East St. Louis terminals' and the Merchants Bridge. The C. B. & Q. Railroad makes the principal use of this bridge in transferring about 6,000 carloads per month between East St. Louis and its Missouri lines. In addition the C. B. & Q. uses it for transferring several hundred cars per month between its yards at North St. Louis and East St. Louis, a remarkable move- ment of about 40 miles to avoid the delay and expense that would be incurred if handled by the Terminal Railroad Association. The relative distances between the C. B. & O., and the M. K. & T. on the west side of the river at West Alton and various railroads on the east side of the river via Alton Bridge- Illinois Terminal Railway, and via St. Louis- East St. Louis' terminals and Merchants Bridge, and the number of loaded freight cars transferred between those railroads across the Merchants Bridge in October, 1920, are as follows: A portion of the interchange consisted of coal that originated between the Illinois Ter- minal Railway and East St. Louis for which the saving in mileage, if any, would be less than the relative distances shown on account of the back haul to reach the Illinois Terminal Railway. If the Illinois Terminal Railway should be extended southerly through O'Fallon and Belle- ville to the Mississippi River, as has been pro- posed for many years, the relative distances between West Alton and lines from the B. & O. south would be as follows : Via East Via Illinois St. Louis and Terminal Merchants and Alton B. & 33 33 C. B. & Q 33 33 St. L. & O'F 32 38 L. & N 32 38 E. St. L. & Sub 32 38 Sou 32 40 I. C.-South 34 40 St. L. S. W 28 51 Mo. Pac 28 51 M. & 29 53 It will be noted that for the C. B. & Q. the distances are the same. The C, B. & Q. does not use the Illinois Terminal Railway except be- tween Alton and East Alton but handles its Alton Bridge traffic through its East St. Louis yard. For the northern lines on the east side the use of the Alton Bridge would make a consid- erable saving in car mileage and less conges- tion in St. Louis and East St. Louis. On the East Roads C. P. & St. L C. & A C. &E. I C. C. C. & St. L. Wabash L. & M T. St. L. & W.... I. C.-N St. L., T. & E.... Penn Total Distance to West Alton Via Merchants Br. Miles 35 35 31 31 31 31 31 31 33 33 Carloads to C. B & Q. and C. B & Q and Carloads from Alton M. K. & T. M. K. & T. i Alton Br. Aver. Aver. Miles Month Per Day Month Per Day 3 42 1 30 1 3 88 3 115 4 13 115 4 150 5 13 170 6 302 10 16 580 19 142 5 18 20 1 18 208 7 555 18 20 70 2 320 11 22 300 10 24 393 485 16 1,986 66 2,099 70 Profile two Alignment or £t>P3 Baio^e ano fffe>/fo<>>c/^c9 stole, - (Hor% ^° tooonsT . g /o to so 4o sorter PROFILE & /JliQis/MEi^T or 5t Lou/5 Mun/cipal Bpioqe and Rpoposed North Connection to Pcl/iy Depot. Erst St. loo/ s fINO Profile bnd Alignment or £i9ds Baioge & /fa/xzoNCrJEs Sc*l&3 /t a Noreo CE Smith A Co StLoois.Mo Consulting Eny/nrrrj Julu 1920 lit;. 21 — Profiles and Alignment! of Btdi and Municipal Bridges. MISSISSIPPI RIVER CROSSINGS 39 other hand additional interchange and yard tracks would have to be provided at the junc- tion points and road trains would have to set out and pick up cars at those points. As it appears that the total number of cars that might be diverted over the Alton Bridge would be between 5 and 10 per cent of the total over the Merchants Bridge, the Commit- tee has considered the whole number of cars retained over the Merchants Bridge, except- ing, however, the Burlington movement for which no change is shown. The information given above will enable the various roads to determine the extent to which savings, if any, might be effected by using the Alton Bridge. PASSENGER TRAINS Descriptive Number and Routes of Passenger Train All railroads operating passenger trains into Eighteen railroad companies operate pas- and out of St. Louis, use a single Union Sta^ senger trains in and out of the Union Sta- tion, which is owned by the Terminal Railroad tion . The number of trains yaries somewhat Association of St. Louis, which comprises throughout the seasonal trains bd fifteen proprietary companies. However, all , , , , ^ , ' . , , f railroads, whether proprietary companies or added Snd taken ° ff &S neCeSSlt y demands - A not, use the Union Station on exactly the same detad Study of the December > 1920 > time tables basis as to privileges, the cost of operating and showed a total of 269 passenger trains each maintaining the station being divided among da y- The names of the railroads and number owners and non-owners alike in proportion to °f passenger trains operated by each were as the number of cars. follows : TABLE III. Number of Passenger Trains of Each Railroad. Trains Road Per Day Baltimore & Ohio Railroad _ 10 Chicago & Alton Railroad h + 22 Chicago, Burlington & Quincy Railroad (East Side) 4 Chicago, Burlington & Quincy Railroad (West Side) 15 Chicago & Eastern Illinois Railroad - 6 Chicago, Rock Island & Pacific Railway + 4 Cleveland, Cincinnati, Chicago & St. Louis Railway 20 Illinois Central Railroad (North) + 8 Illinois Central Railroad ( South) „ , 10 Louisville & Nashville Railroad 8 Missouri, Kansas & Texas Railway _ -> 8 Missouri Pacific Railroad-Western Lines 30 Missouri Pacific Railroad-Southern Lines, Missouri , 13 Missouri Pacific Railroad-Southern Lines, Illinois - 2 Mississippi River & Bonne Terre Railway - - 4 Mobile &Ohio Railroad - 6 Pennsylvania Railroad 21 St. Louis-San Erancisco Railway - ,._* 34 St. Louis-Southwestern Railway , 2 Southern Railway _ + 6 Toledo, St. Louis & Western Railroad.. 4 Wabash Railway (West) > 15 Wabash Railway (East) - 17 Total 269 40 PASSENGER TRAINS 41 In addition, the Wabash Railway operates 10 suburban passenger trains per day in and out of St. Louis that do not use the Union Sta- tion, their terminus being an uncovered track on the river front, at the foot of Olive street. The 269 passenger trains that use the Union Station may be subdivided as follows : Trains Per Day Western entrance - 103 Eads Bridge and tunnel 96 Merchants elevated 70 Of the latter, 23 trains that use the Mer- chants Elevated do not cross the Mississippi River, but use the Burlington and Katy lines on the west side. The remaining 47 trains, and also three Wabash trains that use the western entrance to the Union Station and circle the west side of the city for the purpose of reach- ing the Wabash Delmar Avenue Station in the residential district, making a total of 50 pas- senger trains in all, cross the Merchants Bridge.. On the east side of the river, the Southern lines, consisting of the Mobile & Ohio, Mis- souri Pacific, St. Louis-Southwestern, Illinois Central (south), Southern, and Louisville & Nashville, operate all their passenger trains over the Eads Bridge. The Baltimore & Ohio, and Pennsylvania operate 25 trains over the Eads Bridge, and 6 trains over the Mer- chants Bridge. This detour of about six extra miles over the Merchants Bridge is undertaken primarily to avoid the St. Louis tunnel. The Toledo, St. Louis & Western operates all its trains across the Eads Bridge ; the Illi- nois Central (north) operates 2 trains over the Merchants Bridge and 6 trains over the Eads Bridge; the Chicago & Alton, Chicago, Burlington & Quincy (east), Chicago & East- ern Illinois, Cleveland, Cincinnati, Chicago & St. Louis, and Wabash (east), operate 42 trains across the Merchants Bridge and 27 trains across the Eads Bridge. These trains are operated across Eads Bridge to a large extent to reach the East St. Louis Station. Briefly stated, all east side lines from the south up to and including the Louisville & Nashville, use the Eads Bridge exclusively ; the Baltimore & Ohio, Pennsylvania, Toledo, St. Louis & Western and Illinois Central (north), use the Eads Bridge for all except 8 trains ; and all northern lines operate approximately 60 per cent of their trains over the Merchants Bridge and 40 per cent over the Eads Bridge. The Burlington and Katy trains on the west side of the river use the Burlington main line north of North Market street, St. Louis, and the Merchants Bridge Terminal tracks south of North Market street. The three Wabash (east) trains which use the Merchants Bridge and circle the city, together with the trains of the Wabash (west) and the Rock Island, use the Wabash main line through Eorest Park and the west entrance of the depot. These trains, together with those of the Missouri Pacific, St. Louis-San Francisco, and Missis- sippi River & Bonne Terre, use a common double track passenger line, provided by the Terminal, between Grand avenue and the Union Station. Of the trains using the west entrance, 69 are through and 34 are suburban. The latter, with the 10 Wabash trains previously referred to, are all the suburban trains in and out of St. Louis. Prior to Federal control of the railroads, the Missouri Pacific, Frisco and Wabash each maintained a double track passenger line be- tween Grand avenue and the Union Station in addition to which the Terminal maintained two tracks nearly the entire distance ; thus eight tracks were set aside for passenger move- ments in a district where other railroad facili- ties are not adequate. During Federal control the tracks' of the Terminal Railroad Association were extended to Grand avenue, the passenger trains of the three roads were transferred to the two Terminal tracks, and the six other tracks were released for exclusive freight use. There appears to be no intention of going back to the old wasteful practice. The present prac- tice should be continued. All things considered, there is very little to say about the routes of passenger trains that use the west entrance, which are about as direct as can be obtained. In any future re- arrangement of tracks between Grand avenue and the Union Station, provision should be made for two more passenger tracks so there 42 PASSENGER TRAINS will be available two tracks for through trains and two tracks for suburban trains. Necessity for Rerouting East Side Passenger Trains The 47 passenger trains that use the Mer- chants Bridge and the Merchants Bridge Ele- vated, run between the bridge and the elevated, a distance of three miles, on a double track railway, lined on both sides of its entire length by freight yards, industries, team tracks and local freight houses. For practically the entire distance the tracks occupy city streets which are crossed by other streets at grade every few hundred feet, and in addition are used by highway traffic longitudinally with the trains. In addition to being a most unsatisfactory route from a railroad standpoint, it is attended by considerable danger to pedestrians and street vehicles, and some danger to trains in- cident thereto. Not only are passenger trains subjected to slow schedules through this route, but while it is being used for passenger trains, freight movements are very generally delayed as the main tracks must be cleared of such move- ments in anticipation of and during the pas- sage of passenger trains. For the one and one- half miles from North Market street to the north end of the Merchants elevated, the 23 trains of the M. K. & T. and C. B. & Q. are subjected to the same conditions. The 47 trains of the east side railroads can be removed from this congestion with a con- sequent improvement in other schedules by routing them via the Municipal Bridge as soon as the recommended exchange of the uses of the Fads and Municipal bridges has been effected. The 23 trains of the C. B. & Q. and M. K. & T. together with freight and switch movements between North St. Louis and the Mill Creek Valley can also be removed from this congestion by building an extension of the Merchants elevated north to and over North Market street and making connections north of that street with the C. B. & Q. and the Merchants Bridge Terminal Railway. The 47 passenger trains of east side lines using the Merchants Bridge and elevated pass the Washington Avenue Station at the inter- section of the Eads Bridge and the Merchants elevated, but those trains do not make the East St. Louis Station. The advantage of making the East St. Louis Station is recognized by the northern roads to the extent of sending 40 per cent of their pas- senger trains through Relay Depot and the Eads Bridge. Since the building of the levee and drainage system of East St. Louis and its surroundings, that community has grown at a more rapid rate than St. Louis, and will undoubtedly con- tinue to grow at a more rapid rate in future, which will make it more and more desirable for the 60 per cent of the northern trains that now use the Merchants Bridge to make the Easi St. Louis Station stop, as do all other east side trains. It should be unnecessary here to point out again the unsatisfactory entrance afforded by the Eads Bridge and the St. Louis tunnel. While a tunnel for passenger trains is objec- tionable at any point, it is particularly objec- tionable at St. Louis, where locomotives are forced, for most economical operation, to burn the most convenient coal, which is the very soft coal of western Illinois adjacent to East St. Louis. The tunnel being of small bore, just suffi- cient to permit the operation of normal size locomotives and cars, and of insufficient size to permit the operation of the largest locomotives and cars, and the track in the tunnel for east- bound trains being on a 1.5 per cent grade, making it necessary that locomotives work going through the tunnel, the small space re- maining around the train becomes thoroughly impregnated with coal gases and smoke, which, in spite of the best efforts at prevention, seeps into passenger coaches in a most disagreeable way. Prior to the Louisiana Purchase Exposition in St. Louis, this condition was recognized in 1902 by the railroad executives, who consented to build a detour connection between the west end of the Eads Bridge and the Merchants ele- vated, in order that passenger trains using the Eads Bridge might avoid using the tunnel, and thereafter purchased right-of-way and steel for the connecting viaduct, which, however, was not built. Fig. 22 — Rerouting East Side Passenger Trains— Plan A. PASSENGER TRAINS 43 The present congestion in and around Relay Depot, and the volume of passenger and freight traffic now using the Eads Bridge, together with the previously mentioned objection to the tun- nel as a passenger route, make it inadvisable to detour via present surface tracks and the Eads Bridge, any appreciable number of the passen- ger trains now using the Merchants Bridge. However, the St. Louis Municipal Bridge is available for the use of all east side railroad trains, and can be used instead of the Eads and Merchants bridges, if proper connections and approaches be provided. Rerouting East Side Passenger Trains In studying the rerouting of east side pas- senger trains to avoid the disadvantages that have been pointed out, five plans were suggested and discussed. Each of these plans contem- plated the use of the Municipal Bridge by all trains except trains of the Wabash, which, in order to make the Delmar Station stop will con- tinue to use the Merchants Bridge route. All but two of these plans were rejected as unprom- ising. Plans "A" and "E" accompanying this report were found to be feasible and were given ex- TABLE IV-TABLE SHOWING INCREASED AND DECREASED DISTANCES AND ANNUAL PASSENGER TRAIN MILEAGE. PLAN "A" VIA ILLINOIS TRANSFER RAILWAY AND PRESENT EAST APPROACH OF MUNICIPAL BRIDGE. TRAINS NOW USING EADS BRIDGE. Illinois Transfer Railway (Terminal Outer Belt) Alternate Via A. & S. for East Lines. No. of Trains Weekly 61 . 82 . 28 . 53 . 42 . 70 56 40 Increased or Decreased Distance Roads B. & O C. & A C. B. & Q C. C. C. & St. L 111. Cen. (North). 111. Cen. (South) . L. & N M. & O Mo. Pac 14 Penn 109 Southern 42 St. L. S. W 14 T. St. L. & W 28 Wabash 21 C. P. & St. L Total annual difference Increased or Decreased Annual Train Mileage B & & A C. C. & E. . Cen. 7 C 68 C. C. Ill Pe & St. L.. I (North).. . 82 42 14 35 Wabash (East) C. P. & St. L . 77 Total annual difference Grand total Incr. Deer 1.71 3.64 3.64 3.64 3.88 1.67 0.47 0.22 3.65 1.74 1.10 4.34 3.88 3.64 2.46 TRAINS NOW 3.85 3.22 3.22 3.22 2.47 3.85 3.22 3.22 Incr. 5,434 15,521 5,300 10,030 8,474 Deer. Increased or Decreased Distance Incr. Deer. 2.14 Increased or Decreased Annual Train Mileage Incr. Deer. 6,788 1,369 458 9,862 5,649 3,975 6,079 2,657 2,402 3,159 1.15 2.18 66,072 14,297 1,401 11,386 13,729 7,032 1,796 7,007 3,349 12,356 22,493 3.42 12,892 46,835 8,408 112,907 22,705 22,493 6,224 6,224 6,224 44 PASSENGER TRAINS tensive analysis and study by this committee. Plan "A" contemplated routing passenger trains via the Illinois Transfer Railway (East St. Louis outer belt of the Terminal Railroad Association) or the Alton and Southern and the present east approach of the Municipal Bridge. Plan "E" contemplates routing passenger trains over present routes to the vicinity of Relay Depot (elevating the passenger tracks above the freight tracks in the vicinity of Bridge Junction and Relay Depot) and over a new ap- proach to the Municipal Bridge. The following are outstanding objections to Plan "A" which do not apply to Plan "E" : 1. Ninety thousand miles of increased passen- ger train mileage per annum. 2. Impracticability of securing a Union Sta- tion in East St. Louis. 3. Undesirability of two separate stations. 4. Undesirability of the only available sites for such stations. 5. Outer belt line would become too con- gested. 6. Increased high speed train movements over many grade crossings. The two plans were presented at a meeting attended by engineering representatives of all the interested railroads and the consensus of opin- ion was that Plan "A" should be eliminated from further consideration. Plan "E" requires the construction of : 1. A connection between the east end of the river spans of the Municipal Bridge and the tracks of the railroads entering from the north, northeast, east and south. Such connection should be an elevated structure extending to and over Bridge Junction with four approaches con- necting with a consolidation of the railroads entering from — (a) The south, (b) the east, (c) the north- east, (d) the north. The elevated connections for passenger train TABLE V— TABLE SHOWING INCREASED AND DECREASED DISTANCES AND ANNUAL PASSENGER TRAIN MILEAGE. PLAN "E" VIA NEW DEPOT NEAR BROADWAY, EAST ST. LOUIS, AND NEW APPROACH TO MUNICIPAL BRIDGE. Increased or Decreased Annual Train Mileage Incr. Deer. Roads No. of Trains Weekly Increased or Decreased Distances Incr. Deer. TRAINS NOW USING EADS BRIDGE. B. & O C. & A C. B. & Q C. C. C. & St. L. 111. Cen. (North). 111. Cen. (South).. L. & N M. & O Mo. Pac Penn Southern St. L. S. W.... T. St. L. & W. Wabash C. P. & St. L. 61 82 28 53 42 70 56 40 14 109 42 14 28 21 0.52 0.46 0.46 0.46 0.47 0.53 0.56 0.57 0.46 0.53 0.22 0.095 2.22 ' 0.28 2.90 Total annual difference. TRAINS NOW USING MERCHANTS BRIDGE. St. L. B. & O... C. & A... C. C. C. I C. & E. I 111. Cen. (North Penn Wabash (East). C. P. & vSt. L.. 7 68 82 42 14 35 77 0.05 0.05 0.05 0.05 1.30 5.05 0.95 5.05 Total annual difference. Grand total 1,649 1,961 670 1,268 1,026 1,543 3,174 830 503 12,624 177 213 109 200 699 13,323 801 198 1,616 612 2,111 5,338 1,838 692 9,191 11,721 17,059 Fig. 23 — Rerouting East St. Louis Passenger Trains — Plan E. NOZTH FIPPZOFCH Foe I.C.(korfh),CP&STL MO T5T.L &W I.C CONNECT/ON TO SOUTHERN 6Y flPPPOPCH PLAN £ Profiles of PROPOSED ELEMTED P/ISSEN6EIS T04CKS C0MNECTM6 WITH 5TL0U/5 MUNICIPAL B£ID$£ u w° 200 m o Feet .Iter. U££te° mr peepneeo me £N6w£Ees committce iwesTi&rriNQ 5T LOUIS -£*>ST SrLOlJIS eUlLtVfiy TSUMINFLS av C.E.SMTH&CO. CONSULT/Nlq ENGINEERS Fig. 24— Profiles— Proposed Elevated Passengci Tracks— Plan E. PASSENGER TRAINS 45 movements would be carried over the tracks which serve the freight houses and industries in that territory, as far as the vicinity of, in the case of — (a) Tenth street, (b) St. Clair avenue, (c) and (d) one-half mile north of Bridge Junction. 2. A freight connection on a suitable gradient from the vicinity of Relay Station to the pro- posed connection with the Municipal Bridge. 3. A suitable system of station tracks and a Union Station in the vicinity of Broadway and Main streets. The proposed plan will permit all trains to make a head-on movement between East St. Louis and St. Louis Union Station, which is not the case at present. Plan "E" cannot be carried out in full until the lower portion of Cahokia Creek be diverted and filled. As a "first stage" in the development of Plan "E" the connection with the east end of the river spans of the Municipal Bridge can be brought to the ground on the line and gradient of the proposed freight connection mentioned as re- quirement (2), thereby entailing neither con- struction nor expense of consequence that will not be made use of as part of the ultimate plan. During the use of this connection for passen- ger trains it might be necessary to add a few station tracks at Relay Depot for the additional trains from the Merchants Bridge. The Committee recommends that as Plan "E" furnishes the most practicable method for mak- ing use of the Municipal Bridge thus avoiding the undesirable features of the present routes, it be adopted as the plan for ultimate develop- ment, and that the "first stage" be undertaken as soon as arrangements for the use of the Mu- nicipal Bridge can be made. Diagrams accompanying this report show by weighted widths of lines and notations the routes of passenger trains at present and via Plans "A" and "E". Tables IV and V show comparisons of the distances and train miles via the present and pro- posed routes. Plan "A" shows an increase for ,ertain roads of 112,907 and a decrease for cer- tain roads of 22,705, a net increase of 90,205 train miles per year. Plan "E" shows an increase for certain roads of 13,323 and a decrease for certain roads of 17,059, a net decrease of 3.736 train miles per year. Suburban Service The nearest approach to suburban service on the east side in Illinois is furnished by the In- terurban lines of the Illinois Traction System, which uses the McKinley Bridge, and the East St. Louis & Suburban Railway System, and East St. Louis, Columbia & Waterloo Railway, which use the Eads Bridge, all of which give excellent service, but which will slow down as the com- munities develop. The service over the Eads Bridge can be ma- terially improved by removing the electric cars from the upper roadway and putting them on the lower level now used by railroad trains. An underground terminal can be provided for those cars in the Market block owned by the City, bounded by Broadway, Sixth street, Morgan street and Lucas avenue. The Illinois Traction System now has an ex- ceptionally well located station between Elev- enth and Twelfth streets, one block north of Washington avenue, but the route between the station and the bridge is very bad and slow in and across busy city streets. As this service grows a faster route will be required and it is possible that the present site may be required entirely for the rapidly developing 1. c. 1. freight business of the company. An improved route for the passenger traffic can be had by locating the tracks in Ninth street as far south as Morgan street, thence in Morgan street to the City's Market Block; the tracks may be depressed in the streets or elevated on private right-of-way, as necessity requires. Although the east side railroads have no su- burban service, it is probable if a conveniently located suburban station be constructed down- town in St. Louis that suburban traffic will de- velop to take over some of the interurban traf- fic, especially as the latter is compelled to slow down as the communities through which the in- terurban lines pass build up. East St. Louis is surrounded by a rapidly developing industrial district which will undoubtedly require subur- ban service in the future. On the west side, in Missouri, suburban devel- opment has extended along the railroad lines u a i NsjHinos"' \. / 'Vi" > 3-1- «•*/. V- 4£&* 0«< m \ Ad SWmstKHHH'lanossiu \ \ 'o\. »» »&*$$L o^ S 1 " I h s M7 CC s 1 £ |f ^^ 5-° ^ Li- CLSoh ^Ilislll|j3| */ \Vt\l CC°-o->S SiiisUssii" / X^ ^L Ssg's'issgSt;? *> JCQZ V.^ | Z ^iOoJJoSw lot 1 ? LU s ° 1 5 H- 15 ^> v' V" *' \ O 1 q: H <. Vv ©•v^- /■ _ — I \Z 46 47 48 PASSENGER TRAINS 49 which are admirably located to furnish suburban service. The suburban territory served by those lines is not well supplied by local transporta- tion lines, as there are no interurban lines serv- ing the suburbs on the west side of the river. The service afforded by the extensions that have been made to the city street railway system is slow and very unsatisfactory, on account of the great distances and amount of time. Notwithstanding that, however, the develop- ment of suburban service has been slow, and has not kept pace with the growth of the suburban communities. This is largely due to the fact that the suburban trains that are operated (with the exception of the ten Wabash trains pre- viously referred to), use the Union Station, about one mile from the business district. If the suburban trains used a station closer to the destination of suburban travel, there would undoubtedly be a very considerable in- crease, as communities that now require one hour and longer by the street cars, could then be served in less than one-half the time by su- burban trains. It is probable that in time to come, those out- lying districts may be adequately provided with rapid transit, but other communities more densely populated, and not served by the steam lines, must secure rapid transit first. Rapid transit for the suburban territory served by the steam lines seems to be a generation or more away, unless it be provided by the steam lines. As the steam roads own rights-of-way of ade- quate width to accommodate the additional tracks that would be required for an intensive suburban service, as those tracks can be pro- vided at a very small fraction of the cost of pro- viding rapid transit subways and elevated lines, and as the railroads already have a good founda- tion in equipment, facilities and organization to furnish such service, with comparatively little extra investment, it seems logical to conclude that the cheapest rapid transit that can be se- cured within a reasonable time is by an intensive development of the steam lines for suburban service. The only large fixed investment that would be required in the beginning would con- sist of a downtown suburban station. The abandonment of the tunnel for through trains would permit its use for suburban trains as far north as Market street, without seriously interfering with rapid transit lines. A suburban station could be provided on one or both sides of Eighth street, possibly between Seventh and Ninth streets, facing Market street. The Seventh, Eighth, Ninth, Market and Wal- nut streets and Clark avenue frontages could be retained for commercial development and de- velopment of air rights which would be very profitable. For trains of railroads using the western en- trance, main tracks for suburban trains should be set aside from the junction of the railroads at Grand avenue east to the suburban station. Station platforms and stairs would be required at important cross town streets in order to co- ordinate the suburban service with the street railway system and to promote access to various parts of the city. The suburban station could be developed en- tirely as a railroad station, but as that would involve fixed charges out of proportion to the amount of business, it would be more desirable to develop this station as a commercial enter- prise in connection with the developments of air rights, the profits from which would prob- ably carry the entire investment. The Commit- tee believes that either the railroads or a private company would find such a development very profitable. ST. LOUIS UNION STATION AND MILL CREEK VALLEY Descriptive The St. Louis Union Station is a beautiful work of architecture, the facade being grey cut granite, with rough face, the head house is 80 feet deep and 606 feet long, facing Market street to the north, and adjoining Eighteenth street on the east and Twentieth street on the west. The Midway is 60 feet wide, extending the entire length of the Station and opening on Eighteenth street and Twentieth street. Ad- jacent to the Midway are the stub ends of 32 passenger tracks, arranged in pairs between plat- forms. The platform tracks are 22 feet Zy'z inches to 22 feet 10 inches center to center, which, deducting 10 feet for width of passenger car, leaves platform space not obstructed by sup- ports, 12 feet 2>y 2 inches to 12 feet 10 inches wide. The platforms are of wood plank con- struction. The track pairs are 12 foot centers, except where supports of the roof intervene, where the tracks are placed 14 feet center to center. The tracks are approximately 775 feet long in the shed. All the tracks have clearances beyond the shed, half extending to a total clear length of 850 feet and half to 900 feet in length. Trains longer than 850 feet on the shorter tracks, and longer than 900 feet on the longer tracks, which alternate with fair regularity, extend beyond the clearance points and foul the leads of other tracks. The centers of the present three track junctions are approximately 1,150 feet from the ends of the stub tracks. . South of the junctions outside of the station, two 3-track leads swing east and west through approximately 90 degrees on 15 degree curves. The curvature through slip switches and cross- overs from track to track, however, is consid- erably sharper, reaching as high as 18 degrees in some instances. The station was built in 1893. In 1903, in ad- 50 vance of the Louisiana Purchase Exposition, the tracks were lengthened, approaches enlarged and baggage and express facilities rebuilt. No im- portant additions have been made since. The St. Louis Union Station is one of the most beautiful and conveniently arranged union stations in the country. Numerous features of this station have been copied in the design of other stations, notably the Union Station at Washington, D. C, and the C. & N. W. Station in Chicago. The Washington Station, the C. & N. W. Sta- tion at Chicago and many other stations have the decided disadvantage of having to handle mail, express and baggage at the same end of the platforms as the passengers. At those stations passengers must walk further than at St. Louis between their cars and the station and must pass the locomotives, and the mail, baggage and express cars while they are being loaded and un- loaded, in addition to dodging motor trucks serving those cars. The backing in of trains at St. Louis while entailing delays of a few min- utes to incoming trains avoids these disadvan- tages. There is no delay to outgoing trains. The Committee believes that the slight delay to incoming trains is more than offset by the advantages resulting therefrom. Backing in has the further advantage of turning the engine and train as a whole thus avoiding the large amount of switching for this purpose that must be done at other terminals to rearrange trains and turn cars and engines. There has been some criticism of St. Louis for having a single Union Station by critics who believe that two or more stations would be preferable in order that through passengers would be compelled to transfer through the streets between stations, see the city more effectively than from the trains or from the windows or entrance of a single station and ST. LOUIS UNION STATION AND MILL CREEK VALLEY 51 possibly remain over and spend more money the city most nearly equal in size to St. Louis, at St. Louis than otherwise. will suffice. AT , , , , , ,, i i r 11 u j. j.1 No. of Trains Max. Trains JNIo doubt these results would follow, but the ,_ ^ _ „ TT ' Tracks Per Day One Hour Committee feels that the inconvenience to the 0i T . TT . 0i .. ~ ocn -„ St. Louis Union Station 32 269 50 traveling public would be too great under such South Station> Boston 2 8 660 87 a system. The numerous stations in Chicago T he South Station at Boston is a stub end have always been a source of great inconven- station like St. Louis, but so arranged that ience, to eliminate which railroads have roa( i trains remain complete while unloading, grouped and further grouping in fewer pas- am i back out, making only two movements for senger stations has been recommended by the e ach train, whereas on account of road engines Chicago Railway Terminal Commission. cutting off and the trains being switched out There has also been some criticism of the or broken up by switch engines four and more location of the station and its surroundings, movements per train are made at St. Louis. The present location is an outgrowth of the The throat of the South Station crosses a draw- original location at Twelfth street as near as bridge over Fort Point Channel just outside possible to the entrance to the tunnel. When the station, a busy navigable waterway, the that station was outgrown the next nearest drawbridge being opened many times each day, location that would have adequate surround- The North Station in Boston handles over ings was chosen. 420 trains per day on 23 tracks and is also sub- From the very first all railroads have de- ject to the interference of a drawbridge, veloped their lines to reach the Mill Creek The number of passengers handled annually A/alley with the shortest mileage and most di- in the three stations referred to are as follows : rect routes until, by reason of topographic con- S outh Station, Boston 45,000,000 ditions and railroad and municipal develop- North Station, Boston 30,000,000 ment and improvements it is financially im- S t. Louis Union Station 25,000,000 practicable to move to another site. There is ]y/[ ore passengers are now being handled no other place in St. Louis where the various through the St. Louis Union Station than dur- railroad lines can be brought together with as j no - the World's Fair in 1904. great convenience and facility and as low When studies were made in 1902 and 1903 operating cost as at the present station. Pres- for increasing the capacity of the Union Sta- ent conditions practically fix this location. tion, every effort was made to get longer sta- Much of the objection to the location of the tion tracks, flatter curves and more approach present Union Station relates to suburban tracks in the throat. The plan that was car- service, as the station is about one mile from ried out was admittedly inadequate but it was the center of the business district, requiring the best that could be done in the time avail- passengers either to ride the street cars, in- able. volving transfer in many cases, or to under- The report of the work done in 1904 states : take about a twenty-minute walk. "The essential obstacle to adopting the true The Committee believes that this situation plan was the short distance from the south end should be improved by locating a suburban of the train shed to the limit of the Company's station closer to the business district. property toward the south. Everything south The statement is frequently heard that the was occupied by individual railroads regarded Union Station is outgrown and overburdened by them as absolutely indispensable, with traffic and for that reason a new station "The time was very short. The plans had will soon be required. On the contrary the to be decided on without delay, and could not station is not used to anywhere near capacity have the advantage which is gained by con- as evidenced by comparison with the South tinuous study, and re-design when there is Station in Boston; other comparisons might be plenty of time in which to do it." made, but it is thought this comparison, with No enlargement of facilities has been made 52 ST. LOUIS UNION STATION AND MILL CREEK VALLEY since. In the meantime, however, the length ing located both east and west of the station, of trains, weight and size of engines, and result in unnecessary movements across the amount of mail and express have all increased ; station approaches in making up and breaking .... , , ... .up trains, in addition the parcel post service has been in- (k) The waiting room }g tOQ smaU and the augurated and has grown by leaps and bounds ticket office is poorly located. from 14,000,000 pounds in 1915 to 94,000,000 Surroundings and Approaches pounds in 1920. not counting that passing The surroundings and street approaches to through. the station are unsightly and deficient. They It seems that the improvements made at should be improved. For many years this that time have been outgrown in a number subject has been under discussion. Various of details and that the next enlargement parkways and plazas have been proposed, but should provide for a long time to come. the proposals have not been fruitful of results. TABLE VI— BUSINESS TRANSACTED AT ST. LOUIS UNION STATION. 1905 1910 1915 1920 Passengers (official figures not available) about 25.000,000 Passenger Trains 108,952 101,395 93,281 Passenger Train Cars 618,814 561,266 544,517 602,496 Baggage (pieces).... 2,209,037 1,829,839 1,509,275 1,831,132 Express (tons) 62,173 66,623 92,618 183,420 Mail (not including Parcel Post) — Received (pounds) 8,440 888 10,107.087 13,122,257 18.011,301 Dispatched (pounds) 42,474,327 48,127,924 45,806,012 40,563,677 Passing Through Cannot be obtained. Parcel Post — Received (pounds) 2,260,491 2,535,621 4,251,172 41,290,994 Dispatched (pounds) 1,883,116 1,849,427 10,274,827 53,299,045 Passing Through Cannot be obtained. Inadequacy of Present Facilities A tangible plan to accomplish at least part Although the Union Station as a whole is of the desired results is now in progress, hav- entirely satisfactory, it is deficient in many ' m S been approved by the Board of Public operating features, both from the standpoint of Service and the Board of Aldermen of the city, the railroads and the public. The following Xt provides for adding 40 feet to the width of detail deficiencies may be pointed out: Walnut street, making it 100 feet wide from (a) The surroundings are unsightly and the Third street to Broadway, building a new street street and street railway approaches are inade- 100 feet wide diagonally from Broadway at Wal- quate. nut street to Market street at Seventh street, and (b) The balloon type shed is hot in sum- widening Market street from its present width mer, cold and damp in winter, smoky, dark c ^c\ z , m r £ ^ *. <. *. and dirtv of 60 feet to 100 feet from Seventh street to (c) The Midway is too narrow. Vandeventer avenue, a distance of thirty-two (d) The platforms between tracks are too blocks (Union Station faces Market street be- narrow. tween Eighteenth and Twentieth streets). (e) The station tracks are too short and the The lan also p rov ides for condemning the curves connecting the station tracks to the , , , • r r iU TT • P w approach tracks are too sharp. two blocks m front of the Union Statlon to (f) There is no train yard in which to make Chestnut street, next north of Market street, up and break up trains. from Eighteenth street to Twentieth street, to (g) The express facilities are inadequate. form a plaza and park in front of the station (h) The facilities for handling mail and about 250 feet wide and 800 f ee t long. The ad- baggage are inadequate, especially for the ,.^. , ,, .,..,,. ,. heavy volume of parcel post, for which no dltlonaI s P ace thus P rovided will also relieve special facilities have been provided. the vehicular congestion. (i) The engine house facilities are inade- The Committee approves this plan, quate, and, being located on the opposite side There should be at least one east and west of the depot from some of the coach yard street and at least one nQrth and SQUth street tracks, unnecessarily increase the number of . , , , , . . , movements through the station approaches. widened by the city to improve access to and (j) The coach yards are inadequate, and, be- from the station. Fig. 28.— Umbrella Train Shed, Washington, D. C. Fig. 29. — Bush Train Shed, Ottawa, Canada. 53 54 ST. LOUIS UNION STATION AND MILL CREEK VALLEY The street car company should provide a north and south cross town line connecting with all radial lines and extending from Broad- way on the north to Broadway on the south. At no distant date in future this line should be placed underground from south of Market street to north of Franklin avenue to expe- dite access to the station. Train Shed The objection to the present train shed can be removed by taking it down and replacing it with a modern train shed of the "Bush" type or umbrella type. Illustrations accom- panying this report show the outlines of bal- loon sheds in use at St. Louis and at the South Station, Boston, Mass., also typical cross sec- tions of the Bush type and the umbrella type train sheds. A balloon type train shed somewhat similar to the St. Louis shed was recently taken down and replaced by an umbrella shed at the North Station, Boston. A few years ago a similar shed was taken down and replaced by an um- brella shed at Cleveland. A similar balloon type shed at Hoboken on the Pennsylvania is now being taken down. The balloon type has not been used in modern train shed construc- tion, but on account of the objectionable fea- tures previously mentioned has been super- seded either by the Bush type or umbrella type. No decision has been reached as to the type of train shed for the new Chicago Union Station, except that it will not be the balloon type. The illustrations accompanying this report show details of the cross-sections of the Bush type train shed used at Hoboken, N. j'., Chi- cago, 111., Scranton, Pa., Jersey City, N. J., Baltimore, Md., Detroit, Mich., Kansas City, Mo., Indianapolis, Ind., Ottawa and Montreal, Canada, and also the umbrella type shed used at AVashington, D. C, and St. Paul, Minn. The Bush type train shed covers the en- tire area over platforms and tracks, except a slot for the locomotive smokestacks. It is bet- ter adapted to cold climates than the umbrella shed. The Bush type shed was installed at Kansas City Union Station, but it was found unnecessary there to roof over the space be- tween the tracks. At Washington, D. C, which has a winter climate about the same as St. Louis, the um- brella sheds have given entire satisfaction. Midway The midway can be widened and additional space added to the waiting rooms, ticket of- fices and other station facilities, by cutting off the ends of the present station tracks, which, however, will not be feasible until some means be found to lengthen those tracks. At such time as this can be done, the midway should be increased 40 feet to give it a width of 100 feet, the same as at Washington, D. C. Platforms Between Tracks The platforms can be widened, either by re- ducing the number of tracks, which is most objectionable, or by widening the train shed. Fortunately Twentieth street, north of Mar- ket street, is about 140 feet west of Twen- tieth, south of Market street. If 140 feet be acquired from the east end of the three blocks west of Twentieth street, from Market street to Clark avenue, and Twentieth street be moved over south of Market street, to line up with Twentieth street north of Market street, 140 feet will be added to the track space and baggage room ; 80 feet will be sufficient to re- tain the present number of tracks and widen the station platforms to 18 feet, leaving 40 feet to be added to the present 36-foot baggage room and 20 feet to widen Twentieth street to 80 feet. If the Bush type or umbrella type sheds be used, the platforms should be not less than 18 feet wide and tracks 12 feet centers, if the train shed supports be located in the plat- forms ; the platforms should be 16 feet wide and track centers 14 feet if the supports are located between the tracks. Length of Station Tracks and Approach Curves Consideration has been given to two meth- ods of lengthening the station tracks and flat- tening the approach curves. 1. Extending the tracks through the pas- senger station to or across Market street. 2. Moving the entire body of tracks in Mill Creek Valley south to Gratiot street or beyond and utilizing the space thus obtained. , k 1U •s^ ^ <9 i VI 1 fig tir i v ft q $ V3 1 ^ ^ J.. 4-- 55 -Sft^^ityftf&tfty? . -^Skylight* Poof over central ^^\%£ and Montreal n 1 ^ I „ portion omitted at ^ Kansas City .lA',iK-'....,Hlll.-!.A-.Wg SJ-roeJ-ural Derails Somewhat) different af each /ocoh'on / l2'tol2-£" ) t t 5 : o h *J^k !^~1. - ^■^.■rHC^C <^Q A -^L-»-r^ Platform *-/6'+o22' '■:-"-'■ -~A DETAIL CROSS SECTION OF TYPICAL BUSH TYPE TRAIN SHED 2Z'-4 A'-m L 4lOJ' l 2QlML DETPIL CQ0S5 SECTION OF UMB&ELL P TfSAlN SHED PT WASHINGTON, P. C Detail Ceoss Sections BUSH TYPE & UMBRELLA TZAIN SHEDS. 1921 Prepared for Engineers Committee /nvestigarina St Louis - East St. Loot's Railroad Terminals C.E- Smith & Co. Consulting Engineers Fig. 31 — Cross Sections of Bush Type and Umbrella Train Sheds. -11 57 58 ST. LOUIS UNION STATION AND MILL CREEK VALLEY The first plan was dismissed as impracti- cable, involving as it would, engineering diffi- culties, expense and loss of other facilities not commensurate with the gains. The second plan would provide approxi- mately 450 feet more length than at present. Assuming that the Missouri Pacific and Terminal Railroad Association would each re- tain their present widths of track space south of the Union Station approach, this extra 450 feet would provide 200 feet for flattening the approach curves from 15 degrees to 10 degrees and add 200 feet to the station tracks, making them from 1,050 to 1,150 feet in length. The remaining 50 feet would be available for widening the present midway. This plan has the distinct advantage, that by throwing the entire body of tracks in Mill Creek Valley to the south, including the east and west approach tracks of the Union Sta- tion, valuable space now occupied by tracks along the north edge of the Terminal property east and west of the station, would be released for other purposes. East of the station space would be available for team tracks, railroad warehouses, suburban coach and engine facilities, switch leads and storage tracks for local freight houses and Cupples Station. West of the station space would be avail- able for train tracks for making up and break- ing up passenger trains, additional and en- larged baggage, mail and express facilities, additional facilities for handling locomotives, additional yards for passenger train cars, team tracks, and other necessary facilities. The latter plan also has the advantage that it would provide space that is urgently re- quired for a passenger train yard immediately adjoining the station, and the correction of the inadequacies in baggage, mail and express facilities, engine house facilities, etc. The Committee recommends that the second plan be carried out for the reasons stated above. Passenger Train Yards At the present time when an incoming pas- senger train backs into the station, the engine is cut off and run to the engine house ; the train remains on the track until all mail and baggage and some express are unloaded, after which a switch engine goes into the station and hauls out part or all of the train ; thus at least four movements are made for each in- coming train, and four similar movements for each outbound train. The present station tracks practically serve as train tracks where trains are made up and broken up, at least to the extent of taking off and putting on the locomotives. If engines were attached to trains being made up, be- fore trains are placed on the station tracks and engines detached after removing trains from the station, the number of movements through the station approaches would be re- duced one-half. This can be accomplished by moving the lo- comotive facilities and all passenger train car facilities to one side of the station. Room is available to the west. The proposed plan shows such a passenger train yard for making up and breaking up passenger trains, immediately west of the west station connection, next to which is shown the location for enlarged engine facilities. In that yard the locomotives would be attached to and detached from the trains; switch engines would switch baggage, mail and express cars between the head end tracks set aside for those purposes and the yard tracks. Other switch engines would handle passenger coaches, Pullmans, etc., between the passen- ger train yard and the appropriate yards. Un- der this plan it would be necessary for road trains to occupy station tracks only while loading and unloading passengers, while un- loading mail, baggage and express for imme- diate connections, and while loading late ar- riving mail, baggage and express. The addition of nine tracks for this purpose close to the South Station at Boston very ma- terially relieved congestion at that station. Baggage, Mail and Express Facilities A noteworthy feature of the Union Station is the baggage, .mail and express tunnel under all the tracks connecting with Eighteenth street and Twentieth street near the south end of the train shed. This subway is 96 feet 6 inches wide, divided as follows : Outbound Baggage Room 42' 6" Roadway for Trucks 43' Mail and Express Platform 11' 0" Fig. 33— Present Railroad Facilities in Mill Creek Valley and Proposed Enlargement of Facility ST. LOUIS UNION STATION AND MILL CREEK VALLEY 59 On the mail and express side sixteen ele- features. Only a small part of the additional vators located between the tracks are set in rea! estate that would be required is improved. recesses in the south wall. Sixteen baggage Comparison of the present layout with the elevators are located in the outbound baggage proposed layout shows the present narrow room. Outbound baggage is delivered in the throat of tracks west of the Station widened subway opposite the elevator serving the train out, and all facilities enlarged to meet present on which the baggage is to leave. Similarly and future requirements. outbound mail and express that is not loaded Statistical comparison between the present directly into cars at the express buildings are and ultimate proposed Union Station facilities handled partly on trucks and drays direct is as follows : TABLE VII— STATISTICAL COMPARISON BETWEEN PRESENT AND PROPOSED UNION STATION FACILITIES. Present Proposed Midway 60 feet wide 100 feet wide Station Tracks 32 32 Length of Station Tracks 850 to 900 feet 1,100 to 1,150 feet Approach Curves 15 degrees 10 degrees Outbound Baggage Room 600 feet long 800 feet long Inbound Baggage Room 9,000 square feet 45,000 square feet Tracks for Baggage Cars 12 cars Mail and Express Buildings to be divided as required west of Station 4,500 square feet 100,000 square feet Tracks at Mail and Express Buildings and Head End Yard.. 60 cars 150 cars Train Yard None 20— 1200-foot tracks Engine House Facilities 150,000 square feet 350,000 square feet Passenger Train Car Yards 2,000,000 square feet 4,000,000 square feet Team Tracks and Warehouses. ^ 500,000—12 acres 1,000,000—24 acres Suburban Station None 20 tracks Grade from Twelfth Street to Merchants Elevated and Mu- nicipal Bridge 2 per cent 1 per cent from outlying stations and partly on platform Sequence of Improvements trucks from the mail and express stations. It would not be nece ssary to carry out at one All inbound mail, baggage and much of the time all the improvements shown on the pro . express are handled down the 32 elevators and posed plailj but it couM be donC) in ^^ about by platform trucks to the respective buildings. as f u ows . The new plan proposes no change in the (a) p urchase of land south of tracks and handling of outbound baggage, but provides mQying Missouri p acific yard This would largely increased facilities and spur tracks for proyide &n easier approach to the Merchants the handling of outbound mail and express and ^, . , , ,, ,,■ . . , -r, • , ^.u .t & r -Llevated and the Municipal Bridge than the for the unloading^ of inbound baggage, mail , , - ■ ,. ^ ,,,, fe && & ' present 2 per cent incline near Twelfth street, and express away from the station tracks. , , , , , , ( , t ^ J . and would release land for other purposes east The present facilities for this purpose are r .. Station inadequate. The lengthening of station tracks ,,. ' , r , , . . ^ , , \ , . • 1 r ,i • ( D ) Jrurchase of land north of tracks west ot and widening station platforms wotnd require TT . Pl ,. , ,. , , , , , , -it Union Station and the progressive develop- the removal of the present express buildings. . _. _ . . , A . _. . , , •, ,. , j- ment ot the hnal layout ot passenger train yard. Room for enlarged express buildings, addi- . . .... . ° , , , , , , .,,?,.. . engine facilities, etc., as required, tional head end tracks and mail building is . . ..... - L , , (c) At any time after completion of (a) and available between the present location and „ \ r . . v y . m - regardless ot status ot (b) the mam station iwenty-nrst street. , , , , , „ , , leads could be thrown south, the new natter Proposed Plan of Mill Creek Valley curves put in, all station tracks lengthened ex- Illustrations accompanying this report show cept those interfering with express buildings, the present and proposed railroad layouts in and temporary connections made with new Mill Creek Valley, including the improvement throats. The Midway could be widened at this of the Union Station facilities, location of pro- time, posed suburban station, and other improved (d) Only after the completion of (a) and (c) 60 ST. LOUIS UNION STATION AND MILL CREEK VALLEY could the present train shed be taken down, the The Committee recommends that the plan tracks spread, platforms widened and umbrella accompanying this report, entitled "Proposed sheds built. At this time it would be desirable Enlargement of Railroad Facilities in Mill to rebuild the express facilities to permit the Creek Valley," be adopted by the railroads as track and platform work to be completed. an ultimate plan for development, and that all (e) The ticket office and waiting room could future improvements in that district conform to be rearranged and enlarged at any time. that plan. CARLOAD FREIGHT DESCRIPTION AND OPERATION OF FREIGHT TERMINALS The freight carrying railroads in the St Louis-East St. Louis railroad terminals are as follows: Fifteen Members of Terminal Railroad As- sociation : B. & O. R. R. Co. C. B. & Q. R. R. Co. C. & A. R. R. Co. C. R. I. & P. Ry. Co. Q C. C. & St. L. Ry. Co. Illinois Central R. R. Co. L. & N. R. R. Co. M. K. & T. Ry. Co. Missouri Pacific R. R. Co. Pennsylvania R. R. Co. St. L. S. F. Ry. Co. St. L. S. W. Ry. Co. Southern Ry. Co. Wabash Ry. Co. St. L. I. M. & S. Ry. Co. (Merged with and herein referred to under Mo. Pac. R. R.) Not Members of Terminal Railroad Associa- tion: C. & E. I. R. R. Co. C. P. & St. L. R. R. Co. M. & O. R. R. Co. T. St. L. & Western Ry. Co. Illinois Traction System. Short Coal Roads: East St. L. & Sub. Ry. Co. L. & M. Ry. Co. St. L. & O'F. Ry. Co. St. L. T. & E. R. R. Co. St. L. & O. R. R. R. Co. Switching Companies: A. & S. R. R. Co. East St. L. J. R. R. Co. Manufacturers' Ry. Co. Terminal Railroad Association of St. Louis. Freight is handled on each side of the Mis- sissippi River by the following railroads : West (St. L.) Side of Miss. River: C. B. & Q.— West M. K. & T. Wabash — West C. R. I. & P. C. & E. I. St. L. S. P.— S. W. St. L. S. F.— South Mo. Pac. — West Mo. Pac— South 111. Traction System Manufacturers' Ry. Terminal Railroad Association of St. Louis, consisting of Wiggins Ferry St. L. Merchants Bridge Term. Ry. Terminal R. R. East (E. St. L.) Side of Miss. River: C. P. & St. L. C. & A. C. B. & O.— North C. C. C. & St. L. C. & E. I. Wabash — East L.&M. I. C— North T. St. L. & W. St. L. T. & E. Penn. B. &0. C. B. & O.— East St. L. & O'F. L. &N. E. St. L. & Sub. Southern St. L. & O. R. I. C— South St. L. S. W. Mo. Pac— South M. & O. E. St. L. C. & W. 111. Traction System Alton & Southern E. St. L. Jet. Ry. Terminal Railroad Associa tion of St. Louis, consisting of Wiggins Ferry Co. St. L. Merchants Bridge Term. Ry. Terminal R. R. None of the railroads listed only on the west side of the river have any terminals on the east side. Of the railroads listed only on the east side of the river, none have facilities on the west side, except the Pennsylvania, the L. & N. and the St. L. S. W., which have local freight stations connecting with the rails of, and served by, the Terminal Railroad Associa- tion. 61 Fig. 34 — Approximate Outline of Switching Limits. 62 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 63 Of the companies named six are terminal switching and transfer companies as follows : Alton & Southern (east side only), East St. Louis Outer Belt ; East St. Louis Junction Ry. (east side only) Stock Yards Terminal ; Manufacturers' Ry. Co. (west side only) ; St. L. Merchants Bridge Term'l Ry. (both sides of river) ; Terminal Railroad Association of St. Louis (both sides of river) : Wiggins Ferry Co. (both sides of river). The Alton & Southern Railroad serves a number of industries, and in addition performs interchange of cars between roads with which it connects, from Granite City on the north to the Mississippi River on the south. It con- nects with all east side railroads except the C. & A., C. B. & O., C. C. C. & St. L., C. & E. L, Wabash, 111. Tract. System, and E. St. L. Jet. Avoiding as it does the Terminal con- gestion it affords an expeditious outer belt movement. It has relieved the terminals sev- eral times during congested periods in recent years by providing a route for freight that might otherwise have been embargoed. The Alton & Southern is not controlled by any trunk line. The East St. Louis Junction Railway serves the East St. Louis Stock Yards, the large packers and several smaller industries. It has connections with the Terminal Railroad Asso- ciation and several other East St. Louis rail- roads. It does not interchange cars between railroads. It is not controlled by any trunk line. The Manufacturers' Railway serves an in- dustrial district in South St. Louis, connecting with approximately 8 per cent of all of the industries in the City of St. Louis. It has connections with the Missouri Pacific Rail- road and with the tracks of the City of St. Louis, now used by the Terminal Railroad As- sociation. It does not interchange cars be- tween railroads. It is not controlled by any trunk line. Terminal Railroad Association of St. Louis The Terminal Railroad Association of St. Louis is a terminal transfer and switching company with facilities on both sides of the Mississippi River connected by two bridges. It is a co-operative enterprise ; its stock is held in equal proportion by the fifteen trunk rail- roads previously mentioned. It is the only company that has connections with all rail- roads on both sides of the river. The Terminal Railroad Association is com- posed of over twenty subsidiaries, which are grouped into three operating companies, viz : Terminal Railroad (Eads Bridge Route) ; St. Louis Merchants Bridge Terminal Railway ; Wiggins Ferry Co. Although there are three operating compa- nies, the facilities are used interchangeably to a certain extent. The Terminal Railroad furnishes the Union Passenger Station, and, with the St. Louis Merchants Bridge Terminal, furnishes passen- ger train routes for all railroads. It also han- dles freight between railroads in the Mill Creek Valley and East St. Louis via the Eads Bridge, using the large central clearing yard near Relay Depot and yard tracks in St. Louis. It also has a universal 1. c. 1. freight station in the Mill Creek Valley for all lines and serves the Cupples Station. The St. Louis Merchants Bridge Terminal Railway operates the Illinois Transfer Rail- way (East St. Louis Outer Belt), which ex- tends around East St. Louis from the Mer- chants Bridge to Valley Junction, lines to Madison and Granite City, a river front line in St. Louis partly elevated from the Mill Creek Valley to North St. Louis and an outer belt north and west of St. Louis. It has the large central clearing yard known as Madison Yard on the east side and several smaller yards on the west side. It handles freight between railroads and industries on both sides of the river. The Merchants has no 1. c. 1. facilities, but handles that business for other railroads. In the Mill Creek Valley the Merchants serves the Seventh street freight station of the St. L. S. F. In North St. Louis it serves the off- line freight stations and team tracks of the Missouri Pacific, St. L. S. F., C. & E. I., C. R. I. & P., M. K. & T. and St. L. S. W. It also serves the off-line freight stations of the L. & N. and Pennsylvania in North St- Louis. •LINES OF TERMINAL RAILROAD A55N OF ST LOUIS -ALL OTHER RAILROAD LINES Fig. 35 — Lines of Terminal Railroad Association of St. Louis. 64 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OP TERMINALS 65 which were in operation by those companies in 1920. The Wiggins Ferry Company operates rail- ways on the river front on both sides of the river. For many years it handled freight cars across the river on car ferries. That service was suspended when the East St. Louis levees were commenced several years ago and has not been resumed. The connection between the lines on the two sides of the river, formerly furnished by the car ferries, has been super- seded by an all-rail route over the Venice high line and the Merchants Bridge crossing over- head the C. & A., C. C C. & St. L., Wabash and V. & C. Belt of the Southern Railway. The Wiggins Ferry has a large central clear- ing yard on the East St. Louis water front and several smaller yards. Practically all cars received by the Terminal Railroad Association for delivery to railroads, with the exception of live stock and perishable freight which is handled direct, and a small percentage of dead freight that is handled di- rect, pass through and are classified in the three large central clearing yards. These cen- tral clearing yards have the advantage that there may be assembled in them from several railroads, large cuts of cars for the individual roads. They have the distinct and decided dis- advantage of necessitating assembling from interchange tracks and a second classification with consequent delay. The present yards do not conform to modern principles of yard de- sign, principally because they are too short for the progressive movement of cars through them. The receiving tracks, classification tracks and departure tracks are side by side instead of in succession, which necessitates continuous retrograde and switchback move- ments. The Wiggins Yard is the only one of the three so located that it could have been de signed for progressive movements. The Terminal Yard at Relay is an out- growth of early conditions. At its west end is the Relav^ Depot, the Pennsylvania, the C. C. C. & St. L. and the foot of the Eads Bridge approach. At its east end are the packers and stock yards. The Madison Yard is congested at both ends. At the north end is the junction of the Merchants Bridge approach, the Granite City lines, the Illinois Transfer Railway and the Madison lines, crossed at grade by a busy city street with street cars and interurban electric railway. At the south end is the crossing of the Illinois Transfer Railway and the V. & C. Belt by the T. St. L. & W.,'c. P. & St. L., I. C. and St. L T. & E. The facilities of the Terminal Railroad As- sociation are sufficient in normal times to han- dle all the freight its connections can handle, but as its facilities are the outgrowth of early conditions and not of "modern design, they are slow and expensive in operation. There are many long detours, retrograde and switch- back movements which proper design and op- eration can eliminate. Even in normal times there is much complaint of the slow handling of cars by the Terminal Railroad Association. In busy periods the dissatisfaction is most in- tense. The Terminal Railroad Association and its associated companies, the Merchants and the Wiggins, have on their lines 27.1 per cent of the west side industries and 39.2 per cent of the east side industries, amounting to 29.3 per cent of the industries in the entire district. The Terminal Railroad Association is the St. Louis terminal of all the east side lines. Likewise it is the east side terminal of all the west side lines. Generally speaking it is the common terminal of the entire district for all lines. As the service of the Terminal Railroad As- sociation is available to all railroads on an equal basis, and as no preference is shown to any railroad, each railroad is on a par with all other railroads at all points served by the Ter- minal Railroad Association. Consequently there has not been at St. Louis that keen com- petition in the development of individual ter- minals that has taken place in other cities. Although the Terminal Railroad Associa- tion and its affiliated companies are controlled by fifteen proprietary companies, those com- panies do not enjoy any special privileges, but on the other hand carry a potential liability through their individual and collective guar- antee of all Terminal Railroad Association ob- ligations. 66 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS The rates of the Terminal Railroad Associ- ation and its subsidiaries, the Merchants and the Wiggins, consist of tariffs so made that in normal times the entire expense and fixed charges are recovered through its rates, to the end that the proprietary lines are never called on to make up deficits. The tariff rates are the same for all connecting railroads, whether pro- prietary lines or not. The management has been quite successful in avoiding deficits that would have to be charged back to its fifteen proprietors ; on the other hand, it has been successful in normal years in earning sufficient surplus to take care of its minor capital re- quirements for improvements and betterments. Generally speaking, the proprietary lines do not use any of the tracks of the Terminal Rail- road Association in interchanging freight di- rectly between trunk lines, although there are a few such movements specially arranged through contract in past years. One of the exceptions in the handling of freight is the C. & E. I., which operates its own locomotives over the Merchants Bridge and Terminal Railroad Association tracks, from the east side of the Mississippi River, to the yards of the St. L. S. F. on the west side of the river. For that service the C. & E. I. pays the Terminal Railroad Association the same charges as though the cars were delivered by the C. & E. I. and the St. L. S. F. for inter- change, with the exception that the Ter- minal Railroad Association credits the C. & E. I. an appropriate amount for the use of its locomotives in performing the service. Sim- ilarly the C. & A. operates with its own engines in and out of the Missouri Pacific Twenty - third street yard, St. Louis. There are very few such movements, most of the freight movements being handled by Terminal Rail- road Association locomotives. Another excep- tion is the Wabash, which handles freight be- tween its east and west lines with its own engines across, the Merchants Bridge. Most of the east side lines handle live stock in and out of the Stock Yards with their own engines, using tracks of the Terminal Railroad Association. Otherwise the Terminal lines are not "open to freight movements of its con- nections with the locomotives of the connect- ing lines, unless such connecting lines pay the regular tariff rates, the same as though the Terminal handled the freight in the regular manner. This is different from the handling of passenger trains, which are handled over Terminal tracks by the engines of the individ- ual roads to the greatest practicable extent. As the Terminal Railroad Association han- dles the bulk of the freight interchanged be- tween railroads, and as it handles freight to and from industries and team tracks for all railroads and to and from St. Louis freight houses for many railroads, as well as handling the great bulk of the trans-river business, it plays a most important part in the handling of freight for all railroads in the St. Louis-East St. Louis railroad terminals. For this reason the details of its operations will be described here, following which the other railroads in the terminals and their operations will be de- scribed. Terminal Railroad (Eads Bridge Line) The Terminal operates between connections with the Wabash, Missouri Pacific and St. Louis-San Francisco, in the Mill Creek Valley near the St. Louis Union Station, and its con- nections with nearly all east side railroads via the Tunnel and Eads Bridge. Live stock and perishable freight are han- dled direct from one road to another by Ter- minal engines without delay. Dead freight is assembled in its yard and classified before de- livery. The principal classification yard of the Ter- minal is in East St. Louis, northeast of Relay Depot, known as C. D. Yard. All east side roads having cars for delivery to other roads or for local delivery in the Mill Creek Valley at St. Louis deliver such cars in C. D. Yard, the engines of those roads return- ing light to their own yards ; the cars are then classified in C. D. Yard and delivered by Ter- minal engines to the respective roads on des- ignated receiving tracks. The Terminal en- gines making such deliveries on the east side return light to C. D. Yard. The Terminal en- gines handling cars across the river are loaded in both directions. The west side roads, connecting with the Terminal in the Mill Creek Valley deliver all CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 67 cars for east side roads in the Twenty-third Street Yard, St. Louis. These cars, as a rule, are not classified in the Twenty-third Street Yard, but are taken over the Eads Bridge to C. D. Yard, where they are classified and de- livered to the respective roads'. Occasionally, however, when a solid cut is delivered, as for example say, by the Mis- souri Pacific for the Pennsylvania, the Ter- minal engines take the Merchants Bridge route and deliver direct to the receiving road, avoid- ing the Terminal yard in East St. Louis. Move- ments of this kind are also made occasionally because of the capacity of the Eads Bridge which limits the size of train to be moved. Cars destined for local delivery in the Mill Creek Valley by the Terminal are classified either at the Twenty-third Street Yard or the Eleventh Street Yard in St. Louis. St. Louis Merchants Bridge Terminal Ry. The St. Louis Merchants Bridge Terminal Railway interchanges cars with every railroad on both sides of the river. Live stock and perishable freight is handled direct from one road to another without delay. Dead freight is assembled in its yards and classified before delivery. Some east side lines deliver cars into Madi- son Yard, while others deliver on designated interchange tracks outside of Madison Yard. In the opposite direction the Merchants deliv- ers into the yards of those roads that deliver into Madison Yard and on the designated in- terchange tracks for other roads. As a rule both the Merchants engines and engines of other lines return light after making deliveries. The C. & E. L, however, is an exception, as it delivers into Madison Yard and receives in the same yard, the movement in both direc- tions being made with its own engines. The Missouri Pacific is another exception. That road furnishes interchange tracks at Dupo and makes several classifications for the Merchants, which reciprocates by handling cars in both directions to and from Dupo Yard. On the west side of the river the Merchants receives from and delivers to west side lines at a number of points, the classifications being made at the Harlem Yard, Bulwer Avenue Yard and Bremen Avenue Yard, when the movement of cars is between west side lines only. When the movement is between east side lines and west side lines the classification is made in Madison Yard, as mentioned above. The classification of practically all cars re- ceived from and delivered to east side lines is made in the Madison Yard, including those cars received from and delivered to west side lines via the Merchants. The one exception to the movement is the L- & M. Ry., which places cars for west side lines on the Mer- chants interchange track in road cuts. The Merchants then delivers those cars direct to the respective roads, thus avoiding the neces- sity of handling those cars in Madison Yard. The Merchants does considerable industrial switching on both sides of the river. Such cars are generally classified at small local yards in the vicinity of the industrial sections for the larger classification yards, where they are again classified for delivery to roads. The Merchants performs also the switching service for a number of freight houses of individual lines on the west side of the river. The move- ment between these houses and their respec- tive roads, however, is direct and does not go into any of the classification yards. The roads having freight houses served by the Merchants are the M. K. & T, St. L. S. W., L. & N., P. C. C. & St. L. ( C. & E. I., C. R. I. & P., St. L.-S. F. and Mo. Pac. Wiggins Ferry Co. The Wiggins Ferry Co. operates along the river front on both sides of the river and con- nects with all roads on the east side, except the Illinois Traction System, L. & M., St. L. & O'F., E. St. L. & Suburban and A. & S. On the west side it connects with the Missouri Pacific, Manufacturers', C. B. & Q. and Wabash. Live stock and perishable freight is handled direct from one road to another without delay. Dead freight is assembled in its yards and classified before delivery. All cars via Wiggins Ferry to and from east side lines are classified in the Wiggins North Yard, on the east side of the river. The Wig- gins Ferry receives from and delivers to east side lines on designated interchange tracks outside of the Wiggins Yard ; the interchange Fig. 36— Carload Freight Diagram— A. & S. R. R. 68 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 69 tracks in nearly all instances are in the river front yards of the other roads. Cars from west side lines for delivery to east side lines via the Wiggins Ferry are moved over the Merchants Bridge and the Venice High Line and classi- fied in the Wiggins East Side Yard before de- livery to the east side lines. The interchange of cars between lines on the west side of the river via Wiggins Ferry is made in or near the several Wiggins Ferry yards on that side of the river, such as the Miller Street Yard, Tyler Street Yard and the Bremen Avenue Yard. On the west side, the roads deliver their cars into the Wiggins yards and the Wiggins Ferry delivers to the other roads, the engines of certain roads returning light. The Missouri Pacific is an exception. Deliveries in both directions are made in its Lesperance Street Yard. The Wiggins Ferry does considerable indus- trial switching on the west side of the river, the cars from industries being classified at or near the industries for the larger classifica- tion yards, where they are again classified for the individual roads. Some industrial switch- ing is performed on the east side, all the cars being classified in the Wiggins East Side Yard. In addition to the movements of the three companies described above there is also an in- terchange movement between the three com- panies. For example, the Terminal delivers cars to the Wiggins and Merchants for deliv- ery to industries on the rails of those compa- nies and also for delivery to roads with which the Terminal has no direct connection — the other two companies do likewise. The question as to which of the Terminal Railroad Association agencies will handle cars and the yards and interchange points through which such cars will be handled is at present decided by the operating officers of the Ter- minal Railroad Association. Alton & Southern Railroad The Alton & Southern Railroad is an outer belt terminal switching line extending around East St. Louis from the Fox Terminal on the Mississippi River south of East St. Louis to Granite City. It has but one yard, the Davis Yard, at the east end of the eastern approach to the St. Louis Municipal Bridge. It connects with 7.6 per cent of the east side industries; 1.4 per cent of all industries in the switching limits, and has a number of team tracks, but no freight house. It has no facili- ties in St. Louis. Freight is interchanged by the Alton & Southern Railroad between the following rail- roads : Mobile & Ohio, Missouri Pacific, East St. Louis, Columbia & Waterloo, Merchants Bridge Terminal. Illinois Central, St. Louis Southwestern, St. Louis & Ohio River, Southern, East St. Louis & Suburban, Louisville & Nashville, St. Louis & O'Fallon, Baltimore & Ohio, Pennsylvania, St. Louis, Troy & Eastern, Toledo, St. Louis & Western, Litchfield & Madison, Chicago, Peoria & St. Louis, Also between those railroads and team tracks and industries on the Alton & Southern. The Alton & Southern receives from and de- livers to other roads at designated interchange tracks at or near the points of crossing with the various roads. In its interchange with other roads there is no light engine mileago except occasionally in connection with special unbalanced movements. Cars received on interchange tracks are taken to Davis Yard, where they are classified and trains made up for all deliveries north and south of the yard. Deliveries to interchange tracks, team tracks and industries are then made as the train pro- ceeds to the end of the line. The engine mak- ing the delivery picks up cars on its return journey and delivers them to Davis Yard, where they are classified. Frequently a solid train of cars passes be- tween railroads without going to Davis Yard. Some movements to and from large indus- tries do not go into Davis Yard. For example, coal cars from the East St. Louis & Suburban FERGUSON /GRANVTS! CITY // .s\ / Or I. ■& <&&$* <&#*■ am INTERCHANGE POINTS (J) B.&0. RECEIVES FROM TERMINAL. L&N AND CB.5Q (2)&aO.DEUVER5 TO TERMINAL (J) BiO DELIVERS TO AND RECEIVES FROM MERCHANTS (2J)aS0, OELIVERS TO AND RECEIVES FROM WIOGINS. (§)asa OELIVERS TO C-BSQ fB«0 OELIVERS TO AND IVES FROM C&A. (J)6.80 DELIVERS TO AND RECEIVES FROM STOCK YARDS. (J) 680 OELIVERS TO L.8N. (^)B.SO. DELIVERS TO ANO RECEIVES FROM SOU (JQ) 8.&0 DELIVERS TO AND RECEIVE5 FROM A.8S. / V V) iLJVro^. 5 - / //> dP cv^ ^ L.&.N V A v "N \ \ 52s Pi cjt S^- ^-STL &0f MflPLtWOOO /v XI LIN DEN WOOD \\ WEBSTER J GROVES ( T | \ \ \ SW«fw/S \ BRIOqe" V y -it**^* ss. ^<^Us ^ />^^ 2 C^ — ^- Q^ \ *<£ / 4841 CARLOADS INBOUND OVER B&O , --«, 546 ■ LOADED LOCALLY ON 680 FOR OTHER LINES/ "Wii 264 - - FROM OTHER LINES UNLOADED LOCALLY [ ON EJ.&O. 4S28 CAPLOAPS OUTBOUND OVER B 80. 10.179 * TOTAL IN. OUT AND LOCAL EMPTY CARS NOT INCLUDED / DUPO /' DIAGRAM SHOWING POUTING AND DENSITY OF BALTIMORE. & OHIO R.R. CARLOAD FREIGHT MOVEMENTS IN STXOUIS, EAST ST. LOUIS RAILROAD TERMINALS FOR OCTOBER 1920 MAP NOT DRAWN TO SCALE moo iq ooo 15000 10000 7s0oo wo oo Scale, of Car& C t SMITH &C0 CONSULTING ENGINEERS Fig. 37— Carload Freight Diagram— B. & O. R. R. 70 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 71 for the Aluminum Ore Co., and coal cars from the Litchfield & Madison for the St. Louis Coke & Chemical Co. are handled direct be- tween these roads and the plants. The Alton & Southern affords an expeditious route outside the congested terminals for in- terchange between railroads and enjoys a good volume of such business. The Alton & Southern connects with the east end of the approach to the St. Louis Mu- nicipal Bridge at Twenty-ninth street, East St. Louis. It is the only east side railroad that now connects with that bridge. It is not pos- sible to reach the east end of the bridge with- out using Alton & Southern tracks. Baltimore & Ohio Railroad The Baltimore & Ohio enters East St. Louis from the east parallel with and south of the Pennsylvania. It crosses the Alton & South- ern, the Illinois Transfer, the Venice & Caron- delet Belt, the Pennsylvania, the Terminal (three times) and the Big Four at grade and ends at a connection with the Wiggins Ferry on the Mississippi River front. The B. & O. has 2.4 per cent of the east side industries on its rails ; 0.5 per cent of all the in- dustries in the St. Louis-East St. Louis switch- ing limits. It also has some team tracks and a freight house on the East St. Louis river front north of the Eads Bridge, through which it handles all St. Louis and East St. Louis and connecting line 1. c. 1. freight. It has no facili- ties in St. Louis. The B. & O. operates the Cone Yard east of Relay Depot, where its engine facilities are located, and the Lower yard near the river front. Inbound freight trains are received and broken up in the Cone Yard, with the exception of one westbound merchandise train, which is broken up near the freight house on the river front to expedite the setting of inbound 1. c. 1. freight. In Cone Yard inbound trains are broken up and freight is classified for delivery to: Louisville & Nashville, East St. Louis Yard of Terminal, Wiggins Ferry on river front, Madison Yard for Merchants Bridge Ter- minal, Chicago, Burlington & Quincy — East, Chicago & Alton, Southern, East St. Louis Junction, Alton & Southern, Baltimore & Ohio Freight House, Industries on Baltimore & Ohio, Baltimore & Ohio team tracks. Cars for other railroads are moved by B. & O. engines to receiving tracks of the other com- panies. Generally speaking, the engines return light. In interchange with the Merchants, the Southern and the Alton & Southern, however, the B. & O. tries to time its deliveries so that its engines will bring back cars, which, how- ever, is not always possible. The Wiggins Ferry Co. and the Chicago & Alton deliver cars to the B. & O. in the lower yard ; the Alton & Southern, Merchants Bridge Terminal and Southern deliver cars at the crossings of those lines ; all other roads deliver their freight at the Cone Yard ; the engines of those roads, with the exception of the Alton & Southern and the Southern, generally return light to their own lines. House freight, team track freight and indus- trial freight loaded and unloaded on its own lines is handled outside of the Cone Yard by switch engines, which deliver from Cone Yard on inbound and assemble there for outbound. Outbound trains are made up in the Cone Yard. During October, 1920, the B. & O. handled the following carload business, including cars loaded and unloaded at its freight house : 549 carloads in for unloading on own lines, 11.4 per cent of its inbound. 4,292 carloads in for delivery to other lines, 88.6 per cent of its inbound, 546 carloads loaded locally for other lines, 264 carloads from other lines unloaded lo- cally, 449 carloads out loaded on own lines. 9.9 per cent of its' outbound, 4,079 carloads out from other lines, 90.1 per cent of its outbound. 10,179 carloads (not including empty cars), 3.7 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the B. & O. handled the following 1. c. 1. business: Fig. 38— Carload Freight Diagram— C. & A. R. R. 72 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 73 Local : Inbound 326 tons, 4.3 per cent of all in- bound local. Outbound 670 tons, 3.2 per cent of all out- bound local. Connecting Line : Inbound 661 tons, 9.5 per cent of all in- bound connecting line, Outbound 153 tons, 2.2 per cent of all out- bound connecting line. Total 1. c. 1. 1,810 tons, 4.3 per cent of the total 1. c. 1. freight handled through St. Louis- East St. Louis freight houses. Chicago & Alton Railroad The Chicago & Alton enters East St. Louis from the north through Granite City and Mad- ison. It crosses at grade the C. P. & S't. L. at Granite City, the Venice & Carondelet Belt of the Southern Railway at Venice and the C. P. & St. L., T. St. L. & W., Wabash and C. B. & 0. near Bridge Junction ; it ends at a connec- tion with the Wiggins Ferry on the river front. The C. & A. maintains some team tracks and a freight station on the East St. Louis river front, in which it handles all St. Louis and East St. Louis and connecting line 1. c. 1., freight. The C. & A. has 0.7 per cent of the east side industries on its rails; 0.1 per cent of all the industries within the St. Louis-East St. Louis switching limits. It has no facilities in St. Louis. Between East Alton and Bridge Junction the single track main line of the C. & A. forms the southbound main of a double track of which the C. C. C. & St. L. track forms the other ; this double track line is used by the C. & A., C. C. C. & St. L., C. B. & Q., and C. & E. I. The C. & A. operates the Venice Yard, where its engine terminals are located, the Brooklyn Yard, the Middle Yard near Bridge Junction, and the Lower Yard near the river front. Inbound C. & A. freight trains are received and broken up in the Venice Yard. In this yard inbound trains are broken up and freight is classified for delivery to : Southern, East St. Louis Junction, Cleveland, Cincinnati, Chicago and St. Louis, Wabash — East, Toledo, St. Louis & Western, East St. Louis Yard of Terminal, Madison Yard for Merchants, Wiggins Ferry, Terminal R. R. at Granite City, Chicago, Burlington & Quincy, East, Baltimore & Ohio, Louisville & Nashville, Missouri Pacific — Twenty-third Street, St. Louis, St. Louis, Troy & Eastern, C. & A. Freight House, Industries on C. & A., C. & A. team tracks. Cars for other railroads are moved by C. & A. engines to interchange tracks of other companies, with two exceptions. In inter- change with the Merchants, the C. & A. en- gines deliver to the C. D. Yard at Relay, and bring back cars for the C. & A. The same arrangement applies to the Missouri Pacific in St. Louis. All cars for Wiggins Ferry are taken by C. & A. engines to the Wiggins Yard on the river front. Engines return light, with the exception of interchanges with the Merchants, Missouri Pacific, B. & O., & L. & N. All roads, except the Merchants, Mo. Pac, and East St. Louis Junction deliver their inter- change freight in the Brookyln, Bridge Junc- tion, and Lower Yards. Engines of other roads return light to their own lines. The East St. Louis Junction delivers on a designated in- terchange track in the Stock Yards. The C. & A. house freight and team track freight loaded and unloaded is handled be- tween Venice and the Lower Yard by its own switch engines. All industrial freight loaded and unloaded on its lines is handled in the Venice and Lower Yards by switch engines which deliver from the yard on in- bound and assemble there for outbound. Out- bound trains are made up in the Brooklyn and Lower Yard. The C. & A. has recently made arrange- ments for interchange with the Mo. Pac, in the Mill Creek Valley, St. Louis, by means of its own power, C. & A. engines delivering cars to the Mo. Pac. and bringing back cars for the C. & A. It has also arranged an in- terchange with the Terminal at Granite City for the expeditious delivery of iron ore to the St. Louis Coke & Chemical Co. During October, 1920, the C. & A. handled Fig. 39— Carload Frtight Diagram— C. B. & Q. R. R. 74 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 75 the following carload business, including cars loaded and unloaded at its freight house : 460 carloads inbound for unloading on own lines, 8.6 per cent of its inbound. 4,905 carloads inbound for delivery to other lines, 91.4 percent of its inbound. 81 carloads loaded locally for other lines. 82 carloads from other lines unloaded lo- cally. 433 carloads out loaded on own lines, 7.4 per cent of its outbound. 5,447 carloads out from other lines, 92.6 per cent of its outbound. 11,408 carloads (not including empty cars). 4.1 per cent of all St. Louis-East St. Louis Carloads. During the week of October 18-23, 1920, the C. & A. handled the following 1. c. 1. business : Local : Inbound 511 tons, 6.8 per cent of all in- bound local. Outbound 520 tons, 2.5 per cent of all outbound local. Connecting Line : Inbound 282 tons, 4.0 per cent of all in- bound connecting line. Outbound 141 tons, 2.0 per cent of all out- bound connecting line. Total 1. c. 1. 1,454 tons, 3.5 per cent of the total 1. c. 1. freight handled through the St. Louis-East St. Louis freight houses. Chicago, Burlington & Quincy R. R. The C. B. & Q. enters St. Louis over one line and East St. Louis over two lines. The St. Louis line enters from the north over the Missouri River Bellefontaine Bridge. It follows the north St. Louis river front to North Market street, where it swings west across the tracks of the St. Louis Merchants Bridge Terminal and the Wabash into Eirst street, which it occupies to the south end of its line at Franklin avenue. The C. B. & O. has a large modern yard and engine terminals in North St. Louis just north of the Merchants Bridge ; it has a large team track layout at the north end of the freight house district between Tyler street and Mullanphy street ; also a freight station and team tracks at the south end of its line at Franklin avenue, where it handles practi- cally all its St. Louis and connecting line 1. c. 1. freight. On the east side the C. B. & 0. enters East Alton from the north over its own rails; be- tween East Alton and Bridge junction it uses the double track line formed by the tracks of the C. & A. and C. C. C. & St. L. ; at Bridge Junction it crosses the C. P. & St. L., T. St. L. & W., Wabash, and C. & A., and swings to the west to a connection with the Wiggins Ferry on the river front. The C. B. & 0. also enters East St. Louis from the east over the B. & O. to Relay Depot, where it leaves the B. & O. and uses its own rails across the Terminal and C. C. C. & St. L. to a connection with its tracks from the north near Bridge Junction. Near the junction of these two lines the C. B. & 0. has its east side freight yard and engine terminals. Also a freight house in which, however, it handles only a small part of its business, principally East St. Louis 1. c. 1. freight. The C. B. & O. also has operating rights over the Alton Bridge between West Alton and Alton, and over the Illinois Terminal Railroad, between Alton and East Alton, which enables it to operate its own trains be- tween St. Louis and East St. Louis. In St. Louis the C. B. & Q. has 2.6 per cent of the industries on its lines ; in East St. Louis it has none ; its St. Louis industries are 2.2 per cent of all the industries within the St. Louis-East St. Louis switching limits. C. B. & Q.— East: Inbound C. B. & 0. (East) freight trains from both lines are received in its yard be- tween Bridge Junction and the river front. In this yard inbound trains are broken up and freight is classified for delivery to : Baltimore & Ohio, Chicago & Alton, Illinois Central, Louisville & Nashville, Cleveland, Cincinnati, Chicago & St. Louis, East St. Louis Yard of Terminal, Wiggins Ferry, Madison Yard, Southern, East St. Louis Junction, C. B. & 0. Freight House and Team Tracks (E. St. Louis). Each of the classifications for other railroads 76 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS is moved by C. B. & O. engines to interchange tracks of the other companies, except the Wig- gins Ferry and Southern, which come to the C. B. & Q. Yard. Engines return light after making deliveries. In the opposite direction other roads de- liver their interchange freight in the C. B. & O. Yard and the engines of those roads re- turn light to their own lines, except the Wig- gins Ferry and Southern. C. B. & Q. (East) house freight and team track freight is handled by switch engines which deliver from this yard in inbound and assemble there for outbound movement. Outbound trains are made up in this yard. C. B. & Q.— West : Inbound C. B. & Q. (West) freight trains are received in its North St. Louis Yard north of the Merchants Bridge. In this yard in- bound trains are broken up and freight is classified for delivery to : Missouri, Kansas & Texas, Wabash (West), Merchants Bridge Terminal, Wiggins Ferry, C. B. & Q. (West) Freight House, Industries on C. B. & Q., C. B. & Q. Team Tracks. Each of the classifications for other roads is moved by C. B. & 0. engines to interchange tracks of the other companies. Engines re- turn light after making deliveries. In the opposite direction other roads deliver their interchange freight in the C. B. & 0. Yard, except in some instances the Wig- gins Ferry delivers at Mound street. En- gines of other roads return light to their own lines. C. B. & Q. house freight, team track freight and industrial freight loaded and unloaded on its own lines is handled outside of its yard by switch engines which deliver from there on inbound and assemble there for outbound movement. All C. B. & Q. (West) outbound trains are made up in its North St. Louis Yard. In addition to the routes controlled by the Terminal Railroad Association, for the transfer of cars across the river, the C. B. & Q. makes considerable use of the Alton Bridge for move- ments between the Hannibal Division, north of St. Louis, and the Paducah Division, east of East St. Louis, and also connections with other roads in East St. Louis. It also uses the Alton Bridge to the extent of several hundred cars a month in each direc- tion between North St. Louis and East St. Louis. Carloads making the latter movement are generally cars loaded at the Burlington Elevator and industries in North St. Louis, or held in St. Louis for reconsignment and later consigned to connecting lines in East St. Louis. In the opposite direction the move- ment consists of carloads delivered to the C. B. & Q. (East) by trunk lines for delivery to North St. Louis industries on the C. B. & o. Notwithstanding the distance of about forty miles between North St. Louis and East St. Louis by the Alton Bridge, as compared with about three miles by the Merchants Bridge, the Burlington chooses the Alton Bridge route because it is much quicker and cheaper than the movement by the Terminal Railroad As- sociation. The round trip over the Alton Bridge is made within eight hours. Including this local movement and the through move- ment, more than 6,000 carloads moved over the Alton Bridge during October, 1920, which is one and one-half times as many as passed between the C. B. & Q. and other roads via all river crossings at St. Louis. During October, 1920, the C. B. & Q. han- dled the following carload business, including cars loaded and unloaded at its freight houses : 1 .708 carloads in for unloading on own lines, 14.6 per cent of its inbound, 10,067 carloads in for delivery to other lines, 85.4 per cent of its inbound, 318 carloads loaded locally for other lines, 1,127 carloads from other lines unloaded lo cally. 2,342 carloads out loaded on own lines, 23.2 per cent of its outbound, 7,747 carloads out from other lines, 76.8 per cent of its outbound, 23,309 carloads (not including empty cars). 8.4 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920. the C. B. & Q. handled the following 1. c. 1. business : Fig. 40— Carload Freight Diagram— C. C. C. & St. L. Ry. 77 78 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS Local : Inbound 566 tons, 7.5 per cent of all in- bound local, Outbound 2,084 tons, 10.1 per cent of all outbound local. Connecting Line : Inbound 356 tons, 5.1 per cent of all in- bound connecting line, Outbound 468 tons, 6.7 per cent of all out- bound connecting line. Total 1. c. 1. 3,474 tons, 8.2 per cent of the total 1. c. 1. freight handled in all St. Louis- East St. Louis freight houses. Cleveland, Cincinnati, Chicago & St. Louis Railway The Cleveland, Cincinnati, Chicago & St. Louis Railway enters East St. Louis from the north through Granite City and Madison. It crosses the Venice and Carondelet Belt, the C. P. & St. L. (twice), T. St. L- & W., Wabash, C. B. & O., B. & O., Pennsylvania, Eads Bridge Approach, and L. & N. at grade. The C. C. C. & St. L. has 2.1 per cent of the east side industries on its rails ; 0.4 per cent of all the industries in the St. Louis-East St. Louis switching limits. The C. C. C. & St. L. has a small yard at Brooklyn, north of Bridge Junction, and a larger yard with engine terminals south of the Eads Bridge. Its rails end at a connection with the Wiggins Ferry on the river front. At this point it has team tracks and a freight station in which it handles all its St. Louis, East St. Louis and connecting line 1. c. 1. freight. It has no facilities in St. Louis. Inbound C. C. C. & St. L. freight trains are received and broken up in the Lower Yard. In this yard cars are classified for delivery to : East St. Louis Yard of Terminal, Madison Yard for Merchants, Wiggins Ferry, Louisville & Nashville, Illinois Central, Chicago, Burlington & Quincy — East, Chicago & Alton, East St. Louis Junction, Southern, C. C. C. & St. L. Freight House, Industries on C. C. C. & St. L-, C. C. C. & St. L. Team Tracks. Each of the classifications for other rail- roads is moved by C. C. C. & St. L. engines to receiving tracks, except the Wiggins Ferry, which receives in the Lower Yard. Generally speaking, engines return light, after making deliveries to receiving tracks. Except for the Wiggins Ferry and L. & N., which deliver to the C. C. C. & St. L. in the Lower Yard, all other roads deliver their inter- change freight at the outbound yard just north of Bridge Junction and the engines of those roads generally return light to their own lines. All outbound trains are made up in the Brooklyn Yard north of Bridge Junction. During October, 1920, the C. C. C. & St. L. handled the following carload business, includ- ing cars loaded and unloaded at its freight house : 2,034 carloads in for unloading on own lines, 35.3 per cent of its inbound, 3,739 carloads in for delivery to other lines, 64.7 per cent of its inbound, 111 carloads loaded locally for other lines, 104 carloads from other lines unloaded lo- cally, 560 carloads out loaded on own lines, 11.2 per cent of its outbound, 4,349 carloads out from other lines, 88.8 per cent of its outbound, 10,897 carloads (not including empty cars). 3.9 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the C. C. C. & St. L. handled the following 1. c. 1. business: Local : Inbound 971 tons, 12.9 per cent of all in- bound local, Outbound 800 tons, 3.9 per cent of all out- bound local. Connecting Line : Inbound 944 tons, 13.6 per cent of all in- bound connecting line, Outbound 130 tons, 1.9 per cent of all out- bound connecting line. Total 1. c. 1. 2,845 tons, 6.8 per cent of fll 1. c. 1. freight handled in St. Louis-East St. Louis freight houses. Chicago and Eastern Illinois Railroad The Chicago & Eastern Illinois enters the east side from the north over the C. C. C. & St. L. At Mitchell, five miles north of Granite City, the C. & E. I. has a freight yard and engine facilities. Between Granite City and Twenty-third street, St. Louis, the C. & E. I. handles trains with its own engines over the FERGUSON / 0\S «6* N 1 I c LflYTON MflPLtWOOD INTERCHANGE POINTS (J) C&E I. DELIVERS TO AND RECEIVES FROM MERCHANT5. (2)c&E IDELtVERS TO AND RECEIVES FROM FRISCO 2667 CARLOADS INBOUND OVER C&EI CARLOAD LOCALLY ON C.&E.I. FOR OTHER LINES CARLOADS FROM OTHER LIMES UNLOADED LOCALIY OH «EJ. 3035 CARLOADS 0UT80UND OVER CALL S76? CARLOADS TOTAL IN. OUT AND LOCAL. EMPTY CAPS NOT INCLUDED A f£\ 56 \ pp UNDENWOOO \ $}&*&&:& all WEBSTtR/ GROVE*. / \ m i \ \ \ \ \ ^. iiy . / dm DIAGRAM 5H0WING ROUTING AND DENSITY OF CHICAGO & EASTERN ILLINOIS R.R CARLOAD FREIGHT MOVEMENTS IN 5T LOUIS, EAST ST L0UI5 RAILROAD TERMINALS FOR OCTOBER 1920 MAP NOT DRAWN TO SCALE PREPARED FOR ENGINEERS COMMITTEE invESTigatting 5T LOUIS, EAST STtOUfS RRH.RDAO TtBMlNALS CE SMITH & CO CONSULTING ENGINEERS Fig. 41— Carload Freight Diagramed & E. I. R. R. 79 80 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS Merchants Bridge and the Terminal Railroad Association, into the yard of the St. Louis-San Francisco, with which it interchanges direct. Although an east side line, the C. & E. I. has no freight house in East St. Louis. It has no industries on its lines either in St. Louis or East St. Louis. Jointly with the St. L.-S. F. and the C. R. I. & P., it has an off-line freight station on Broadway at Biddle street, where it handles St. Louis, East St. Louis and connecting line 1. c. 1. freight, and off-line team tracks at Brooklyn street, St. Louis. These connect with and are switched by the Terminal Railroad Association. Inbound C. & E. I. freight is handled in its Mitchell Yard. In this yard, with the ex- ception of one train inbound, which goes through to the St. L.-S. F. Yard in St. Louis, trains are broken up and cars are classified and delivered with its own engines to the Merchants Bridge Terminal at Madison Yard, with the following exceptions : Cars for the St. L.-S. F. Railroad, with which line the C. & E. I. interchanges direct at the St. L.-S. F. Tower Grove and Lindenwood Yards, St. Louis ; cars for the C. & E. I. Freight Flouse and Team Track Yard at St. Louis, and all St. Louis industries, which are delivered to the Terminal Railroad Association at the Bremen Avenue Yard. St. Louis. The C. & E. I. receives and handles Avith its own engines from the St. L.-S. F. at the Tower Grove Yard, and from the Terminal Railroad Association at Madison Yard all cars for the C. & E. I. Merchandise; from the St. Louis Freight House and carload freight from its St. Louis team tracks is received from the Terminal Railroad Association at Tyler Street Yard, and handled from that point to .Mitchell Yard in C. & E. I. trains. With the exception of two trains, outbound trains are made up in Mitchell Yard. One inbound train runs right through the Mitchell Yard to the St. Louis-San Francisco Tower Grove Yard in St. Louis, and two out- bound trains are made up there. During October, 1920, the C. & E. I. han- dled the following carload business, including cars loaded and unloaded at its freight house: 470 carloads in for unloading on own lines, 17.6 per cent of its inbound, 2,197 carloads in for delivery to other lines, 82.4 per cent of its inbound, carloads loaded locally for other lines, carloads from other lines unloaded lo- cally, 215 carloads out loaded on own lines, 6.9 per cent of its outbound. 2,880 carloads out from other lines, 93.1 per cent of its outbound. 5,762 carloads (not including empty cars), 2.1 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the C. & E. I. handled the following 1. c. 1. business : Local : Inbound 267 tons, 3.5 per cent of all in- bound local, Outbound 295 tons, 1.4 per cent of all out- bound local, Connecting Line : Inbound 124 tons, 1.8 per cent of all in- bound connecting line. Outbound 103 tons, 1.5 per cent of all out- bound connecting line, Total 1. c. 1. 789 tons. 1.9 per cent of the total 1. c. 1. freight handled in St. Louis- East St. Louis freight houses. Chicago, Peoria and St. Louis Railroad The Chicago, Peoria & St. Louis enters East St. Louis from the north through Granite City and Madison. It crosses the C. & A., C. C. C. & St. Louis, Wabash and Terminal at Granite City, the Terminal at Madison (twice), and the V. & C. Belt, the Wabash (twice), C. C. C. & St. L. and C. & A. at Bridge Junction. It has a yard, engine facilities and freight house between Bridge Junction and the river front, where it ends at a connection with the Wiggins Ferry Co. The C. P. & St. L. has 3.6 per cent of the east side industries on its rails; 0.7 per cent of all the industries in the St. Louis-East St. Louis switching limits. It has no facilities in St. Louis. Inbound C. P. & St. L. freight trains are re- ceived in the Lower Yard on the river front. Fig. 42 — Carload Freight Diagram- 81 -C. P. & St. L. R. R. 82 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS In this yard inbound trains are broken up and freight is classified for delivery to : Wiggins Ferry, East St. Louis Yard of Terminal, Madison Yard for Merchants, East St. Louis Junction, Southern, Litchfield & Madison, -^ Alton & Southern, Toledo, St. Louis & Western, C. P. & St. L. Freight House, Industries on C. P. & St. L., C. P. & St. L. Team Tracks. Each of the classifications for other com- panies is moved by C. P. & St. L. engines to interchange tracks of the other companies. Generally speaking, engines return light. The Wiggins' delivers its interchange freight for the C. P. & St. L. in the Lower Yard. All other roads deliver at designated interchange tracks near the junctions of their roads with the C. P. & St. L. The engines of these roads generally return light to their own lines. The C. P. & St. L- house freight and team track freight, loaded and unloaded on its lines, is handled outside of the Lower Yard by switch engines which deliver from this yard on in- bound and assemble there for outbound. All industrial freight loaded and unloaded on its lines in Madison and Granite City is handled outside of the Lower Yard by switch engines and is set out at these industries on inbound movement and picked up at these indus- tries on outbound movement without going to the Lower Yard. All C. P. & St. L- outbound trains are made up in the Lower Yard. During October. 1920, the C. P. & St. L. handled the following carload business, in- cluding cars loaded and unloaded at its freight house : 128 carloads in for unloading on own lines. 8.1 per cent of its inbound, 1 ,453 carloads in for delivery to other lines, 91.9 per cent of its inbound, carloads loaded locally for other lines, 58 carloads from other lines unloaded lo- cally, 278 carloads out loaded on own lines, 12.8 per cent of its outbound, 1,898 carloads out from other lines, 87.2 per cent of its outbound. 3,815 carloads (not including empty cars). 1.4 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920. the C. P. & St. L. handled the following 1. c. 1. business : Local : Inbound 113 tons, 1.5 per cent of all in- bound local, Outbound 80 tons, 0.4 per cent of all out- bound local. Connecting Line : Inbound 69 tons, 1.0 per cent of all in- bound connecting line, Outbound 63 tons, 0.9 per cent of all out- bound connecting line. Total 1. c. 1. 325 tons, 0.8 per cent of the total 1. c. 1. freight handled in all St. Louis- East St. Louis freight houses. Chicago, Rock Island and Pacific Railroad The Chicago, Rock Island & Pacific enters St. Louis from the west over its own line to Forest Park where it connects with the Wabash and uses the tracks of the latter to Union Station. At Olivette, near the northwest city limits, it connects with the Terminal Outer Belt and uses it to Carrie avenue, North St. Louis, near the west end of the Merchants Bridge Ap- proach, where the C. R. I. & P. has a modern yard and engine terminals. The C. R. I. & P. has 1.1 per cent of the St. Louis industries on its rails ; 0.9 per cent of all the industries within the St. Louis-East St. Louis switching limits. Jointly with the St. L.-S. F. and the C. & E. I., it has a freight station on Broadway at Biddle street, where it handles all its St. Louis and East St. Louis and connecting line 1. c. 1. freight, and team tracks at Brooklyn street. It has no facilities in East St. Louis. Inbound C. R. I. & P. freight trains are re- ceived and broken up in the Carrie Avenue Yard in North St. Louis. In this yard cars are classified for delivery to : St. Louis Merchants Bridge Terminal Ry.. C. R. I. & P. Freight House and Team Tracks. The tracks for interchange with the Mer- chants Bridg-e Terminal are in the Carrie Ave- nue Yard, where the Terminal engines receive and deliver all cars including those to and from the C. R. I. & P. freight house and team tracks. Fig. 43— Carload Freight Diagram— C. R. I. & P. R. R. 83 84 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS All C. R. I. & P. outbound trains are made up in the Carrie Avenue Yard. During October, 1920, the C. R. I. & P. han- dled the following carload business, including cars loaded and unloaded at its freight house : 154 carloads in for unloading on own lines. 5.9 per cent of its inbound, 2,473 carloads in for delivery to other lines, 94.1 per cent of its inbound, 92 carloads loaded locally for other lines, 169 carloads from other lines unloaded locally, 536 carloads out loaded on own lines, 21.4 per cent of its outbound, 1,976 carloads out from other lines, 78.6 per cent of its outbound, 5,400 carloads (not including empty cars), 2.0 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the C. R. I. & P. handled the following 1. c. 1. busi- ness : Local : Inbound 126 tons, 1.7 per cent of all inbound local, Outbound 545 tons, 2.6 per cent of all out- bound local. Connecting Line : Inbound 61 tons, 0.9 per cent of all inbound connecting line, Outbound 266 tons, 3.8 per cent of all out- bound connecting line. Total 1. c. 1. 998 tons, 2.4 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. East St. Louis and Suburban Railway The East St. Louis & Suburban Railway Company, in addition to operating an interur- ban electric car service, also serves a number of coal mines in the inner group of mines east of East St. Louis, on the Lebanon Branch and on the St. Louis & Belleville Electric Railway. The traffic on both lines consists almost en- tirely of coal from the mines to connections in East St. Louis and empty coal cars return- ing to the mines. Coal loaded on the Lebanon Branch is handled to a connection with the St. Louis & O'Fallon Railway which handles the coal into East St. Louis. St. Louis and Belleville Electric Railroad Co. (East St. Louis and Suburban Railway.) The St. Louis & Belleville Electric crosses the A. & S. and the Illinois Transfer Railway at grade and ends at a connection with the V. & C. Belt. Inbound Belleville Electric freight is received in its yard at State street. In this yard freight is classified for delivery to : St. Louis Merchants Bridge Terminal Ry. (Illinois Transfer), Southern (V. & C. Belt), Alton & Southern, For Team Tracks on Belleville Electric. Each of these classifications is moved by Bel- leville Electric engines to receiving tracks of the above companies. All roads deliver their interchange freight to the Belleville Electric on designated interchange tracks where the roads connect. All Belleville Electric road trains are broken up and made up in the Belleville Electric yards at Twenty-first and State streets, East St. Louis, Illinois. During October, 1920, the East St. Louis and Suburban handled the following carload business : 2,824 carloads inbound, carloads outbound. 2,824 carloads (not including empty cars). 1.1 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the East St. Louis and Suburban handled the fol- lowing 1. c. 1. business : Local : Inbound 60 tons, 0.8 per cent of all in- bound local. Outbound 281 tons, 1.4 per cent of all out- bound local, Connecting Line : Inbound tons. Outbound tons. Total 1. c. 1. 341 tons, 0.8 per cent of total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. East St. Louis Junction Railroad The East S't. Louis Junction Railroad is the Stock Yards Terminal railroad serving: also INTERCHANGE POINTS (J)tSTL&aj60a««STI UNO RECEIVES FROM KROHH1? _IE5TL-».5U5lltLIVtRST« flNDRECEWES FROM Hi. 8 lEsTuisiaoeuvwj're Rn6 RECEIVES nWK 50V 2824 CHRL0S03 INBOUNO OUTBOUND CONSISTS HM03T ENTIRELY OF RETURNING EMPTY COHL CURS NOT INCLUDED IN THE 0IR6RBM ^ s SOU / Z^ C^#^ /\ ^ ~>KS \1 6RID&F N^\ 1 .\" \ MAPLEWOOO WEBSTER, GROVES "' \ iSL5»-d > ^ <$> DIAGRAM 5H0WING ^x_ ROUTING AND DENSITY OF ^. EAST 5T L0UI5 & SUBURBAN R.R. CARLOAD FREIGHT MOVEMENTS IN ST.LOUIS, EAST ST. LOUIS RAILROAD TERMINALS FOR OCTOBER 1920 MAP NOT DRAWN TO SCALE INDICATES RAILROAD 5000 _ lO ooo 150 00 CROSSING MSCS^-I I E of Cabs C^SMlTHaCO CONSULTING ENGINEERS Fig. 44— Carload Freight Diagram— E. St. L. & Sub. R. R. 85 86 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS the packing houses. It is not a trunk line nor a transfer line. All freight to and from the East St. Louis Junction is classified in their yard at the Na- tional Stock Yards. In this yard freight is re- ceived and classified for delivery to : St. Louis, Troy & Eastern, Toledo, St. Louis & Western. Chicago, Peoria & St. Louis, Illinois Central, Wabash, Southern, Cleveland, Cincinnati, Chicago & St. Louis, Chicago & Alton, West Side Roads via Merchants Bridge Ter- minal, St. Louis-Southwestern via Merchants Bridge Terminal, Chicago & Eastern Illinois via Merchants Bridge Terminal, Missouri Pacific, Dupo. via Merchants Bridge Terminal, Pennsylvania, Wiggins Ferry, Merchants Bridge Terminal, Baltimore & Ohio, Louisville & Nashville, Mobile & Ohio, Chicago, Burlington & Quincy — East. West Side Roads via Terminal, Industries on the East St. Louis Jet. Cars for the Wabash, Southern, Pennsylvania, Wiggins, Merchants Bridge Terminal, and C P. & St. L- are moved by East St. Louis Junc- tion engines to designated receiving tracks of those roads, the engines returning light. All cars from those roads and all cars to and from all other roads are received and delivered on designated tracks in the Stock Yards. On about 50 per cent of the interchange the en- gines of all roads delivering to the East St. Louis Junction Railway return lig-ht to their own lines, and when receiving from the East St. Louis Junction Railway proceed to the Stock Yards with light engines ; on the re- maining 50 per cent engines are loaded in both directions. The East St. Louis junction Railway does not handle any 1. c. 1. business. It has no facil- ities in St. Louis. During October, 1920, the East St. Louis Junction Railway handled the following' car- load business : 5,888 carloads loaded locally for other lines, 8,247 carloads from other lines unloaded lo- cally, 14,135 carloads (not including empty cars). Illinois Central Railroad The Illinois Central Railroad enters East St. Louis from the north through Madison and Bridge Junction, and from the south through Valley Junction. It has operating rights over Terminal tracks from Bridge Junction to Broadway, which gives it a through line. The Illinois Central has no industries on its tracks. It has no facilities in St. Louis. The I. C. has an old yard south of Broad- way, another old yard further south, but north of Valley Junction known as the Old Yard or Lumber Yard, the New Yard south of Valley Junction, and a yard with freight houses and team tracks on the river front, known as the Island Yard. Its engine terminals are located between the Broadway Yard and the Lumber Yard. Inbound Illinois Central freight from the south is received in its New Yard, located south of Valley Junction. Inbound I. C. freight from the north is received either in its Broadway Yard or in its' Lumber Yard (Old Yard) north of Valley Junction, and some trains are run out into the New Yard, which is governed by the condition of the Broadway and Lumber yards, and the classification of loading in the trains. Freight passing from the north line to the south line, and vice versa, is received in either the Broadway, Lumber or New yards governed by the condition of those yards and classification of loading in the trains. The main interchange classification tracks are in the New Yard where cars are classified for direct deliveries to : Alton & Southern, St. Louis-Southwestern, Missouri Pacific, Southern, Cleveland, Cincinnati. Chicago & St. Louis, Louisville & Nashville, Chicago, Burlington & Quincy — East, East St. Louis Junction. Wiggins Ferry, Merchants Bridge Terminal, Terminal Railroad Association, Illinois Central Freight House and Team Tracks. Fig. 45— Carload Freight Diagram— E. St. L. Jet. R. R. 87 Fig. 46— Carload Freight Diagram— I. C. R. R. CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 89 Direct deliveries are also made to the Southern, Wiggins Ferry, Cleveland, Cincinnati, Chicago & St. Louis, and Louisville & Nashville from the Broadway and Island yards, which deliveries consist of reconsigned grain, perishable and other preferred cars, and also cars reconsigned from the team tracks in the Island Yard. Each of these deliveries is made with I. C. en- gines to the yards or receiving tracks of the other companies, and, generally speaking, engines re- turn light. The A. & S., and St. L.-S. W. make their deliveries in the New Yard, the Missouri Pacific, the Southern and Wiggins Ferry make their de- liveries in the Lumber Yard. The Merchants make their deliveries just north of Valley Junc- tion on a connection with the Lumber Yard. The T. R. R. A., C. C. C. & St. L- and L. & N. make their deliveries through the north end of the Broadway Yard. The East St. Louis Junc- tion make their deliveries in their own yard which makes it necessary for the I. C. to send their own engines out for deliveries which con- sist principally of meat, livestock and empty equipment, which is handled into the Broadway Yard. The engines of foreign lines making delivery to the I. C. as outlined above, return light to their own lines. I. C. house freight and team track freight is handled from the different yards to the Island Yard and placed at the Inbound Freight House or on the team tracks for unloading. The outbound loading from the freight house and team tracks is handled to the Broadway yards where it is assembled in trains. All I. C. road trains coming into East St. Louis, either from the south or north, are broken up and switched in the New Yard, Lumber Yard, and Broadway Yard, and outbound trains are made up in these different yards in the same way. Southbound trains do not set out at Madison any freight destined to St. Louis or East St. Louis, but it is brought on into East St. Louis yards where it is switched and placed on the different connections. During October, 1920, the I. C. handled the following carload business, including cars loaded and unloaded at its freight house : 1,236 carloads in for unloading on own lines, 11.2 per cent of its inbound, 9,523 carloads in for delivery to other lines, 88.8 per cent of its inbound, 19 carloads loaded locally for other lines, 95 carloads from other lines unloaded lo- cally, 2,159 carloads out loaded on own lines, 16.9 per cent of its outbound, 10,607 carloads out from other lines, 83.1 per cent of its outbound, 23,639 carloads (not including empty cars). 8.6 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the I. C. handled the following 1. c. 1. business: Local : Inbound 443 tons, 5.9 per cent of all in- bound local, Outbound 1,957 tons 9.5 per cent of all out- bound local. Connecting Line : inbound 277 tons, 4.0 per cent of all in- bound connecting line, Outbound 224 tons, 3.2 per cent of all out- bound connecting line. Total 1. c. 1. 2,901 tons, 6.9 per cent of total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. Illinois Traction System The Illinois Traction System operates about 450 miles of electric interurban railway in Illinois, northeast of East St. Loins. It owns a bridge across the Mississippi River at St. Louis and operates across the bridge and through Ninth street and Twelfth street, to within a block of Washington avenue, where it has a passenger station and a station for handling 1. c. 1. freight. It also has a freight yard east of Broadway in North St. Louis, where it delivers coal on team tracks and makes a connection with the Terminal Railroad As- sociation. The I. T. S. has 5.1 per cent of the east side industries ; 0.3 per cent of the west side industries on its tracks, amounting to 1.2 per cent of all the industries within the entire St. Louis-East St. Louis switching limits. Inbound Illinois Traction freight is received in their yard in Granite City. In this yard freight is classified for delivery to : Merchants Bridge Terminal — East Side, Merchants Bridge Terminal — West Side, Southern, I. T. S. St. Louis Freight House and Team Tracks. Fig. 47 — Carload Freight Diagram — L,. & M. R. R. 90 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 91 Cars for the Merchants Bridge Terminal East Side are moved by Terminal engines from their interchange tracks on the Terminal Outer Belt at Granite City. Cars for the Merchants Bridge Terminal West Side are moved by Terminal engines from their interchange tracks at Salis- bury street, St. Louis. Cars for the Southern are delivered at Broadway, Venice, and are moved from that point by Southern engines. In the opposite direction those roads deliver to the Illinois Traction at the same points they re- ceive. Movement between the Illinois Traction Yard and the St. Louis freight house is made with its own power crossing the river over the McKinley Bridge. All their road trains are broken up and made up in their yard in Granite City. The carload movement of the Illinois Trac- tion during October, 1920, was so small com- pared to other railroads, that no diagram of its carload movements was prepared. During October, 1920, the Illinois Traction handled the following carload business, includ- ing cars loaded and unloaded at its freight house : 172 carloads in for unloading on own lines. 36 per cent of its inbound, 307 carloads in for delivery to other lines. 64 per cent of its inbound, 7 carloads loaded locally for other lines, 126 carloads from other lines unloaded lo- cally, 438 carloads out loaded on own lines, 51.8 per cent of its outbound, 406 carloads out from other lines, 48.2 per cent of its outbound. 1,456 carloads (not including empty cars). 0.5 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23. 1920, the Illinois Traction handled the following 1. c. I. business : kocal : Inbound 148 tons. 2.0 per cent of all in- bound local. Outbound 675 tons. 3.3 per cent of all out- bound local. Connecting Line : Inbound 8 tons. 0.1 per cent of all inbound connecting line. Outbound 1 ton. — per cent of all outbound connecting line. Total 1. c. 1. 832 tons. 2.0 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. Litchfield & Madison Railway The Litchfield & Madison is a coal road enter- ing the east side from the northeast at Madison where it has a yard. Its business consists almost entirely of coal and returning empty coal cars. It has no connections with industries, has no freight house or team tracks, and has no facilities in St. Louis. Inbound L- & M. freight is received in the Madison Yard where the cars are classified for delivery to : Alton & Southern, Chicago, Peoria & St. Louis. Toledo, St. Louis & Western, Terminal Railroad Asociation. Merchants Bridge. Wiggins Ferry. L- & M. engines deliver cars to interchange tracks of the A. & S., and bring back any cars that have been placed there by the A. & S. The other roads receive and deliver cars in the L. & M. Yard. The Terminal handles loaded cars from the L. & M. Yard in trains to its district yards and connections with other railroads, and does not put them through its large clearing yards. During October, 1920. the Litchfield & Madi- son handled the following carload business : 2.334 carloads in for delivery to other lines. 100 per cent of its inbound. (Not includ- ing empty cars.) 0.8 per cent of all St. Louis-East St. Louis carloads. Louisville & Nashville Railroad The Louisville & Nashville enters East St Louis from the east. It crosses the Alton & Southern, the Illinois Transfer, the A*. & C. Belt, the Terminal and the C. C. C. &• St. L- at grade. It has a yard east of Relay Depot known as the Third Street Yard, where its engine facili- ties are located, and a Lower Yard on the river front where it has a freight house and team tracks. It ends at a connection with the Wig- gins Ferry on the river front. The L. & N. has 4.6 per cent of East Side Industries; 1.6 per cent of all the industries within the St. Louis-East St. Louis switching limits'. The L. & N. has an offline freight station Fig. 48— Carload Freight Diagram— L. & N. R. R. 92 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 93 and team tracks in North St. Louis, connecting with and served by the Terminal Railroad As- sociation. Inbound L. & N. freight trains are received and broken up in the Third Street Yard. In this yard freight is classified for delivery to : Alton & Southern, Merchants Bridge Terminal. Southern, Baltimore & Ohio. East St. Louis Yard of Terminal, East St. Louis Junction, Chicago & Alton, Chicago, Burlington & Quincy — East, Cleveland, Cincinnati, Chicago & St. Louis. Illinois Central, Wiggins I^erry, L. & N. Freight House, Team Tracks and Industries. Cars for other roads are moved by L- & N. engines to receiving tracks of the other com- panies with the exception of deliveries to and receipts from Madison Yard and Wiggins. In the case of the former cars are set on inter- change track at the crossing of the Illinois Trans- fer and L. & N. Interchange with the Wiggins Ferry is made in the Lower Yard on the river front. Generally speaking, engines return light, except in the case of the Wiggins Ferry. The C. C. C. & St. L„ I. C. and Wiggins de- liver their interchange freight in the Lower Yard. The Alton & Southern, Merchants Bridge Terminal, and Southern deliver on interchange tracks at the crossings of their respective lines, with that of the L- & N. All other roads de- liver their interchange freight in the Third Street Yard. The engines of these roads generally re- turn light to their own lines. The L. & N. house freight, team track freight and industrial freight loaded and unloaded on its own lines is handled outside of the Third Street Yard by its own switch engines which deliver from that yard on inbound and assemble there for outbound. Freight to and from the St. Louis freight house is handled by the Mer- chants Bridge Terminal. All L. & N. outbound trains are made up in the Third Street Yard. During October, 1920, the L. & N. handled the following carload business, including cars loaded and unloaded at its freight houses : 454 carloads in for unloading on own lines, 9.9 per cent of its inbound, 4,144 carloads in for delivery to other lines, 90.1 per cent of its inbound, 58 carloads loaded locally for other lines, 377 carloads from other lines unloaded lo- cally, 783 carloads out loaded on own lines, 23.8 per cent of its outbound. 2,501 carloads out from other lines. 76.2 per cent of its outbound. 8,317 carloads (not including empty cars). 3.0 per cent of all St. Louis-East St. Louis cai loads. During the week of October 18-23, 1920. the L. & N. handled the following 1. c. 1. busi- ness : Local : Inbound 202 tons, 2.7 per cent of all in- bound local. Outbound 946 tons, 4.6 per cent of all out- bound local. Connecting Line : Inbound 293 tons, 4.2 per cent of all in- bound connecting line. Outbound 125 tons, 1.8 per cent of all out- bound connecting line. Total 1. c. 1. 1,566 tons, 3.7 per cent of total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. Manufacturers' Railway The Manufacturers' Railway is a terminal switching line located in South St. Louis. It handles only carload freight originating on and consigned to patrons on its line. It serves 8.2 per cent of the west side industries; 6.7 per cent of all the industries within the St. Louis-East St. Louis switching limits. It is well supplied with team tracks which are open to the business of all railroads. It has no 1. c. 1. facilities. It has a yard on the St. Louis river front and interchange tracks convenient thereto where it receives from and delivers to its two con- nections, viz : Missouri Pacific. Wiggins Ferry Co. In its yard inbound cars are classified for de- livery to the respective districts it serves, and outbound cars are separated for delivery to it^ connections. Fig. 49 — Carload Freight Diagram — M'f'r's. Ry. 94 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 95 During October, 1920, the Manufacturers' Railway handled the following carload busi- ness : 1,068 carloads loaded locally for other lines, 1,285 carloads from other lines unloaded lo- cally, 2,353 carloads (not including empty cars). Missouri, Kansas & Texas Railway The Missouri, Kansas & Texas Railway enters St. Louis from the north over the main line of the C. B. & 0. The M. K. & T. branches off at North St. Louis into its own yard at Baden. It connects only with the C. B. & O. and the Merchants Bridge Terminal. It has 0.4 per cent of the west side industries on its tracks ; 0.3 per cent of all the industries within the St. Louis-East St. Louis switching limits. The M. K. & T. has an off-line freight sta- tion in North St. Louis connected with the rails of and served by the Merchants Bridge Ter- minal. It has no facilities in East St. Louis. Inbound M. K. & T. freight trains are re- ceived and broken up in the Baden Yard. In this yard freight is classified for delivery to : Chicago, Burlington & Quincy — West, Merchants Bridge Terminal, M. K. & T. Freight House and Team Tracks, M. K. & T. Industries. The cars for M. K. & T. industries are han- dled outside of Baden Yard by M. K. & T. en- gines. Cars to and from its off-line freight sta- tion and team tracks are handled by Terminal engines. Other cars for the Merchants Bridge Terminal are delivered on its interchange tracks at Carrie avenue by M. K. & T. engines, which return light ; M. K. & T. engines also deliver cars to the C. B. & Q. In the opposite direction the C. B. & Q. and Merchants Bridge Terminal deliver their inter- change freight in the Baden Yard. Outbound road trains are made up in the Baden Yard. During October, 1920, the M. K. & T. handled the following carload business, including cars loaded and unloaded at its freight house : 243 carloads in for unloading on own lines, 7.0 per cent of its inbound, 3.222 carloads in for delivery to other lines. 93.0 per cent of its inbound, 62 carloads loaded locally for other lines, 578 carloads from other lines unloaded lo- cally, 1.073 carloads out loaded on own lines, 24.3 per cent of its outbound. 3,366 carloads out from oilier lines. 75.7 per cent of its outbound. 8,544 carloads (not including empty cars). 3.1 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23. 1920, the M. K. & T. handled the following 1. c. 1. busi- ness : Local : Inbound 70 tons. 0.9 per cent of all in- bound local, Outbound 869 tons, 4.2 per cent of all out- bound local. Connecting Line : Inbound 161 tons. 2.3 per cent of all in- bound connecting line, Outbound 927 tons, 13.3 per cent of all out- bound connecting line. Total 1. c. 1. 2,027 tons, 4.8 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. Missouri Pacific Railroad The Missouri Pacific has three lines filter- ing St. Louis. It enters from the west through Kirkwood and Webster. At Grand avenue it crosses the St. L.-S. F. at grade. From Grand avenue to Seventh street it has a succession of yards, forming one long yard in the Mill Creek Val- ley, passing south of the Union Station. Its' en- gine terminals are located at Compton avenue. At Twenty-third street and at Grand avenue it connects with the St. L.-S. F., Wabash and Terminal Railroad Association. Connection is also made with the Terminal at Twelfth and Seventh streets. At Seventh street the Mo. Pac. has a freight station and team tracks. It has a track in Pop- lar street extending from Seventh street to the river front, where it connects with the north and south line of the Mo. Pac. This track is the only connection between the Mill Creek Valley and the river front south of North Market street. The Missouri Pacific enters St. Louis from the south along the west bank of the Mississippi River. It operates a yard at West Ivory, just south of the City limits, the west terminal of its Fig. 50— Carload Freight Diagram— M. K. & T. Ry. 96 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 97 car ferry ; a yard at Robert avenue near the south City limits, and a yard at Lesperance street, just south of the business district. Its engine terminals are located in the Lesperance Street Yard. This line extends along the river bank beyond the Eads Bridge to Carr street, where it connects with the Wabash. At Gratiot street the Mo. Pac. has a freight station and team tracks. The Mo. Pac. also has an off-line freight sta- tion for outbound 1. c. 1. freight at Biddle street in North St. Louis, connecting with and served by the Merchants Bridge Terminal Railway. On the west side the M. P. also has a belt line extending between Tower Grove and West Ivory, through the southwest portion of St. Louis, and also an outer belt connection between Kirkwood and West Ivory. The M. P. has 30.6 per cent of the west side industries on its lines; 25.0 per cent of all the industries within the St. Louis-East St. Louis switching limits. The M. P. enters the east side from the south along the east bank of the Mississippi River. It has a large hump yard and engine terminals at Dupo, and a smaller yard at Valley Junction, where this line ends at a connection with the Illinois Transfer Railway outer belt of the Ter- minal Railroad Association. The M. P. has no industries, team tracks or freight house on the east side. In the Twenty-third Street Yard, St. Louis, in- bound freight trains are received and broken up and freight is classified for delivery to : St. Louis-San Francisco, Wabash, Terminal, Merchants Bridge Terminal, Missouri Pacific Freight Houses, Team Tracks and Industries. Cars for other roads are moved by M. P. engines to the receiving tracks of the other companies. Generally speaking, engines return light, except in case of St. Louis-S. F., which alternates with M. P. in making interchange in both directions. In the opposite direction these roads deliver their interchange freight in the same yard and the engines of those roads generally return light to their own lines, with the same exception noted as to the St. L.-S. F. With the exception of the Biddle Street Freight House, all M. P. house freight, team track freight and industrial freight loaded and unloaded on its lines is handled outside of this yard by M. P. switch engines. Biddle street freight is moved by Terminal engines. Outbound trains are made up in this yard. In the Lesperance Street Yard, St. Louis, in- bound freight trains are received and broken up and freight is classified for delivery to : Wiggins Ferry, Manufacturers, Wabash — West, Missouri Pacific Freight House, Team Tracks and Industries,. Cars for other roads are moved by M. P. en- gines to the receiving tracks of the other com- panies. Generally speaking, engines return light. From this yard the M. P. delivers cars to the Wabash in its North St. Louis Yard and the Wabash delivers cars to the M. P. in its Les- perance Street Yard. Engines of both compa- nies return light. In the opposite direction these roads deliver their interchange freight in the same yard, and the engines of those roads generally return light to their own lines. All M. P. house freight, team track freight and industrial freight handled in and out of this yard is moved by M. P. engines, except Biddle street freight, which is handled by Terminal en- gines. Outbound trains are made up in this yard. In the Dupo Yard, East Side, inbound freight trains' are broken up and freight is classified for delivery to : Illinois Central, Alton & Southern, Merchants Bridge Terminal, Wiggins Ferry, Mobile & Ohio. Cars for the I. C. and A. & S. are moved by M. P. engines to the interchange tracks of these companies at Valley Junction. M. & O. freight is delivered just west of Dupo. The M. P. engines usually bring back cars from those com- panies. The Merchants Bridge Terminal and Wiggins Ferry receive and deliver in the Dupo Yard with their own engines, returning light only when no cars are ready for them. The M. P. delivers all stock cars to the Merchants Bridge Terminal at Valley Junction. Fig. 51 — Carload Freight Diagram — Mo. Pac. R. R. 98 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 99 In exchange for the service performed by the Terminal in handling cars over the long distance to and from Dupo, the M. P. furnishes all the interchange tracks and classifies the cars so that the Terminal can effect direct deliveries to several railroads. In the opposite direction the Illinois Central and Alton & Southern deliver their interchange freight to the M. P. at Valley Junction; the M. & O. delivers at Vulcan. Car Ferry at Ivory The M. P, operates a car ferry across the Mississippi River at Ivory, just south of the St. Louis city limits, on which it handles dead freight, consisting largely of Illinois coal, from its Illinois line and east side railroads, to its Missouri line, and dead freight in the opposite direction. The westbound dead freight is separ- ated at Dupo or West Ivory into local and through freight. The through freight is han- dled around St. Louis over its outer belt line, known as the Kirkwood Branch, and eastbound through freight for the Ivory car ferries is also handled over this branch. The local cars are distributed from and assembled in West Ivory Yard. During October, 1920, the M. P. handled the following carload business, including cars loaded and unloaded at its freight houses : 3,397 carloads in for unloading on own lines, 14.5 per cent of its inbound, 19,960 carloads in for delivery to other lines, 85.5 per cent of its inbound, 3,002 carloads loaded locally for other lines, 8,560 carloads from other lines unloaded lo- cally, 3,458 carloads out loaded on own lines, 18.6 per cent of its outbound, 15,140 carloads out from other lines, 81.4 per cent of its outbound, 53,517 carloads (not including empty cars). 19.6 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the M. P. handled the following 1. c. 1. business : Local : Inbound 347 tons, 4.6 per cent of all in- bound local, Outbound 3,108 tons, 15.1 per cent of all outbound local. Connecting Line : Inbound 592 tons, 8.5 per cent of all in- bound connecting line, Outbound 2,028 tons, 29.1 per cent of all outbound connecting line. Total 1. c. 1. 6,075 tons, 14.4 per cent of the total 1. c. 1. handled in all St. Louis-East St. Louis freight houses. Mobile and Ohio Railroad The Mobile & Ohio enters East St. Louis from the south. It operates the Cahokia Yard south of East St. Louis, the Wood Yard at the south city limits and the Inside Yard on the river front, where it has its engine terminals, freight station and team tracks. It ends at a connection with the Wiggins Ferry on the river front. It has no facilities in St. Louis. The M. & O. has 1.7 per cent of the east side industries on its lines ; 0.2 per cent of all the industries within the St. Louis-East St. Louis switching limits. Inbound M. & O. freight trains are stopped at Cahokia Yard, the dead freight set out, and all live stock, perishable, merchandise and other high-class freight is brought into the Wood Yard by the road train crew. The live stock is taken from the Wood Yard to the Stock Yards ; the merchandise, perishable and other high-class freight is handled witb switch engines to the team tracks, connections, or inbound freight house and given preference over all other commodities. The dead freight at Cahokia Yard is classified for delivery to : Alton & Southern, Southern, Wiggins Ferry, Terminal, Merchants Bridge Terminal, East St. Louis Junction, Missouri Pacific. Each of the above classifications for connec- tions is moved by M. & O. engines to the re- ceiving tracks of the other companies. Generally speaking, engines return light. Except for the A. & S. and the Southern, which deliver to the M. & O. on interchange tracks at the crossings of these roads, respectively, and the Wiggins Ferry, which delivers on track at Trendley avenue, all other roads deliver their interchange freight to the Mobile & Ohio at the Fig. 52— Carload Freight Diagram— M. & O. R. R. 100 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 101 Wood Yard, and the engines of those roads generally return light to their own lines. M. & O. house freight, team track freight and industrial freight loaded and unloaded on its lines is handled outside of the inbound and outbound yards by switch engines, which deliver from Wood Yard on inbound and assemble in Wood Yard for outbound. All M. & O. freight trains are broken up at Cahokia Yard and made up in Wood Yard. During October, 1920, the M. & O. handled the following carload business, including cars loaded and unloaded at its freight house : 388 carloads in for unloading on oWn lines, 8.2 per cent of its inbound, 4,320 carloads in for delivery to other lines, 91.8 per cent of its inbound, 9 carloads loaded locally for other lines, 84 carloads from other lines unloaded lo- cally, 738 carloads out loaded on own lines, 18.5 per cent of its outbound, 3,239 carloads out from other lines, 81.5 per cent of its outbound, 8,778 carloads (not including empty cars). 3.2 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the M. & O. handled the following 1. c. 1. business : Local : Inbound 169 tons, 2.2 per cent of all in- bound local, Outbound 842 tons, 4.1 per cent of all out- bound local. Connecting Line : Inbound 131 tons, 1.9 per cent of all in- bound connecting line, Outbound 118 tons, 1.7 per cent of all out- bound connecting line. Total 1. c. 1. 1,260 tons, 2.9 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. Pennsylvania Railroad The Pennsylvania Railroad enters East St. Louis from the east. It crosses the Alton & Southern, the Illinois Transfer, the V. & C. Belt, the B. & O., the Terminal and C. C. C. & St. L. at grade. It has a large outer yard between the Alton & Southern and the Illinois Transfer, known as the Rose Lake Yard, where its engine terminals are located, and an inner yard on the river front, where it has its freight station and team tracks. It ends at a connection with the Wiggins Ferry. The Pennsylvania also has an off-line freight station in North St. Louis, connected with and served by the Merchants Bridge Terminal. A portion of St. Louis 1. c. 1. freight was handled in the latter up to and including 1920; it was closed in 1921 and leased as a warehouse. The Pennsylvania has 2.5 per cent of east side industries on its rails ; 0.5 per cent of all the in- dustries within the St. Louis-East St. Louis switching limits. Inbound Pennsylvania freight trains are re- ceived and broken up in Rose Lake Yard. In this yard freight is classified for delivery to : Alton & Southern, Merchants Bridge Terminal, Southern, East St. Louis Junction, East St. Louis Yard of Terminal, Wiggins Ferry, Pennsylvania Freight House, Industries between Rose Lake Yard and Lower Yard. Cars for other companies are moved by Penn- sylvania engines to receiving tracks of the other companies. Generally speaking, engines return light. Except the Wiggins Ferry, which delivers to the Pennsylvania on the river front, all the other roads deliver their interchange freight at Rose Lake Yard, and the engines of those roads generally return light to their own lines. The Pennsylvania house freight, team track freight and industrial freight loaded and un- loaded on its lines is handled outside of Rose Lake Yard by switch engines which deliver from Rose Lake Yard on inbound and assemble there for outbound. All outbound trains are made up in Rose Lake Yard. During October, 1920, the Pennsylvania han- dled the following carload business, including cars loaded and unloaded at its freight houses : 1,609 carloads in for unloading on own lines, 27.0 per cent of its inbound, 4,375 carloads in for delivery to other lines, 73.0 per cent of its inbound, 869 carloads loaded locally for other lines, 772 carloads from other lines unloaded lo- cally, Fig. 53 — Carload Freight Diagram — Perm. R. R. 102 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 103 700 carloads out loaded on own lines, 11.4 per cent of its outbound, 5,428 carloads out from other lines, 88.6 per cent of its outbound, 13,753 carloads (not including empty cars). 5.0 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the Pennsylvania handled the following 1. c. 1. busi- ness : Local : Inbound 366 tons, 4.9 per cent of all in- bound local, Outbound 877 tons, 4.3 per cent of all out- bound local. Connecting Line : Inbound 981 tons, 14.2 per cent of all in- bound connecting line, Outbound 170 tons, 2.4 per cent of all out- bound connecting line. Total 1. c. 1. 2,394 tons, 5.8 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. St. Louis and O'Fallon Railway The St. Louis & O'Fallon Railway is a short coal road entering East St. Louis from the east. Its business consists almost entirely of coal and returning empty coal cars. It crosses and connects with the Alton & Southern, the Illinois Transfer Railway and the V. & C. Belt. It has no 1. c. 1. facilities in East St. Louis, no facilities in St. Louis, and does not connect with any industries. Inbound St. L. & O'F. freight is received in their yard east of the Illinois Transfer. In this yard freight is classified for delivery to : Alton & Southern, Merchants Bridge Terminal, Southern. Each of these classifications is moved by O'Fal- lon engines to receiving tracks of the other com- panies, except the Merchants Bridge Terminal which receives in the St. Louis & O'F. Yard. In the opposite direction these roads deliver their interchange freight to the O'Fallon in the same yard. The St. L. & O'F. handles all coal cars of the East St. Louis & Suburban between Lebanon Junction (about eight miles from East St. Louis) and the Illinois Transfer Railroad. During October, 1920, the St. L. & O'F. han- dled the following carload business : 1,946 carloads inbound for delivery to other lines. 0.7 per cent of all St. Louis-East St. Louis carloads. St. Louis and Ohio River Railroad The St. Louis & Ohio River Railroad is a short coal road entering East St. Louis near Valley junction. It was originally built for elec- tric operation, but was never operated until early in 1921 when coal trains were put in op- eration to serve two mines near Bellevile. As it was not in operation in October, 1920, no dia- gram of its movements has been made. It has no 1. c. 1. facilities, nor industrial con- nections in East St. Louis. It has no facilities in St. Louis. Its coal trains are broken up and classified in the Davis Yard of the Alton & Southern Rail- road, and thereafter merged with the business of that Company. St. Louis-San Francisco Railway The St. Louis-San Francisco enters St. Louis from the west in connection with two lines, one south and the other southwest. It operates an outer yard at Lindenwood, just inside of the City limits, a yard at Tower Grove and Chouteau avenues, where its engine terminals are located, and a yard at Twenty-third street, where it ends at a connection with the Terminal Railroad As- sociation. At Seventh street, in the Mill Creek Valley, and at Biddle street, North St. Louis, it has off- line freight stations and team tracks connecting with and served by the Merchants Bridge Ter- minal. It has no facilities in East St. Louis. The St. L.-S. F. has 4.7 per cent of the west side industries on its tracks ; 3.8 per cent of all the industries within the St. Louis-East St. Louis switching limits. Inbound St. L.-S. F. freight trains are re- ceived and broken up in the Chouteau Avenue Yard. In this yard freight is classified for de- livery to : Chicago & Eastern Illinois, Missouri Pacific, Wabash, Terminal Railroad, Merchants Bridge Terminal, Fig. 54— Carload Freight Diagram— St. L. & O'F. Ry. 104 Fig. 55 — Carload Freight Diagram — St. L.-S. F. Ry. 105 106 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS Seventh St. Freight House, Broadway Freight House, For industries between Chouteau Avenue Yard and Lindenwood. Cars for other roads are moved by St. L.-S. F. engines to receiving tracks of the other com- panies, except C. & E. I., which receives in the Chouteau Avenue Yard. In making deliveries the St. L.-S. F. engines generally return light. All roads deliver their interchange freight to the St. L.-S. F. in the Twenty-third Street Yard. The engines of those roads generally return light to their own lines. The St. L.-S. F. house freight and team track freight loaded and unloaded is handled outside of the inbound and outbound yards by the en- gines of the Terminal Railroad Associaton. In- dustrial freight loaded and unloaded on its own lines is handled outside of the inbound and out- bound "yards of the St. L.-S. F. by its own switch engines, which deliver to Lindenwood or Gratiot Yard for outbound, and to Chouteau Avenue Yard on inbound movement. Outbound trains are made up in both the Lin- denwood and the Gratiot Yards. As previously explained, the C. & E. I. oper- ates some of its road trains into and out of the St. Louis yards of the St. L.-S. F., using the Merchants Bridge and tracks of the Terminal Railroad Association. During October, 1920, the St. L.-S. F. han- dled the following carload business, including cars loaded and unloaded at its freight houses : 539 carloads in for unloading on own lines, 6.1 per cent of its inbound, 8,302 carloads in for delivery to other lines, 93.9 per cent of its inbound, 295 carloads loaded locally for other lines, 2,124 carloads from other lines unloaded lo- cally, 1,478 carloads out loaded on own lines, 23.2 per cent of its outbound, 4,636 carloads out from other lines, 76.8 per cent of its outbound, 17,374 carloads (not including empty cars). 6.3 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the St. L.-S. F. handled the following 1. c. 1. busi- ness : Local : Inbound 226 tons, 3.0 per cent of all in- bound local, Outbound 2,220 tons, 10.7 per cent of all out- bound local. Connecting Line : Inbound 204 tons, 2.9 per cent of all in- bound connecting line, Outbound 806 tons, 11.5 per cent of all out- bound connecting line. Total 1. c. 1. 3,456 tons, 8.2 per cent of the total 1. c. 1. freight handled in all St. Louis- East St. Louis freight houses. St. Louis Southwestern Railway The St. Louis Southwestern Railway enters East St. Louis from the south over the tracks of the Missouri Pacific. It has a yard and engine terminals east of Valley Junction, where con- nections are made with the Illinois Central, Alton & Southern, and Terminal Railroad As- sociation. It has no local facilities in East St. Louis. The St. L. S. W. has an off-line freight sta- tion and team tracks in North St. Louis, con- necting with and served by the Merchants Bridge Terminal. It has one industry on its tracks in St. Louis. Inbound St. L. S. W. freight trains are re- ceived and broken up in their yard at Valley junction. In this yard freight is classified for delivery to : Alton & Southern, Illinois Central, Madison Yard — Merchants Bridge Terminal, Wiggins Ferry, East St. Louis Junction, St. L. S. W. Freight House (St. Louis). The cars for the Alton & Southern and Illinois Central are moved by St. L. S. W. engines to the receiving tracks of those companies. The other cars are taken away by the engines of other com- panies when they come to this yard to deliver freight. All deliveries to the St. L- S. W. are made by other roads at Valley Junction. The St. L. S. W. house freight, team track freight and industrial freight (all St. Louis) loaded and unloaded, is handled outside of the yard at Valley Junction by engines of the Mer- chants Bridge Terminal, which deliver to that yard for outbound and take from that yard for Fig. 56— Carload Freight Diagram— St. L. S. W. Ry. 107 108 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS inbound movement. All outbound road trains are made up in this yard. During October, 1920, the St. L, S. W. handled the following carload business, including cars loaded and unloaded at its freight house : 120 carloads in for unloading on own lines, 2.7 per cent of its inbound, 4,418 carloads in for delivery to other lines, 97.3 per cent of its inbound, carloads loaded locally for other lines, 126 carloads from other lines unloaded lo- cally, 818 carloads out loaded on own lines, 23.3 percent of its outbound, 2,682 carloads out from other lines, 76.7 per cent of its outbound, 8,164 carloads (not including empty cars). 3.0 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the St. L.-SW. handled the following 1. c. 1. busi- ness: Local : Inbound 60 tons, 0.8 per cent of all inbound local, Outbound 795 tons, 3.9 per cent of all out- bound local. Connecting Line : Inbound 58 tons, 0.8 per cent of all inbound connecting line, Outbound 456 tons, 6.6 per cent of all out- bound connecting line. Total 1. c. 1. 1,369 tons, 3.2 per cent of the total 1. c. 1. freight handled in all St. Louis-East St. Louis freight houses. St. Louis, Troy and Eastern Railroad The St. Louis, Troy & Eastern Railroad is a short coal road entering the east side from the northeast. Its traffic is almost entirely coal and returning empty coal cars. It has no local facilities in East St. Louis, no 1. c. 1. freight station, and no industrial connections. It has no facilities in St. Louis. It has a yard at East Madison, near the Madison Yard of the Ter- minal Railroad Association. Inbound St. L- T. & E. freight is taken to their East Madison Yard. In this yard freight is classified for delivery to : East St. Louis Junction, Southern, Merchants Bridge Terminal, Alton & Southern, Wiggins Ferry. Each of these classifications is moved by St. L. T. & E. engines to receiving tracks of the other companies. Generally speaking, engines return light. All roads deliver their interchange freight at or near this inbound yard and the engines of those roads generally return light to their own lines. During October, 1920, the St. L. T. & E. han- dled the following carload business : 3,201 carloads in for delivery to other lines'. 1.2 per cent of all St. Louis-East St. Louis carloads. Southern Railway The Southern Railway enters East St. Louis from the east. It has very extensive facilities in East St. Louis ; none in St. Louis. On the east side it has a modern outer yard, known as the Coapman Yard, lying between the Illinois Transfer and Alton & Southern, as well as sev- eral older yards further in. The Southern owns and operates the Venice and Carondelet Belt which extends from the east bank of the Mississippi River, south of East St. Louis, completely around the city and through Madison and Venice to the Mississippi River west of Granite City, crossing and connecting with all east side lines except the Missouri Pacific, St. L. S. W. and St. L. & O. R. The Southern is the only trunk line that has belt facilities and connections with nearly all other railroads at East St. Louis. It performs considerable industrial switching and interchange between railroads. It has 26.6 per cent of east side industries on its rails ; 4.9 per cent of all the industries within the St. Louis-East St. Louis switching limits. It has several team tracks, and 1. c. 1. freight facil- ities in East St. Louis. Inbound Southern freight trains are received and broken up in the Coapman Yard. In this yard freight is classified for delivery to : Alton & Southern, Merchants Bridge Terminal, Chicago & Alton, Cleveland, Cincinnati, Chicago & St. Louis, Wabash, Chicago, Burlington & Quincy — East, Chicago, Peoria & St. Louis, Toledo, St. Louis & Western, St. Louis, Troy & Eastern, Fig. 57— Carload Freight Diagram— St. L. T. & E. R. R. 109 FERgUSON / y ov v V CLAYTON V\0„ INTERCHANGE POINTS (j) TERMINAL AND MERCHANTS DELIVER TO SOU. (?) SOU. DELIVERS TO MERCHANTS. (J) SOU. DELIVERS TO TERMINAL. ® SOU. DELIVERS TO AND RECEIVES FROM WICGINS. ©SOU. DELIVERS TO AND RECEIVES FROM ROADS OTHER THAN TERMINAL, MERCHANTS AND WIGSINS. tfl » ■AV GRPN1TE CITY \ _ C-P. 8, ST. L. c T 1 \ \ \* x 1 MB0.I5ON \ ' ^ k y' \ 1 w « >/ Va 4 BRIDGE 768— \ I aj>° ^ ^ SQU- ^ |»l % sB H -2r. *P V ' •^0 ^/' LINDENWOOD \ \ \ \ \ ■3L&R.I \ \ 6766 CARLOADS INBOUND OVER SOU. 913 ■ ■ LOADED LOCALLY ON SOU. FOR OTHER LINES AND SOU. 1183 CARLOAOS FROM OTHER LINES UNLOADED L0C4LLY ON JOll/ 3569 CARLOADS OUTBOUND OVER SOU. 25 " " FROM OTHER LINES FOR DELIVERY TO . OTHER LINES VIA SOU. BELT LINE. U.SI6 CARLOADS TOTAL IN.OUT LOCAL AND WTERCHUICE EMPTY CARS NOT INCLUDED gk* »_^.9i OUPO DIAGRAM SHOWINQ ROUTING AND DENSITY OF SOUTHERN RY. CARLOAD FREIGHT MOVEMENTS IN ST LOUIS, EAST ST LOUIS RAILROAD TERMINALS FOR OCTOBER 1920 MAP NOT DRAWN TO SCALE 5000 10000 ISOOO MOW ZSOOO 30000 .INDICATES RSILROBD ■ CROSSING INDICATES SEPRRBTEO RAILROAD CRDS9INS .Scale or Cars PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING* STL0UIS.EA3T 5TL0UIS RAILROAD TERMINALS CE3MITHSC0. C0NSULTIN6 ENGINEERS Fig. 58 — Carload Freight Diagram — Southern Ry. 110 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 111 East St. Louis Junction, Pennsylvania, Baltimore & Ohio, Louisville & Nashville, St. Louis & O'Fallon, Illinois Central, Mobile & Ohio, East St. Louis Yard of Terminal, Wiggins Ferry Co., Southern Freight House, Team Tracks, and Industries. Cars for other roads are moved by Southern engines to receiving tracks of the other com- panies, except for Madison Yard deliveries, which are made at the Southern crossing of the Illinois Transfer Railway. Generally speaking, engines return light, except for interchange with C. B. & Q., as the Southern delivers and receives in the C. B. & Q. Yard. The Wiggins Ferry and M. & O. deliver their interchange freight in the Dyke Yard on the river front, near the Municipal Bridge. The C. & A., C. C. C. & St. L., Wabash and C. B. & 0.— East, deliver in the Brooklyn Yard near Bridge Junction. The Merchants Bridge and Terminal deliver in the Coapman Yard. All other roads deliver at designated interchange tracks at the respective crossings of those roads with the Southern. Generally speaking, the engines of those roads return light to their own lines. Southern house freight, team track freight and industrial freight loaded and unloaded on its own lines, is handled outside of Coapman Yard, by its own switch engines which deliver from that yard on inbound and assemble there for outbound movement. All outbound road trains are made up in Coapman Yard. During October, 1920, the Southern handled the following carload business, including cars loaded and unloaded at its freight houses : 932 carloads in for unloading on own lines, 13.8 per cent of its inbound, 5,834 carloads in for delivery to other lines, 86.2 per cent of its inbound, 973 carloads loaded locally for other lines, 1,208 carloads from other lines unloaded lo- cally, 895 carloads out loaded on own lines, 25 per cent of its outbound, 2,674 carloads out from other lines, 75 per cent of its outbound, 12,516 carloads (not including empty cars). 4.5 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the Southern handled the following 1. c. 1. busi- ness: Local : Inbound 315 tons, 4.2 per cent of all in- bound local, Outbound 560 tons, 2.7 per cent of all out- bound local. Connecting Line : Inbound 447 tons, 6.4 per cent of all in- bound connecting line, Outbound 115 tons, 1.7 per cent of all out- bound connecting line. Total 1. c. 1. 1,437 tons, 3.4 per cent of the total 1. c. 1. freight handled through St. Louis-East St. Louis freight houses. Toledo, St. Louis and Western Railroad The Toledo, St. Louis & Western Railroad enters the east side from the north. It crosses the Alton & Southern at Granite City, the Illi- nois Transfer and V. & C. Belt at Madison, and the V. & C. Belt, the Wabash, C. C. C. & St. L. and C. & A. at Bridge Junction. It ends at a connection with the Wiggins Ferry on the river front. It operates a yard at Madison and a lower yard and freight station near the river front. It has no industries on its lines, and no facilities in St. Louis. Inbound T. St. L. & W. freight trains are re- ceived and broken up in the yard at Madison. In this yard freight is classified for delivery to : Alton & Southern, Merchants Bridge Terminal, East St. Louis Junction, Southern Ry. East St. Louis Yard of Terminal, Chicago, Peoria & St. Louis, Chicago & Alton, Chicago, Burlington & Quincy — East, Wiggins Ferry, T. St. L- & W. Freight House. Cars for other roads are moved by T. St. L. & W. engines to receiving tracks of other companies. All roads with the exception of the A. & S. and the Merchants Bridge Terminal, deliver their in- terchange freight in or near the lower yard of the T. St. L. & W. on the river front, and the engines of those roads generally return light to their own lines. The house freight and team OLIVETTE II CLAYTON l.*J> INTERCHhN6E POINTS (J)l5TL6W receives from merchants (2)tstl*w delivers jo merchants (Jyr ST HW. DELIVERS TO TERMINAL (2)T ST L SW RECEIVES FROM TERMINAL AND SOU @ TST L SW DELIVERS TO AMD RECEIVES FROM WIMINS (JJ)T5TL &W DELIVERS TO AND RECEIVES FROM STOCK YARDS (vJjSTL&W CtllVERS TO SOUTHERN (X)tSUSW DELIVERS TO AND RECEIVES FROM A & S (Q)TSTL5W OELIVER5TO AND RECEIVES FROM CIA MAPLEWOOD 283«CflRL0flDS INBOUND OVERTSTL&W 9 CARLOADS LORDED LOCALLY ON T.STL SW FOR OTHER LINES 48 CARLOADS FROM OTHER LINES UNLOADED LOCALLY ON TST.L Ml 4btt CARLOADS OUT60UNO OVER TSTL 8.W 7574 CARLOADS TOTAL IN, OUT. AND LOCAL EMPTY CARS NOT INCLUDED Fig. 59— Carload Freight Diagram— T. St. L. 112 W. R. R. CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 113 track freight is handled on its lines outside of the yard at Madison, by switch engines which deliver from that yard on inbound and assemble there for outbound movement. Outbound trains are made up in the yard at Madison. During October, 1920. the T. St. L. & W. handled the following carload business, including cars loaded and unloaded at its freight house : 400 carloads in for unloading on own lines, 13.8 per cent of its inbound, 2,494 carloads in for delivery to other lines, 86.2 per cent of its inbound, 9 carloads loaded locally for other lines, 48 carloads from other lines unloaded lo- cally, 144 carloads outbound loaded on own lines, 3.1 per cent of its outbound, 4,479 carloads outbound from other lines, 96.9 per cent of its outbound, 7,574 carloads (not including empty cars). 2.8 per cent of all St. Louis-East St. Louis carloads. During the week of October 18-23, 1920, the T. St. L. & W. handled the following 1. c. 1. business : Local : Inbound 254 tons, 3.4 per cent of all in- bound local, Outbound 171 tons, 0.8 per cent of all out- bound local. Connecting Line : Inbound 302 tons, 4.3 per cent of all in- bound connecting line, Outbound 26 tons 0.4 per cent of all out- bound connecting line. Total 1. c. 1. 753 tons, 1.8 per cent of the total 1. c. 1. freight handled through all St. Louis- East St. Louis freight houses. Wabash Railway The Wabash Railway reaches St. Louis and East St. Louis by lines from the north on both sides of the river. On the west side the Wabash divides at Fer- guson, north of St. Louis, and has two lines, one around the west city limits and into the Mill Creek Valley to Twenty-third street, just west of the LTnion Station, and the other fol- lowing the North St. Louis river front as far south as Franklin avenue, where it terminates at its freight station. It also connects with the Missouri Pacific at Carr street on the river bank. It has a large central yard, known as the Luther Yard, north of the Merchants Bridge, where its engine terminals are located, and sev- eral smaller yards. On the east side the Wabash has an out- bound yard at Nameoki, north of Granite City, and an inbound yard at Brooklyn, where its engine terminals are located, just north of Bridge Junction. It also has a lower yard and freight station on the river front, where its line ends at a connection with the Wiggins Ferry. Wabash — West Side : Inbound Wabash freight trains on the west side are received and broken up in the Luther Yard, and in the Ewing Avenue Yard in the Mill Creek Valley. In these yards freight is classified for delivery to : Merchants Bridge Terminal, Wiggins Ferry, Chicago, Burlington & Quincy — West, Missouri Pacific, St. Louis-San Francisco, Terminal R. R., Wabash Freight House (St. Louis), Industries on Wabash — West, Industries on Union Depot Line, Wabash — East. Cars for other roads are moved by Wabash en- gines to receiving tracks of the other companies. Generally speaking, engines return light, except when there are cars ready to be taken back, or the engine is assigned to other duties. The Mo. Pac, St. L--S. F., and the Ter- minal deliver their interchange freight to the Wabash in the Ewing Avenue Yard. AH ot 1-, er roads deliver their interchange freight at the Luther Yard and the engines of those roads generally return light to their own lines. All Wabash freight destined for Wabash — East is moved across the Merchants Bridge with Wabash engines. The Wabash house freight, team track freight and industrial freight loaded and unloaded on its lines, is handled outside of the Luther and Ewing Avenue Yards by switch engines of the Wa- bash, which deliver from those yards on in- bound and assemble there for outbound move- ment. All Wabash road trains are broken up and made up at the Luther Yard, except cars destined and originating on the Union Depot Line, which are made up at the Ewing Avenue Yard. Fig. 60 — Carload Freight Diagram — Wab. Ry. West. 114 Fig. 61 — Carload Freight Diagram — Wab. Ry. East 115 116 CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS Wabash — East Side: Inbound Wabash freight trains on the east side are received in the Brooklyn Yard, except such freight as is destined for Wabash — West, which is set out at the Nameoki Yard. In Brooklyn Yard the freight is classified for de- livery to : Southern, East St. Louis Junction, Merchants Bridge Terminal, East St. Louis Yard of Terminal, Wiggins Ferry, Wabash Freight House (E. St. Louis), Industries between Brooklyn and Granite City, Wabash — West. Cars for other roads are moved by Wabash engines to receiving tracks of the other com- panies. Generally speaking, engines return light. Except the Wiggins Ferry, which delivers to the Wabash on the river front, and the Southern and the East St. Louis Junction, which deliver at Brooklyn, all other roads deliver their in- terchange freight at the Nameoki Yard, and the engines of those roads generally return light to their own lines. Wabash house freight, team track freight, and industrial freight loaded and unloaded on its own lines, is handled outside of the Brooklyn and Nameoki yards by switch engines which deliver from the Brooklyn Yard on inbound and as- semble at the Nameoki Yard for outbound move- ment. All Wabash inbound road trains are broken up in the Brooklyn Yard, and outbound trains are made up in the Nameoki Yard. Because of trackage agreement with the Ter- minal Railroad Association the Wabash moves all freight destined for its own lines in St. Louis over the Merchants Bridge with its own engines. During October, 1920, the Wabash handled the following carload business, including cars loaded and unloaded at its freight house : 2,625 carloads in for unloading on own lines, 19.3 per cent of its inbound, 10,948 carloads in for delivery to other lines, 80.7 per cent of its inbound, 570 carloads loaded locally for other lines, 5,373 carloads from other lines unloaded lo- cally, 2,153 carloads out loaded on own lines, 20.1 per cent of its outbound, 8,551 carloads out from other lines. 79.9 per cent of its outbound, 30,220 carloads (not including empty cars). 11.0 per cent of all St. Louis-East St. Louis car loads. During the week of October 18-23, 1920, the Wabash handled the following 1. c. 1. business : Local : Inbound 1,995 tons, 26.4 per cent of all in- bound local, Outbound 2,339 tons, 11.3 per cent of all out- bound local. Connecting Line : Inbound 1,016 tons, 14.5 per cent of all in- bound connecting line, Outbound 647 tons, 9.3 per cent of all out- bound connecting line. Total 1. c. 1. 5,997 tons, 14.2 per cent of all the ]. c. 1. freight handled in St. Louis-East St. Louis freight houses. CARLOAD FREIGHT—VOLUME AND DISTRIBUTION Study of Freight Movements. An intensive study was made of the movement within the St. Louis-East St. Louis railroad terminals of all carloads of freight handled by each railroad during the month of October, 1920, that month having been chosen because it was the last normal month prior to the com- mencement of this study. As the answers to the questionnaire were not sufficiently com- plete for the purpose, the records of the rail- roads were consulted. Without exception the railroads offered their records for the use of the Committee for this purpose. Car record clerks employed by the Committee copied off every carload and empty movement, recording for through cars, road and point of arrival, where classified, point of interchange, intermediate handling, and point of departure, and for local cars, in addition, where loaded or unloaded. More than 500,000 car records were consulted and recorded from which tables and graphic diagrams were pre- pared for all the railroads. The study also included the number and dis- tribution of industries with track connections, the distribution of local carload business, the relation of local and through business, and other features relating to the handling of freight in the St. Louis-East St. Louis railroad terminals. Statements describing the operation of each road were prepared and sent to the local repre- sentatives for approval or revision. As revised to agree with the corrections that were re- ceived, the statements appear in this report. In addition to the study of car movements a time study was also made. Time Study. The object of the time study was to deter- mine the length of time consumed in handling loaded freight cars in the St. Louis terminals. For this purpose eight to ten cars were chosen at random from the interchange records of the Terminal Railroad Association, the Merchants Bridge Terminal Railway Co., and the Wig- gins Ferry Co., for the month of October, 1920, for each movement over which considerable numbers of cars are handled daily. No atten- tion was paid to movements between roads interchanging only occasionally, or in very small amounts. A total of 3,548 cars were selected at random by choosing nine or ten on each of 357 separate connections. After recording the car numbers and initials from the interchange records, the car service records of the Terminal lines and also of each individual trunk road were con- sulted to ascertain the dates on which those cars arrived in the receiving yard of the trunk line, delivered to the Terminal, delivered by the Terminal to a connecting line or an indus- try, and if to a connecting line the date of de- livery to an industry or departure from the city ; similar dates were ascertained for the opposite directions. Out of a total of 3,548 cars chosen at ran- dom from the interchange records about 10 per cent were omitted from the averages on ac- count of incomplete records, cars held for re- consignment, contents transferred to other cars, cars sent to repair tracks, and in some cases, about 1 per cent additional, tracers being unable to find the dates. The averages are based on the normal movement of 3,160 cars. A total of over 20,000 records were consulted. In addition to securing the car initials and numbers, it was also necessary on certain roads in the case of cars set out and picked up from industries to record the name of the consignor or consignee in each case in order that the car 117 118 CARLOAD FREIGHT— VOLUME AND DISTRIBUTION OF TERMINALS might be traced in the records of the local switching yard serving the industry, the only place where that information was obtainable. No effort was made to ascertain exact hour of delivery as that would have involved a very exhaustive inquiry into each switching move- ment. When cars were delivered same day as received, that is, in less than 24 hours, it was considered that no day had elapsed, but if a car arrived late one day and was delivered early next day — delivery being made in much less than 24 hours, one day was recorded, according to the usual railroad practice. No cars were traced except those making movements over Terminal lines. Many 1. c. 1. cars and cars to and from the East St. Louis Stock Yards were traced ; as those cars are usually handled in one day, they have not been included in the aver- ages. The following tables contain a summary of the general results. Appendix F contains a sum- mary of the movements that were studied for each individual road. The summary indicates that the average time consumed by loaded cars in through movements is about three days which will aver- age about one day on the arriving road, one day on the Terminal, and one day on the de- parting road, although in many cases five and six days were consumed in making through movements, and occasionally much longer. The summary also shows that the average time between an industry and the road haul is approximately four days, which is usually one day on receiving road, one day on Terminal for transfer movement, and two days on delivering road, although in many cases six and seven days were consumed in the setting of cars at local industries after their arrival in the dis- trict, and in some cases much longer. The 10 per cent that were omitted from the averages consumed as much as ten, twenty, and in extreme cases thirty days ; being so abnormal they were omitted from the averages. Industries With Track Connections The number of industries with track connec- tions on each side of the river within the switching limits is as follows : St. Louis and west side — 1,207, 81.3 per cent. East St. Louis and east side — 277, 18.7 per cent. In St. Louis the percentage of all industries served by the railroads having the most exten- sive terminals are as follows : Missouri Pacific — 30.6 per cent of west side, 25 per cent of total. Terminal Railroad Association — 27.1 per cent of west side, 22.0 per cent of total. Wabash — 23.9 per cent of west side, 20.2 per cent of total. Manufacturers' — 8.2 per cent of west side, 6.7 per cent of total. On the East Side the industries are dis- tributed as follows : Terminal Railroad Association — 39.2 per cent of east side, 7.3 per cent of total. Southern — 26.6 per cent of east side, 4.9 per cent of total. No other railroad has more than 5 per cent of the industries on its lines. TABLE VIII— SUMMARY OF AVERAGE NUMBER OF DAYS CONSUMED IN HANDLING THROUGH CARLOAD FREIGHT VIA TERMINAL LINES FROM ARRIVAL IN TO DEPARTURE FROM ST. LOUIS DISTRICT AND LOCAL FREIGHT UNTIL SET AT INDUSTRY. Via Via Via Through Movement. Eads Merchants Wiggins From East Side lines to West Side lines 3.1 2.6 2.8 From West Side lines to East Side lines 3.0 2.1 2.9 From East Side lines to East Side lines - 3.1 3.3 From West Side lines to West Side lines 2.5 3.3 Average Through Movement about three days. Local Delivery. From East Side lines to West Side lines 3.6 3.1 3.5 From West Side lines to East Side lines 4.0 5.5 3.8 From West Side lines to West Side lines : ..._ 3.8 3.8 3.9 Average Local Deliveries about four days. CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 119 There are many more industries without track connections, which are served by team tracks and 1. c. 1 freight houses. TABLE IX— NUMBER AND PERCENTAGE OF INDUSTRIES SERVED BY EACH RAIL- ROAD IN ST. LOUIS-EAST ST. LOUIS TERMINAL DIS- TRICT. No. of Per Railroads Industries Cent A. & S 21 1.4 B. & 7 .5 C. & A 2 .1 C. B. & 32 2.2 C. P. & St. L 10 .7 T. R. R. A 435 29.3 I. T. S 18 1.2 L. & N 24 1.6 Manufacturers 99 6.7 M. K. &T 5 .3 M. & 3 .2 Mo. Pac - 370 25.0 St. L.-S. F 57 3.8 St. L.-S. W - 1 .1 Southern 74 4.9 C. R. I. & P 13 .9 Pennsylvania 7 .5 Wabash 300 20.2 C. C. C. & St. L 6 .4 Total number of industries .1,484 100.0 TABLE X— NUMBER AND PERCENTAGE OF INDUSTRIES SERVED BY EACH RAIL- ROAD ON EACH SIDE OF RIVER. St. Louis. No. of Per Railroads Industries Cent C. B. & Q 32 2.6 T. R. R. A 326 27.1 I. T. S 4 .3 L- & N 11 1.0 Manufacturers 99 8.2 M. K. & T 5 .4 Mo. Pac 370 30.6 St. L.-S. F 57 4.7 St. L.-S. W 1 .1 C. R. I. & P 13 1.1 Wabash 289 23.9 Total _ 1 ,207 100.0 East St. Louis and East Side. No. of Per Railroads Industries Cent A. & S 21 7.6 B. & O - 7 2.4 C. & A 2 .7 C. P. & St. L 10 T. R. R. A 109 I. T. S 14 L. & N 13 M. & 3 Southern 74 Pennsylvania 7 Wabash 1 1 C. C. C. & St. L 6 Total 277 3.6 39.2 5.1 4.6 1.7 26.6 2.5 3.9 2.1 100.0 Distribution of Local Carload Business The distribution of industries does not indi- cate the distribution of cars loaded and un- loaded on both sides of the river, which includ- ing cars at team tracks, but not including cars at freight houses, were as follows for October, 1920: St. Louis and West Side 42,597— 53.3 % E. St. Louis and East Side...37,314— 46.7% The principal local carload business was dis- tributed on each side of the river about as follows : St. Louis and West Side : River front of Central Business Dis- trict _ 24.7% Central Business District — Seventh street to City Limits _ 16.7% Remainder of city (outer districts)..! 1.9% East St. Louis and East Side : Madison and Granite City District 11.9% Stock Yards 17.7% East St. Louis + 15.1% Remainder of East Side _ 2.0% The total number of carloads handled in St. Louis-East St. Louis terminals in October, 1920, was as follows : Brought in for interchange and through movement 80,231 Loaded locally 44,967 Unloaded locally 65 ,354 Total - 190,552 In addition there was a movement of empty cars amounting to nearly 60 per cent of the loads. Some of the cars that were interchanged did not cross the river. The number of loaded and empty freight cars that were handled across the river in October, 1920, is shown in Table XIII. TOTAL FREIGHT IOOO TONS INBOUND FREIGHT WWWM OUTBOUND FREIGHT TONS OF FREIQHT HANDLED IN ANO OUT OF ST. LOUIS -EAST ST. LOUIS TERMINALS BY ALL RAILROADS ENTIRE YEAR-19Z0. INCLUDES LOCAL AMD THROUGH FREIGHT C.E.Smith & Co. CONSULTING; ENGRS- 3T LOUI 3 Fig 62 — Freight Handled In and Out of St. Louis — East St. Louis Terminals — 1920. 120 MILLIONS OF TONS O / Z 3 4 S G 7 6 9 tO // /& B&O. !^^2^222L« |'_';;.' '**.i*^.'j '■-■•'y--^'-'.- C &A. W??joWpT C.&E.1. m '■'■'■'■■\i : ' 1 C.&.& Q. ■/;•-' ffP i'"i- ; *^^^ ^* v .-.-i CC.C.&5T.L. M ••■ ••'•"••p/"// C.P.&5TL M ^^a C.R.I & P. 5^223 E5T.L & 51» ■tf'de's'/A ": •••'" i.e. ^ '^*/- M : <-*T'. d/ - * »; *w .:-•.. ••.-..i ,.!•*.; -j ITS. v;.*: L.&M. p *Tr*. L^N-fel ^?; ^ id M.K.&T.fek rsi " 'v * y: t- ;:^ z c t-~\S '. -;-•< ". .'*".' ^"^ -^OC -^> r -OK J ■-.' < •',;■•! w m P^3 LiJ RCCASTlfc *N 2 1 5T.L.&0FHi ST.L.5F. ffl 1 ^i. £^7^r?IKKElGHT HANDLED IN IS 10 - ■■■■■ " " 1415 5TL.T&E ty/iks/si »i U: i* 1C\J t 50U. ^ •*.*"..** 3 -:v1 T.5TL.&W 77P Tfr T^fl ****** TOTAL 5T. LOUIS R/ . F ML REIG EAS* ROAl HI r )5 51 iA r.i ND .0 19 _c LE Olt .E.i 3m IN Tf ITI A :ri -•* NC Ml! 1* ) ( NA 20 >L< C< r JIM! Of BY ' A JTII LL m IGH HZZ RS 1 Fig. 63— Freight Handled in 1910-1915 and 1920. 121 122 CARLOAD FREIGHT— VOLUME AND DISTRIBUTION TABLE XI— STATEMENT SHOWING NUMBER AND PERCENTAGE OF FREIGHT CARS LOADED AND UNLOADED AT INDUSTRIES AND TEAM TRACKS MONTH OF OCTOBER, 1920. LOCATION Inbound Outbound Total No. Per Cent No. Per Cent No. Per Cent St. Louis River Front — North of Merchants Bridge 1,128 2.1 452 1.7 1,580 2.0 Merchants Bridge to Municipal Bridge 8,713 16.5 3,149 11.7 11,862 14.8 Municipal Bridge to Bluff, South St. Louis.. 5,099 9.6 2,798 10.3 7,897 9.9 Carondelet 808 1.5 771 2.9 1,579 2.0 Terminal Belt and Wabash — North St. Louis to Delmar Avenue 2,258 4.3 904 3.3 3,162 4.0 Terminal Outer Belt — Olivette to Maplewood 602 1.1 977 3.6 1,579 2.0 Mill Creek Valley- Seventh Street to Forest Park 6,168 11.7 1,724 6.4 7,892 9.9 Missouri Pacific and Frisco — Grand Avenue to Maplewood 4,546 8.6 931 3.4 5,477 6.8 Oak Hill Branch 1,148 2.2 421 1.6 1,569 1.9 Total 30,470 57.6 12,127 44.9 42,597 53.3 East St. Louis and East Side — Granite City and Madison 4,635 8.8 2,472 9.1 7,107 8.S Brooklyn to Coke Plant 1,572 . 3.0 867 3.2 2,439 3.0 Stock Yards 8,247 15.6 5,888 21.8 14,135 17.7 East St. Louis 7,268 13.7 4,786 17.7 12,054 15.1 South of East St. Louis 686 1.3 893 3.3 1,579 2.0 Total 22,408 42.4 14,906 55.1 37,314 46.7 Grand Total 52,878 100.0 27,033 100.0 79,911 100.0 TABLE XII— STATEMENT SHOWING NUMBER OF CARLOADS OF FREIGHT HANDLED IN OCTOBER, 1920. East Side Through carloads brought in by all lines for through movement 60,201 Cars loaded at freight houses _ 6,060 Cars loaded at industries and team tracks - * - ,15,356 Cars unloaded at freight houses • 5,723 Cars unloaded at industries and team tracks - - 22,838 West Side Total 20,030 80,231 10,724 16,784 12,827 28,183 5,823 11,546 30,970 53,808 110,178 80,374 190,552 TABLE XIII-STATEMENT SHOWING NUM- handled by each railroad varies considerably, BER OF LOADED AND EMPTY FREIGHT , . ' , it _ .„_ A . , „ CARS CROSSING MISSISSIPPI RIVER but as a whole the situation is as follows : AT ST. LOUIS BASED ON OCTO- , T , , , , . , BER, 1920, BUSINESS. Number of carloads to and _, from own terminals 37,268 15.1% ^ , , .i e ° a . .? t Lo arS Number in interchange 209,363 84.9% Eastbound - 41,584 31,832 Westbound 51,032 20,828 Total in and out of all Total _ 92,61 6 52,660 railroads 246,631 100.0% The proportion of local cars to interchange Grand total loaded and empty cars crossing , river 145 276 cars 1S no ^ same on all railroads, ihis may Of' the carloads handled in and out of the St. be seen by comparing the short coal roads with Louis-East St. Louis terminals by twenty- a trunk line such as the C. B. & Q. three railroads, the proportion loaded and un- The short coal roads handle practically no loaded locally on each railroad of the total carloads inbound for unloading nor outbound Fig. 64 — Number and Distribution of Local Carload Freight, October, 1920. 123 124 CARLOAD FREIGHT— VOLUME AND DISTRIBUTION o £ w O u C^ CO o c^ o \o co .-h ^t- o\ 00 ON ts CM lO o Tt- ON vo Tt" IN. -|- is. 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Tj- CM 1-1 ,H o CM CO J5 CO VO Tj- CM CM TJ- CO CM ON fN Th CM CM On CO Tl- ON CO CO co no in ■* CM CO O t-H ^ VO ^ rs co i-h no cm «-i CM ^H r-i CM NO I-H n Tf 00 00 H CM CNl rt rH H CO CO CM CM \n co o CM CM ts, On co cnj o m co no Tf CO Tf NO •— ( Is. CO t)- ^ co m cnj cm m 'OTl-Tl-rsTj-ON'-HOCOOO CO co CO CO o CO ts. u-> co O ts, O Tf ts. ts. co CO : m •■i- co ts, t-H : C7\ in TT CO : oo —1 CM m rs ON rs. CO CO 1- CO ts. n- Tt" CM (-> o io kO CM 00 ^H <*■ -t 00 00 ON o NO CO On ts. CM CM n co -fl- CM \n CM is. Tt o o CO On Tt- is. ON rs t-H -t- T 00 m CO CO t-H CM ON CO CO On CO T CM CO -1- ON CM Tf tT o CO CM ~" CM CM On CM TJ" CO On Tr- Tl- 1-1 00 -t CO to CM o ts. Tl" NO MD CO NO t-H ON CM O On O to CM O •— i ts CO CO co t-H co t|- \n ts, co m ^H ^| CO t-H t-H NO ON ts. tn- CO ts. .-h CM NO CM CO co ON to on o co tj- o co T^ tJ- NO O co ts, CM to tO Tf ts O TT t-H ^H co ts CO On : on o Tt- ON CO O : co cm CM co to NO ; to t-h CO t-H CM O to CO — CM ON Tj- NO CM d< w a 53 , eg d j PL, W da =3 H^ J w S Z fa bfa & <« to en ^ E ^ ._ 4 4 4 j -S w J g.S j c T^ o in 00 O o On CO CO CM CM ts. On o o CO m CO c~> CO ts. o NO vf) O 1h On ON CO CA ts. o ON ON o 00 OO CO 00 CO ts. CM ts. CM ON fa " O CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 125 loaded on their own rails; practically all the out of the local terminals where they do not business they handle is interchange. belong. The C. B. & O. brought in 1,708 (14.6 per cent) for unloading on its own lines and 10,067 (85.4 per cent) for interchange with other roads ; outbound it handled 2432 cars (23.2 per cent) loaded on its own rails and 7,747 (76.8 per cent) received from other lines. The per- centages are different for each railroad. On the average, out of every 100 cars brought into the terminals, 13.1 are unloaded on the line that brings them in and 86.9 are turned over to other lines ; out of every 100 cars taken out, 17.6 are loaded on the line that handles them out and 82.4 are received from other lines. The average of in and outbound is 15.1 and 84.9 carloads, respectively. At the present time the 84.9 cars that might better be kept out of the local terminals of the roads handling them are handled in practically the same facilities as the 15.1 that must be handled in the local terminals. The Commit- p . g 65 _ Number of Carloads of Freight Handled tee directed its studies to keeping the 84.9 cars by Each Road, October, 1920. NUMBER OF CARLOADS o ioooo toooo 3O0O0 40000 sooa B.&O. I 1 1 1 CSA.- i c.B.&a. C.&E.l. C.C.CB5T.L. C.RSST.L. C.R.I. a P. E.SU.8SUR — i.e. l.T.S. ■ L.&M. L.&N. ™ MFRS. M.K.8T. — MO.PAC. M.&0. P.C.C8ST.L ST. LA Of. m~ 5U.-S.F. ST.L: S.W. ■ — P ST.L.T.8E. H ■T SOU. T.StLSW. ■ WABASH CARLOADS OF FREISHT HANDLED BY RAILROADS IN OCT. I9Z0 INCLUDING L.C.L. NO.I.A&S. YARD 3. C.B&a.-E, »• 4. C.B.&0.-W '• 5. c.&a. ». C.&E.I. 7 C.P.ftST.l, " 8. C R I.&P. - 9. CJC.C.&ST.L IN-YARD 10. ■• " " OUT-YARD 11. E.ST.L.JCT. YARD 12. E.ST.L.SUB. " N0.2I. ti.K.&V. YARD N0.30. ST.L.S.F. OUT-Y- tcOHJNTY ILL. Fig. 70 — Proposed Grouping of Railroads in Outer Yards. 134 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 135 l«°X c vc cvi 10,808 24,293 16.143 22,171 18,493 4.773 en n-1 **) 0> r^ csl VO rO CM CM — oo tv. 00 vO oi OV vO Ov ro ON 00 CM *o o ON i-r < > 1 = ££ "3 J3 o nj »-• os c*v .Cg On|T oC^ooo'^rcor^rCvocg'^iovd" oo — Q W ►4 „;C0 oco XJ9AI[3Q (EDOl'jOJ o — t^osr^rot-xcg O) O 'T •"-"—• P*l OO OJ —. t-. « OJ t-t « r-v u-> r>, O t>* ts vo Q ■z < K co Q < O « < o fc o justuaAOjij •O i-i T o ^t in n ^h o 00 IO fl O CS) CV) ^h SO 00 o 00 "CO AJ3AIJ3Q O l ^ON'— 'lOOsvoOsOsOVOOOCO r^oi-roo^j-o\Trr^. ; o CO CO < }U»LU3AO]^ nj HX Jo a II 1 O CO Q PS a "3 ,rH o ■3-r co XJ3AI[9Q IBOO^ JO J ■^■OOO^TTCOOrOvO "-) C7» VO vO t^ tj- ii : ' t^. ■ | ^ }U9lU9AOJ\^ < .2— ui'rt ■s> oo PS-; AJ3AI[3Q roC\)fOOsCNlCM"^-iri l-^-OOOrq rOOOOsCO^CvliDOS I'^-t^Csl'tl- : 1 1- ON o o PS o }U3UI3AOJ\J nj MX JO v3 1 1 o co 0, M 2 o Xa3At[3Q E-,0 ;u5ui9AO]\; m.-. tN.oiON'O'-ifo^-ioOioiovo c^i !00 , OC\]'00 , ^- , ^-0\VOroCv]ro 1"^ OOOONtN-t—u-),— iOJ-^i-itJ-tI-cO i-< CM — t*i* co CO CM 3 . p O AJ3Al[3Q lEDO^JOJ I ; Sri << JU3lU9AOJ\; njl IX JO H : ; cvj io in : : *-h vo t^ O t-^ vo VO ■^- ■<*■ VO o CM fO r-1 VO vO ■*3- Oj 3 O 6* XJ3AI[3Q TTOJ>OC\lt^sO'-J00CVlLr)-^-rs. r^.—'OsOsi-ivnrN.CMin'OvOforg vO *0 iO»>.rqOsCgrO i-ii— iCM 1-H ro* vo CO o Cn" co 1 " Q < O < o o }U3UiaAO{^ njL ix jo a coinor-.u^ch'^-ooTfi-ioc^oj oo eMTfcoo\fo r >]ooiof>joO'^-ONrg r^. ' iOfM'.^-iooNrxt-^ONOioio , ^- Ln^OONCNli-i^vor-v^OCMONi-i to ior%oo\o ^icovO'-iTr'OsO'^" oo O VO PS w P5 Out 3 . 2 ° o2 AJ3Al[SQ [BOO^JOJ or^toon-foi-it^ 1 ^ oocNi*-N.r^TrcNii-imcN CN — i-i o — \o oo cm : VO ro CM I vo o ro jusuiaAOj^ i-.i-.0)t^OO\tou-iOCNOi-i*0 OCNXO-^-rot^Olrfi-ivOvOO-i t-N. >— -r^fo ono»-ivot-i m n n oo_ CM CN o 3 . 2 ° [EDO*J JOJ 'O'-'ONinTr-^vc-n-t^ ^-.CMOOiOiOVOt^ONVO CS] ^H ,_, ^H ^H CNl cn" r-^ O ci VO ro , ^- 1 K 1 3 c K CO ;U3UI3AOJ\I \ooirowi\ovoovoiii— «cNaoO»n iniTf O\i-«0JC0\O00lO00loi-'IO00On io»o r->,i-iro<*OfOO\'o>j^roi-icOONO ^*l ^, o r- 1 9-cvi p d 6* A"-I3AI[3Q VO i-i ii ~ CM lO 1 ^ < JU3UiaAOJ\I n-'MX J °a oONvoo-a-i-iLoiofOtnoOCNji-i r^.|vO C^^T-^\0OO■-100^0X^.-^■O>J^ , ^- CM CO iO .-iVOrOCMi-iONCM fOVOt^ ^ . < Eh | P d AJ3AI[3Q J> r^ ^-i io K K < Eh JUaUI3AOJ\[ tU'HX joj rO^OvOCMCMOOOtoONONVO'OCM O t-i^roO'^J-OONCMtn'^-i-tiovO 00 roro\OLOLO , OVOONt^CM»-i\0'0 00^ CO* CM* VO ii CM «-r w rH — ■ CM C E- / 7 o 1 1 t 5 d d t a p. o. 3 3 3 O o J o o c : in \d t* 5 d d c 5 1? Z * a p, a ( = 33: D O O 5 6 o t ; « ; ? 1 c 3 : 3 1 3 C ^^ o \2 Si.2 < \< (U 1 j«wPSc? J CO t^. c<3 <^ <"E- '•a c/5 )«■*" _ ! ►4g3 g O . '•««-° u a s CL» -t-* i O I. -C r- = O >f C a ': W : 2a Eh E O v2 3 Q 136 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS For comparison with the preceding figures it is interesting to note that during October, 1920, about 40,000 carloads were handled through Madison Yard in both directions. The proposed group yards could be made more efficient than Madison Yard as there is ample room at the proposed locations of group yards to provide efficient layouts that will permit the progressive movement of cars without retro- grade or switchback movements. Proposed Classification and Transfer of Inbound Interchange Freight All cars brought in by any road for delivery to any other road would be placed on the re- ceiving tracks of the appropriate group yard. The management of the group yard, which might be controlled by those roads using the group yard, would classify cars brought in by all roads on to classification tracks for direct delivery to every other railroad. In addition to classifications for individual railroads, it would probably be found desirable to make additional classifications in the group yards for local cars consigned to various dis- tricts within the terminals and those cars handled in transfer runs from the classification tracks of the group yard, to the local district yards serving the industries in the respective districts. By grouping roads conveniently located in group yards, interchange freight could be handled in solid transfer movements without going through intermediate clearing yards as at present, thus saving one interchange and one classification of a large portion of the cars now handled by the Terminal Railroad Association. It is thought that the present average time of three days for through cars and four days for local cars can be reduced to one-half this time by such grouping and direct delivery. A composite diagram showing the routes and density of carload movements as proposed is included in this report ; for ready compari- son by observation, it is shown at the same scale as the composite diagram of the present movements. A casual study will indicate the extent to which the proposed operation will eliminate unnecessary handling and delay of cars. The composite diagram shows the volume of each road movement outside the group yards ; the local movement of each road be- tween the group yards and the local termi- nals, and the proposed routes and volume of transfer movements of interchange freight On the east side direct movements between Yard No. 1 and Yard No. 5 are shown over the main line of the C. & A. and C. C. C. & St. L. between Granite City and Venice (to be supplemented by an independent transfer route when business requires) and the Wig- gins Ferry between Venice and Dupo. Intermediate movements between Yards Nos. 1, 2, 3, 4 and 5 except direct between Nos. 1 and 5 are shown over the Alton & South- ern present tracks (to be double tracked and supplemented by the connections shown by broken lines, when conditions warrant), al- though some of those movements might be made over the Illinois Transfer Railway and the V. & C. Belt of the Southern Railway Movements between Yard Nos. 1, 2, 3, 4 and 5 on the east side of the river and yards on the west side of the river are shown over the Illinois Transfer Railway, which would be the "Bridge Route" connecting with the Merchants and Municipal bridges. Alternate routes between the Municipal Bridge and Yard Nos. 1, 2 and 3 would be afforded by the elevated passenger tracks through Bridge Junction and Relay Depot. An additional route that would provide better internal circulation between the Wiggins Ferry tracks on the river front could be provided by connecting the Wiggins Ferry tracks with the McKinley Bridge at Venice and in North St. Louis. In addition to the transfer movements be- tween the designated group yards, movements are also shown between those yards and local districts in which large numbers of cars are loaded and unloaded, as the Mill Creek Val- ley, South St. Louis, North St. Louis, etc. On the West Side transfer movements be- tween Yards Nos. 6 and 7 are shown along the river front; which is also the route indicated Fig. 71 — Composite Carload Freight Diagram — Proposed Rerouting. 137 138 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS for the industrial districts , in Mill Creek Val- ley and South St. Louis. For through traffic of the Missouri Pacific and the St. L. S. F., the Municipal Bridge and Mill Creek Valley are used between Yards Nos. 3, 4 and 5 on the east side of the river and Yard No. 8 on the west side ; the Terminal Outer Belt and Merchants Bridge between Yards Nos. 1 and 2 on the east side and Yard No. 8 on the west side; the Merchants Flevated and Mill Creek Valley route would also be available for the latter movement, at least until both the Missouri Pacific and St. L--S. F. moved out to Yard No. 8. The routes for transfer movements accord- ing to the proposed plan would make no dif- ference in the movements by the Alton Bridge or by the Ivory Ferry, although it is possible that the movements over the proposed routes and the possibility of the Missouri Pacific and the Burlington crossing the bridges with their own engines might result in less cars mov- ing via Alton Bridge and Ivory Ferry. Neither is any change shown in the number of freight cars moving across the McKinley Bridge, although it is possible to connect that bridge in such a way that many more cars could use it conveniently. In the proposed method of operation all freight trains are removed from the Eads Bridge and the cars handled by the most di- rect route over the Municipal and Merchants bridges with the following result : October, 1920: Proposed: Merchants 49,497 Merchants 56,437 Eads 26,229 Municipal _..19,347 Freight Local to Railroads' Own Terminals It would not be necessary for any road to put its local business through the group yard that would be used for its interchange traffic, although roads would have the option of doing so if convenient. Carloads for delivery to industries, team tracks and freight houses local to any rail- road, might be placed in separate trains at the last division point outside of St. Louis, and such trains run right by the group yard to its local yard. In fact, such trains might fill out tonnage by handling interchange cars to be set out at the group yard. Local cars, however, might be handled through the group yard in the same manner as interchange cars, the movement between the classification tracks of the group yard, and the local yard of the railroad being made as a transfer movement. ' The local yards of the railroads would be continued as inner yards for assembling and distributing the railroads' local business. Outbound Freight There would not be the same advantage in handling outbound freight in the same man- ner; it is thought that each road will desire to control the making up and departure of its own trains. However, departure facilities might be added to the group yards, although it would seem to be preferable to classify the cars for individual railroads where picked up and deliver them direct to their outbound yards. Each road could maintain and operate an outbound departure yard, preferably as close as possible to its inbound group yard. The outbound departure yard would require, in addition to the tracks for making up road trains, sufficient receiving tracks for assem- bling the transfer movements of interchange freight from the. group yards, from local yards within the district, and cars loaded locally on the rails of the individual railroads. Proposed Use of Present Facilities The Committee does not recommend that any other changes be made in the control or operation of the present local terminal facili- ties of any railroad, but that each road continue to serve its local territory as at present. How- ever, some pooling or exchange of facilities may be desirable for other reasons, such as revising the freight house layouts on the East St. Louis river front for the purpose of re- ducing the number of railroad grade crossings or for other reasons. The Committee does not propose that en- tirely new Group Yards be constructed. Loca- CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 139 tions have been suggested where railroads now have at least the nucleus of such yards, and in some cases nearly ample facilities. It is intended that present facilities shall be modified and developed to suit the proposed grouping, with such additions as may be neces- sary. No additional transfer routes are proposed. The dotted lines shown on the map are for fu- ture development ; the solid black lines indi- posed plan would have covered 1,303,980 car miles, a saving of 567,940 car miles. To this saving should be added the saving in empty car mileage. Empty car movements were 45.6 per cent in October, 1920, which seems a normal percentage in this district. Adding that percentage makes the total sav- ing 896,450 car miles per month within the terminal district, approximately 10,000,000 car miles per year. TABLE XVII— COMPARATIVE CAR MILES OF LOADED AND EMPTY FREIGHT CARS IN ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS BY PRESENT AND PROPOSED METHODS OF CLASSIFICATION AND INTERCHANGE BASED ON OCTOBER, 1920, MOVEMENT. (CARS NOT INTERCHANGED NOT INCLUDED.) Road Haul Terminal Haul of In- Between Group bound Connecting Line Yard Locations and Outbound Cars and Present Loaded Locally on Yard Other Than Trunk Car Miles Lines Decrease in Decrease in Total De- Per Month Car Miles Car Miles Loaded Car Per Cent Empty Cars crease in Present Per Month Per Month Miles Per of Empties Miles Per Car Miles Roads Present Proposed Month to Loads Month Per Month B. & 22,601 36,510 41,229 17,882 75.0 13,412 31,294 C. & A 72,464 33,072 54,280 51,256 34.0 17,427 68,683 C, B. & Q. (East) 90,073 44,983 53,964 81,092) ,,„ C, B. & O. (West) 29,371 19,660 9,711 J 4S0 41 > 759 132,572 C. & E. 1 20,308 39,071 33,860 *15,087 47.0 *7,091 *22,178 C, C, C. & St. L 70,077 30,353 40,277 60,153 72.0 43,310 103,463 C, P. & St. L 30,830 13,172 17,559 26,443 28.0 7,404 33,847 C, R. I. & P 18,072 18,687 *615 70.0 *431 *1,046 E- St. L. & Sub 2,750 28,884 23,968 2,166 100.0 2,166 4,332 I. C 80,520 75,952 54,621 101,851 32.0 32,592 134,443 I. T. S 3,109 3,260 *1S1 40.0 *60 '211 L. & M 2,325 20,404 20,448 2,281 85.0 1,939 4,220 L. & N 7,736 37,417 38,246 6,907 50.0 3,454 10,361 Manufacturers 17,173 8,412 8,761 23.0 2,015 10,776 M., K. & T 10,541 34,005 23,650 *186 76.0 *141 *327 Mo. Pac. (East Side) 164,053 159,526 4,527) ,„ n .. ... ,<,,,,- Mo. Pac. (West Side) 128,229 156,608 178,904 105,933 ) 38 -° 41,975 152,43d M. & 48,053 26,426 63,266 11,213 53.0 5,943 17,156 P. C, C. & St. L 68,607 55,273 13,334 60.0 8,000 21,334 St. L. & O'F 1,946 18,986 14,882 2,158 100.0 2,158 4,316 St. L. S. F 30,717 100,831 122,042 9,506 53.0 5,038 14,544 St. L. S. W 40,863 28,457 12,406 80.0 9,925 22,331 St. L., T. & E 3,201 24,083 23,378 3,906 80.0 3,125 7,031 Southern 4,245 63,878 62,288 5,835 62.0 3,618 9,453 T., St. L. & W 29,436 28,327 1,109 51.0 566 1,675 Wabash (East) 61,599 52,175 68,997 44,777 45.0 20,150 64,927 Wabash (West) 47,291 46,519 772 32.0 247 1,019 Total 617,135 1,254,785 1,303,980 567,940 45.6 258,510 896,450 *Denotes increase in Car Miles. cate present tracks that the Committee recom- The present mileage compared consists of mends be used in transfer movements. St. the sum of the car miles in road trains be- Louis and East St. Louis are now well sup- tween the proposed locations of the outer plied with inner and outer belt lines for group yards and the inner yards of the indi- transfer movements, but in future additional vidual railroads, and the car miles in switch- construction will be required to complete and mg . movements between those yards, while the supplement the present facilities. proposed mileage consists entirely of transfer Prospective Savings in Car Movements movements. The costs per car mile (a) in Within the terminal district embraced by the r ° ad trains ; ( b ) in P resent switching move- group yards, the railroads handled loaded ments ; and (c) in the proposed transfer move- freight cars a total of 1,871,920 car miles dur- ments are not directly comparable. Cost rec- ing October, 1920, not including the mileage ords of the Terminal Railroad Association of retrograde and switchback movements at have not been so kept that the cost per car interchange tracks and yards. mile of present switching movements can be The same business if handled via the pro- determined without a careful cost study; it 140 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS is not known what the cost per car mile of the proposed transfer movements will be ; there- fore the saving in car miles cannot be stated in money. There would also be saved the classification of 60,000 cars in Madison Yard, 40,000 cars in Terminal Yard, and 50,000 cars in Wiggins Yard, total 150,000 cars per month, counted once only. If counted both in and out accord- ing to usual railroad practice, the saving amounts to 300,000 cars per month. The savings in car mileage and in the num- ber of cars classified are not the only sav- ings that would result from the proposed plan. Many other savings that would follow are dis- cussed in detail in the chapter of this report entitled "Unification of Railroad Terminals." These savings include the elimination of num- erous car inspections in connection with the present interchange system and the elimina- tion of empty engine mileage, a very expensive matter at the present time. There would be an opportunity for great economy in having a well-organized car repair department and shops at each group yard to supersede the present wasteful practice of each railroad having to maintain individual facili- ties. The Committee recognizes that it is not pos- sible, nor does it seem necessary, to finally de- termine all details of the grouping of rail- roads in outer yards, the particular railroads in each group, the designs of the yards, the transfer routes for each movement, etc., as those details can only be worked out after careful study by the representatives of the rail- roads involved. Many alternatives are possible. The Illinois Central might find some advantage, which might also be of advantage to other railroads in East St. Louis, in keeping its north and south through freight entirely outside of East St. Louis, by diverting it over an outer belt between Edwardsville and Belleville ; the C. B. & Q. might also benefit itself and the en- tire situation by diverting its through freight over an outer belt line between O'Fallon and East Alton. Railroads north of the B. & O. might detour M. K. & T. and C. B. & Q. (west) interchange via the Illinois Terminal and Alton Bridge. The Missouri Pacific and St. L.-S. F. might find some advantage in detouring a portion of their freight south of St. Louis, crossing the Mississippi River at Ivory. The grouping of railroads in yards, proposed in this report, may not be the last word on this feature. The St. L.-S. W. and M. & O. might use Yard No. 4 or Yard No. 5. Railroads on one side of the river might operate road trains in and out of yards on the other side. For ex- ample, any east side road doing sufficient daily interchange with the roads using Yard No. 6 in North St. Louis, might save consid- erable extra handling and delay by operating certain trains in and out of that yard and similarly in other cases in much the same way that the C. & E. I., an east side road, operates in and out of the St. L.-S. F. Yard in St. Louis. The Committee recommends that the rail- roads appoint an "Outer Group Yard and Transfer" Committee, consisting of repre- sentatives of all the railroads, to work out the details, to the end that the present system may be superseded by the new and improved system as soon as possible. TEAM TRACKS The car capacity of team tracks and average daily number of carloads handled to and from team tracks in October, 1920, was as follows: Car Daily No. Capacity of Cars St. Louis and West Side 3,599 776 East St. Louis and East Side 1,369 137 Railroad officials usually consider team track facilities adequate when their capacity in any location is two to three times the daily number of cars handled to and from team tracks in that location. Some railroads consider two times sufficient because the free time is forty-eight hours and the number of cars occupying team tracks longer than that average with those unloaded in one day or less. On the above basis the number of cars that can be handled on team tracks on both sides cf the river would appear to be as follows: Two Three Car Days Days Capacity Per Car Per Car St. Louis and West Side. . . . 3,599 1,800 1,200 East St. Louis and East Side 1,369 685 456 On the same basis the car capacity that would be required to handle the business in October, 1920, would appear to be as follows : Two Three Daily No. Days Days of Cars Per Car Per Car St. Louis and West Side. ... 776 1,552 2,328 East St. Louis and East Side 137 274 411 At first glance it would appear that the pres- ent team track capacity is excessive and TABLE XVIII— TEAM TRACK West Side. FACILITIES AND AVERAGE NUMBER OF CARS HANDLED Road C. B. & O... C. R. I. &P. I. T. S L. & N Car Capacity 388 102 40 30 MFRS 365 M. K. & T 42 Mo. Pac 595 Pennsylvania 50 St. L.-S. F 154 St. L.-S. W 54 T. R. R. A 1,558 Wabash— W 221 DAILY, OCTOBER, 1920. Daily No. of Cars to Team Tracks 70 2 12 180 12 102 20 27 2 300 49 Total 3,599 776 Road A. & S B. & O C. & A C. B. & Q.— E. C. C. C. & St. L. C. P. & St. L E. St. L. & Sub. I- C I.T. S - L. & N M. & O East Side. Car Capacity 25 148 43 62 126 51 41 140 69 96 44 Pennsylvania 143 St. L. T. & E Southern T. R. R. A T. St. L. & W. 14 98 104 50 Wabash— E 115 Daily No. of Cars to Team Tracks 2 5 10 14 15 9 13 10 30 18 5 6 Total 1,369 137 Car capacity given above relates to 40-ft. cars. Report of Municipal Bridge and Terminal Commission July 6, 1906, reported team track capacity based on 36-ft. cars as follows : All Railroads in East St. Louis, except Terminal Railroad Association, 1,517 car lengths. Terminal Railroad Association in St. Louis, 1,600 car lengths. 141 O PRESENT TEAM TRACKS IN ST.LOUIS, EAST ST. L0UI5 RAILROAD TERMINALS RAILROAD MAP ST. LOUIS, MO- EAST ST. LOUIS, ILL. AND ADJACENT TERRITORY '1921 SCALE PREPARED TOD. ENGINEERS COMMITTEE INVESTIGATING STL0UIS-EA5T ST LOUIS RAILROAD TEDMINALS C E. SMITH & CO. CONSULTING ENGINEERS Fig. 72 — Team Track Locations. 142 TEAM TRACKS 143 the team tracks are sufficient to handle more than the present business. These are average figures, however, and they throw no light on the adequacy of team tracks in detail. To secure the performance indicated by the average figures would require the team track- business to be distributed evenly over all team tracks, and equally on every day of the year. Manifestly this is impossible. In report dated July 6, 1906, the Municipal Bridge and Terminals Commission reported that the total team track room of the Terminal Railroad Association in St. Louis, which was stated as 1,600 cars, was then practically the same as ten years before, and should be doubled to handle the business of the immediate future satisfactorily. The team track room of the Terminal Railroad Association in St. Louis in 1920 was 1,394 cars, a decrease instead of an increase due primarily to the withdrawal of tracks near the Union Station from team track service and using them for passenger train cars. NO. OF CARS o I 1 I § I 1 i ! B.8.O. is 3 C.& A. 4 CB.&Q "*■-]■■'■ p |-^i CAE.1.-R.I. = S , C.C.C&STLbsi CRJrST-Lfe! I«C. '"zna L. &N Isfei MfRS «||H|^^g M.K.aT. bi MO PA<" "Iit. — , i ■■, M &0 fei P.C.C.8.5T.Li S2za STL. S.F. izza 5T.L.S.W. zi sou iL T.R.R.A. W55*!!!s332£Z32"23: ■\ ■ "S ■"-■■ ■ V" ' ' ■ <"' " ■ ' 'T' TSTL&W.i WA& . p^T-r rr-TT IHBBLAH!) OH KRdlGHT Y/MWWA CAK CAPACITY Ot-" TEAM TKACKS CAR CAPACITY OF TEAM TRACKS and AVERASE NUMBER OF CARLOADS TO AND FROM TEAM TRACKS EACH DAY OCTOBER 1920 Fig. 73 — Capacity and Use of Team Tracks. TABLE XIX— TEAM TRACK LOCATIONS IN ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS, 1921. No. Total Car Width of Location of Tracks Capacity Driveway Alton and Southern Railroad: East St. Louis — Bentley and Bond Avenue 1 5 East St. Louis — Bentley and Broadway 1 7 East St. Louis — Forty-second and State Streets 2 9 Bunkum Road 1 4 Total car capacity 25 Baltimore & Ohio Railroad: East St. Louis— Freight Station 6 94 18 54 18 Total car capacity 148 Chicago & Alton Railroad: East St. Louis— Freight Station 4 30 25 1 13 40 Total car capacity — 43 Chicago, Burlington & Quincy Railroad: East St. Louis— Freight Station 4 62 25 St. Louis— Second and Franklin 8 97 20 St. Louis— Mullanphy to Tyler 21 291 20 Total car capacity 450 Cleveland, Cincinnati, Chicago & St. Louis Railway: East St. Louis— Freight Station 6 118 30 East St. Louis— Relay Depot 1 8 35 Total car capacity 126 Kind of Driveway Unpaved Unpaved Unpaved Unpaved Paved Unpaved Paved Paved Paved Paved Paved Paved Unpaved 144 TEAM TRACKS No. Location of Tracks Chicago, Peoria & St. Louis Railroad: East St. Louis — Freight Station 3 Chicago, Rock Island & Pacific Railway: Brooklyn Street and Broadway 8 Used also by St. L.-S. F. and C. & E. I. East St. Louis & Suburban Railroad: East St. Louis — Twenty-first and State 3 East St. Louis — Twenty-fourth Street 1 East St. Louis — Twenty-ninth Street 1 East St. Louis — Seventy-fifth Street 1 Total car capacity Illinois Central Railway: East St. Louis — Freight Station 7 Illinois Traction System: St. Louis — Freight Station 1 St. Louis — Ninth and Salisbury 4 St. Louis — Second and Salisbury 2 Venice — Broadway and Main 1 Madison — Broadway and Market 3 Granite City — Seventeenth and Madison 1 Granite City — Twentieth and A Streets 1 Total car capacity Louisville & Nashville Railroad: East St. Louis — Freight Station 3 East St. Louis— John Street 1 East St. Louis — Missouri Avenue 1 East St. Louis — Third Street 1 St. Louis — Freight Station 2 Total car capacity Manufacturers' Railway: St. Louis — Second and LaSalle Streets 1 St. Louis — Second and Convent Streets 1 St. Louis — Merchant Street 1 St. Louis — Second and Rutger Streets 3 St. Louis — Broadway and Miller Street 5 St. Louis — Second and Barry Streets 1 St. Louis — Second and Trudeau Streets 2 St. Louis — Second and Utah Streets 1 St. Louis — Second and Zepp Streets 1 St. Louis — Ninth and Dorcas Streets 9 St. Louis — Eleventh and Lynch Streets 2 St. Louis — Second and Barton Streets 2 St. Louis — Second and Louisa Streets ] St. Louis — Second and Dorcas Streets 4 St. Louis — Broadway and Pestalozzi Street 7 St. Louis — Second and Arsenal Streets 9 Total car capacity Missouri, Kansas & Texas Railway: St. Louis— Freight Station 2 1 Total car capacity Missouri Pacific Railway: St. Louis — Seventh Street Freight Station 6 St. Louis — Gratiot — Fourteenth to Fifteenth Street.. 4 St. Louis — Gratiot — Twenty-third Street 4 St. Louis — Gratiot — Spring Avenue 2 St. Louis — Manchester and Macklind Avenues 1 Maplewood — Sutton and Water Avenues 2 St. Louis— Biddle Street Freight Station 6 Total Car Width of Kind of Capacity Driveway Driveway 51 35 Unpaved 102 25 Paved 20 3 9 9 20 Unpaved Unpaved Unpaved Unpaved 41 140 109 126 365 28 14 42 25 20 43 Paved 4 . . . Paved 6 5 Unpaved 30 15 Unpaved 2 . . . Unpaved 7 15 Unpaved 10 15 Unpaved 50 15 Unpaved 65 27 Paved 3 Unpaved 13 40 Unpaved 15 60 Unpaved 30 22 Paved 5 12 Unpaved 7 12 Unpaved 6 30 Unpaved 21 12 Unpaved 48 45 Paved 3 12 Unpaved 9 12 Unpaved 7 12 Unpaved 4 28 Unpaved 44 20 Paved 8 15 Paved 9 20 Unpaved 3 12 Unpaved 37 25 Paved 45 20 Paved 109 15 Paved Paved Paved 75 30 Paved 30 20 Paved 30 30 Paved 20 24 Unpaved 100 18 Paved 18 25 Unpaved 38 20 Paved TEAM TRACKS 145 No. Location of Tracks St. Louis — Gratiot Street Freight Station 14 St. Louis — Kosciusko and Miller Streets 6 St. Louis — Kosciusko and Victor Streets 5 St. Louis — Broadway and Robert Street 3 St. Louis — Broadway Station — Tesson Street 1 Total car capacity Mobile & Ohio Railroad: East St. Louis — Freight Station 2 Pennsylvania Railroad: East St. Louis — Freight Station 10 St. Louis — Freight Station 3 Total car capacity St. Louis-San Francisco Railway: St. Louis — Seventh Street Freight Station 5 St. Louis — Gratiot Street 1 St. Louis — Knox Avenue 1 St. Louis — Kingshighway 1 St. Louis — Macklind Avenue 1 St. Louis — Tower Grove 2 St. Louis — Spring Avenue 2 St. Louis — Broadway Freight Station 3 Total car capacity St. Louis Southwestern Railway: St. Louis — Freight Station 7 St. Louis Troy & Eastern Railroad: East St. Louis — St. Clair Avenue 1 Southern Railway: East St. Louis — Broadway Freight Station 1 East St. Louis — Sixth Street Freight Station 3 East St. Louis — Piggott Avenue 1 East St. Louis — Fifteenth Street 1 East St. Louis — Illinois Avenue 1 East St. Louis — St. Clair Avenue 1 East St. Louis — State Street 1 Brooklyn — Second Street 1 Total car capacity Terminal Railroad Association: St. Louis — Bremen Avenue 4 St. Louis — Branch Street 8 St. Louis— North Market Street 11 St. Louis — Tyler and Brooklyn Streets 18 St. Louis — Florida Street 6 St. Louis — O'Fallon Street 5 St. Louis— Biddle Street 10 St. Louis — Carr Street 7 St. Louis — Chouteau Avenue (Wiggins) 4 St. Louis— Miller Street (Wiggins) 1 St. Louis — Lesperance Street (Wiggins) 2 St. Louis— Barton Street (Wiggins) 4 St. Louis — Victor Street (Wiggins) 1 St. Louis — Dorcas Street (Wiggins) 4 St. Louis— Eighth and Gratiot Streets 14 St. Louis — Tenth Street 2 St. Louis — Sixteenth Street 16 St. Louis — Twenty-second Street 5 St. Louis— Ladue Road (Belt) 1 St. Louis — Spring Avenue (Belt) 2 St. Louis — Easton Avenue (Belt) 5 St. Louis — Union Avenue (Belt) 3 St. Louis — Florissant Avenue ( Belt ) 4 St. Louis — Antelope Street (Belt) 3 Total Car Width of Kind of Capacity Driveway Driveway 130 35 Paved 92 30 Unpaved 38 30 Unpaved 18 Unpaved 6 25 Unpaved 595 44 143 50 193 154 54 14 98 30 30 35 30 Unpaved Paved Paved 40 27 Paved 15 Unpaved 17 25 Unpaved 3 30 Unpaved 20 30 Unpaved 15 30 Paved 21 25 Paved 23 20 Paved Paved Unpaved 6 30 Paved 42 32 Unpaved 12 15 Unpaved 4 15 Unpaved 7 15 Unpaved 13 15 Unpaved 12 15 Unpaved 2 15 Unpaved 32 25 Unpaved 98 25 Paved 102 20 Paved 328 25 Paved 42 25 Paved 40 20 Paved 41 25 Paved 39 25 Paved 30 15 Unpaved 25 15 Paved 58 15 Unpaved 47 15 Unpaved 13 15 Unpaved 36 20 Paved 211 25 Paved 36 25 Paved 164 25 Paved 22 20 Unpaved 11 Unpaved 10 Unpaved 49 25 Unpaved 56 25 Paved 37 25 Unpaved 12 40 Unpaved 146 TEAM TRACKS Location St. Louis — North Grand Avenue (Belt) . Granite City — Nineteenth Street Granite City — Niedringhaus Avenue.... Madison — Third to Seventh Streets East St. Louis— State Street (Belt) East St. Louis — Relay Depot Prairie Du Pont ( Wiggins) Total car capacity. Toledo, St. Louis i East St. Louis- : Western Railroad: -Freight Station Wabash Railway: St. Louis— North Market Street St. Louis — Franklin to Carr Street. East St. Louis — Freight Station No. of Tracks Total Car Capacity Width of Driveway Kind of Driveway 3 19 15 12 10 15 49 3 20 30 25 25 Paved Unpaved Unpaved Paved Paved Unpaved Unpaved 1,662 2 50 20 Paved 5 5 4 140 81 115 30 20 28 Paved Paved Paved Total car capacity. 336 SUMMARY. St. Louis 1,558 car lengths on Terminal Railroad Association St. Louis 2,041 car lengths on other railroads East St. Louis and East Side 104 car lengths on Terminal Railroad Association East St. Louis and East Side 1,265 car lengths on other railroads Grand total 4,968 As a matter of fact team track facilities are excessive in some instances as the team tracks of the C. B. & 0. at Mound street, Team track facilities and service are inadequate in other instances (particularly the St. Louis team tracks of the Terminal Railroad Association), by reason of: 1. Team track facilities of individual rail- roads not being available to the business of other railroads ; 2. Team track facilities of individual rail- roads and of the Terminal Railroad Associa- tion not being distributed throughout the City in the same proportions as the business ; 3. Sudden and temporary increase in the business of a shipper by reason of buying or selling at one time an unusually large num- ber of carloads, and slow unloading of cars ; 4. Delay in the Terminal Railroad Associa- tion's handling of cars between individual rail- roads and team tracks ; 5. Driveways too narrow, unpaved or poorly paved, and difficult of access. The first deficiency can be corrected by the construction of additional team tracks for the business of all railroads. The present team tracks of the Terminal Railroad Association, the Alton & Southern Railroad and the Manufac- turers' Railway are open to the business of all railroads, which is not the case with team tracks of other railroads. The situation can be adequately met, how- ever, by the Terminal Railroad Association building team tracks at points where needed on other lines or by acquiring present team tracks of other lines for that purpose where they are adequate for the business of the owning rail- road and the additional business of the Ter- minal Railroad Association. The Terminal Railroad Association's team tracks are heavily used, not only by the traffic of east side lines, many of which have no team tracks of their own in St. Louis, but also to a considerable extent, by the traffic of west side lines, which have their own team tracks in St. Louis. On the east side the Alton & Southern and the Terminal Railroad Association lines are well distributed and team tracks may be built on their lines as needed from time to time. The same is true along the Terminal Railroad As- sociation lines on the St. Louis river front from Arsenal street to the M. K. & T. Yard and around the Outer Belt to Page avenue, but the Terminal Railroad Association has no lines south of Arsenal street, nor west of Grand ave- nue. It appears that the first inadequacy can be improved by the Terminal Railroad Associa- tion building team tracks along the following lines : TEAM TRACKS 147 Number or Cars o 5 /////////777, V77/r C.&E.I CR-i.ctH. No desk noted ho d tracks C.C.C&5TI Gram Qrotn , Groin Products Autos, Lumber, Cool, Fruit .Vegetables C.P.&5T.LS Grain . Lumber I.C Grain Coaj Various Cool .Lumber. L.&N. Lumber, Hoij, 5crop Iron ., Gram M-K&T. MO.PAC. 777ZZZZZZZZZZ V///////////ZKI Hon » Qroin M8cO. Lumber P.C.CttSTLto— fill kinds 5T.L.-5.F _ Various, Ties Lumber - ST.LS.W.iidb Lumb umber Lumber 5crop Iron sou TRR.A. 77ZZZZZZZZZZZ H QL) T.ST.LUN 5 Tzzzm Lumber 5pelter Cool.tmptij Tanks WABASH vzzzzm I roin . Hau .Lumber IfolfcuMeol Nnrrwil „ xzzzzir. j Cars Occupy ma Track Doilu ^" CapociVu NOTE'. YARO TRACKS ARE USED FOR "HOLD WHEN REQUIRED. Fig. 75 — Capacity and Use of Hold Tracks. the river and to save time for the consignee, to turn it over to the Terminal Railroad Asso- representatives of East Side railroads fre- ciation. quently call up St. Louis consignees, advise When the consignee is in a hurry for his of the arrival of a shipment, and offer either shipment he often decides to have the car to set it on a team track on the east side or set on the team track of the eastern road that 150 TEAM TRACKS brought it in and he hauls the goods across the river. This practice has aggrieved many shippers ; while they were given their choice they real- ize they have chosen the lesser of two evils, and they feel that the greater evil of delay for delivery in St. Louis should not exist; they want it corrected. This condition can be materially improved by the change in the methods of handling car- load business recommended in this report and by the proper location and capacity of team tracks. It should not be necessary to comment on the fifth inadequacy. Driveways should be made wide enough and well paved. They should be readily accessible to and from public streets. The Committee recommends that in addi- tion to locations suggested above for addi- tional team tracks, an intensive study be made of business handled over team tracks for a year of heavy business, such as November, 1919, to October, 1920, inclusive, noting par- ticular!}/ the origin and destination of team track freight within the St. Louis-East St. Louis District, that the proper location and capacity of team tracks be determined from that study, and that thereafter the necessary team tracks be built as quickly as practicable in the proper locations. Needless to say, a prime consideration in the location of team tracks in future should be the keeping out of the congested districts business that can be handled outside. Team track business readily lends itself to proper distribution from the standpoint of the rail- road, the public and the shipper. L. C. L. FREIGHT It is frequently contended that the cost of handling- freight in the terminals of large cit- ies equals the cost of many miles of road haul of the same freight. It is consequently neces- sary to reduce to a minimum the time and the cost of the handling of freight, including less than carload merchandise, through the ter- minals. Less than carload freight is divided into two general classes as it affects the terminal situa- tion : (a) Local 1. c. 1. freight is that freight which originates in or is destined to the local terminal. (b) Connecting line 1. c. 1. freight is that which comes into a terminal over one road and departs over another for destination beyond the terminal. The methods of handling 1. c. 1. freight may be grouped in general as follows : (a) Individual freight stations on the tracks of the carrier which performs the road haul to and from which freight is delivered by drays or under special circumstances by trap cars. Only freight for, or that handled by, the rail- road operating a freight house, may be han- dled through it. (b) L T niversal on-track freight stations which may be so located that they have to be served largely by trap cars, or so located to be served direct by the individual road haul com- panies. Through these houses freight to or from any of the railroads entering a terminal may be delivered. (c) Universal off-track freight stations through which freight to or from any railroad entering the terminal may be delivered. (d) Various combinations of "a," "b" and "c." In the St. Louis-East St. Louis District less than carload freight is handled by twenty railroads in twenty-five 1. c. 1. railroad freight stations, some of which are located in St. Louis and others in East St. Louis. All the west side lines and four east side lines have freight stations only in St. Louis. Four east side lines have freight stations in both cities. Nine east side lines have no freight stations in St. Louis. They handle 1. c. 1. freight in stations at the ends of their lines on the East St. Louis river front and in off-track stations in St. Louis. This latter is true of the four east side lines having freight houses on both sides of the river. The east side lines that have freight stations in East St. Louis absorb a portion of the charges of transfer companies for draying St. Louis freight across the river, and for handling through the off-track freight stations of trans- fer companies, should the shipper elect to use them. Such stations are really the St. Louis freight stations of the east side lines. The Manufacturers Railway, the Alton & Southern, the East St. Louis Junction, the Wiggins Ferry Company, the St. Louis Mer- chants Bridg-e Terminal Railway, the Litch- field & Madison Railway, the St. Louis, Troy & Eastern Railroad, the St. Louis and O'Fal- lon Railway, and the St. Louis and Ohio River Railroad do not have any 1. c. 1. freight sta- tions. The individual on-track freight stations of the various companies are listed below: The Missouri Pacific has three 1. c. 1. freight stations in St. Louis, two on its own tracks and one which is reached over the tracks of the Merchants Bridge Terminal. The Wabash and the Chicago, Burlington & Ouincy have 1. c. 1. freight stations reached by their own tracks in St. Louis and in East St. Louis. The St. Louis-San Francisco Railway, -the Missouri, Kansas & Texas Railway, the Chi- cago & Eastern Illinois, the Chicago, Rock Island & Pacific and the St. Louis Southwest- ern Railway reach their local freight stations in St. Louis over the tracks of the Merchants 151 Fig. 76— Joint C. R. I. & P., C. & E. I. and St. L.-S. F. Freight Station, North St. Louis. -■^TKF - • - Fig. 77— C. B. & Q. Freight Station, North St. Louis. 152 Fig. 78 — Penn. Freight Station, East St. Louis. Fig. 79— C. & A. Freigh^tation, East St / 54 L. C. L. FREIGHT 155 Bridge Terminal, and in the case of the Sev- enth Street Station of the St. Louis-San Fran- cisco, over the tracks of the Terminal Railroad Association. The Illinois Traction System has a 1. c. 1. freight station reached by its own tracks in St. Louis. The Pennsylvania and the Louisville & Nashville have 1. c. 1. freight houses in both East St. Louis and St. Louis, the east side houses are reached by their own tracks and the west side houses over the tracks of the Merchants Bridge Terminal. The Baltimore & Ohio, the Chicago & Alton, the Cleveland, Cincinnati, Chicago & St. Louis, the Chicago, Peoria & St. Louis, the East St. Louis & Suburban, the Illinois Cen- tral, the Mobile & Ohio, the Southern and the Toledo, St. Louis & Western have no freight stations in St. Louis, but have freight sta- tions in East St. Louis reached by their own tracks. The Terminal Railroad Association has a universal 1. c. 1. freight station in St. Louis, and the Cupples Company, which owns a group of industrial and commercial buildings, TABLE XX-STATEMENT SHOWING RAILROAD FREIGHT HOUSES IN ST. LOUIS AND EAST ST. LOUIS West Side Railroads Having Houses Only in East Side Ralroads 1 Having Houses Only in East St. Louis. vSt. Louis. Chicago, Rock Island & Pacific, o Baltimore & Ohio, — J, Missouri, Kansas & Texas, 4 Chicago & Alton, ° St. Louis-San Francisco. f # Chicago, Peoria & St. Louis, West Side Railroads Having Houses Only in Cleveland Cincinnati, Chicago & St. Louis.- East St Louis East St. Louis & Suburban, vr onp Illinois Central, — Mobile & Ohio, Railroads Having Lines on Both Sides of River Southern, and Freight Houses Only in St. Louis. Toledo, St. Louis & Western. — Missouri Pacific. •+■ _ _. , „ ., . TT . TT <-.,.« East Side Railroads Having Houses Only in St. Railroads With Lines and Freight Houses on Louis. Both Sides of River. Chicago & Eastern Illinois,*- - Chicago, Burlington & Quincy, o * St. Louis-Southwestern, Wabash, o Illinois Traction System. Terminal Companies Having Freight Houses in East Side Railroads Having Houses on Both St. Louis. Sides of River. Cupples Company, Pennsylvania, -- Terminal Railroad Association of St. Louis. ' Louisville & Nashville-. i TABLE XXI— STATEMENT SHOWING TONS OF LOCAL AND CONNECTING LINE L. C. L. FREIGHT HANDLED BY EACH ROAD DURING WEEK OF OCTOBER 18TH TO 23RD, 1920. Local Freight Connecting Line Freight Inbound Outbound Inbound Outbound Total Freight Per Cent Per Cent Per Cent Per Cent Per Cent Roads Tons of Total Tons of Total Tons of Total Tons of Total Tons of Total £■ f 326 4.3 670 3.2 661 9.5 153 2.2 1,810 4.3 ^- « A 511 6.8 S20 2.5 282 4.0 141 2.0 1,454 3.5 £-. B- & Q 566 7.5 2,084 10.1 356 5.1 468 6.7 3,475 8.2 C-^E.1 267 3.5 295 1.4 124 1.8 103 1.5 789 1.9 C., C, C. & St. L 971 12.9 800 3.9 944 13.6 130 1.9 2,S45 6.8 C. P. & St. L 113 1.5 80 0.4 69 1.0 63 0.9 326 0.8 C., R. I. & P 126 1.7 545 2.6 61 0.9 266 3.8 998 2.4 E. St. L. & Sub 60 0.8 281 1 4 .... .. 341 0.8 I- C 443 5.9 1,957 9.5 277 4.0 224 3.2 2,901 6.9 I- T. S 148 2.0 675 3.3 8 0.1 1 832 2.0 L. & N 202 2.7 946 4.6 293 4.2 125 1.8 1,566 3.7 M., K. & T 70 0.9 869 4.2 161 2.3 927 13.3 2,027 4.8 Mo. Pac 347 4.6 3,108 15.1 592 8.5 2,028 29.1 6,075 14.4 • M. & 169 2.2 842 4.1 131 1.9 118 1.7 1,260 2.9 Penn 366 4.9 877 4.3 981 14.2 170 2.4 2,394 5.8 St. L. & S. F 226 3.0 2,220 10.7 204 2.9 806 11.5 3,456 8.2 St. L. S. W 60 0.8 795 3.9 58 0.8 456 6.6 1,369 3.2 Southern 315 4.2 560 2.7 447 6.4 115 1.7 1,437 3.4 T., St. L & W 254 3.4 171 0.8 302 4.3 26 0.4 753 1.8 Wabash 1,995 26.4 . 2,339 11.3 1,016 14.5 647 9.3 5,997 14.2 Total 7,535 100.0 20,634 100.0 6,967 100.0 6,967 100.0 42,103 100.0 OP 6,TSF 156 L. C. L. FREIGHT has provided railroad tracks, platforms, ele- vators and other facilities for handling 1. c. 1. freight for its tenants and any others who choose to avail themselves of the facilities. This is recognized by the railroads as a uni- versal freight station. Off'track universal freight stations are pro- vided as follows : One in East St. Louis by MacMahon Transfer' Company, One in East St. Louis by Columbia Ter- minals Company, Eight in St. Louis by Columbia Terminals Company, Two in St. Louis by Fidelity Transfer Company, One in St. Louis by Central Transfer Company. Study of Origin and Destination of L. C. L. Freight The Committee made a study of all 1. c. 1. freight handled into, out of, and through the St. Louis-East St. Louis terminals during the week of October 18-23, 1920. This was done by copying from the dray tickets the name of every shipper, the weight of the shipment, and how the shipment was handled between the shipper and the freight house. More than 200,000 shipments were copied from the rec- ords in the railroad freight houses by clerks working under the direction of the Committee. The terminal district was then divided into about 120 zones and the in and outbound freight of each railroad was allocated to the zone in which the shipper was located. The information is shown on a key map showing /,7 the outlines of the zones, a map showing the and a table showing the number of tons of freight passing through each freight house, both inbound and outbound, which accompany this report. Another map and table were made showing the same information for the entire district divided into thirty-five larger zones, and still another map and table for only eight zones. ^total number of tons in and out of each zone This study showed the 1. c. 1. freight busi- ness during the week of October 18-23, 1920, distributed over the district about as follows : Whole East Side, 1,757 tons — 6.3 per cent. St. Louis River to Eighteenth street, Tyler street to Chouteau avenue, 14,659 tons — 52.5 per cent. Eighteenth street to Jefferson avenue, Salis- bury street to Russell avenue, 4,736 tons — 17 per cent. Jefferson avenue to Grand avenue, Taylor avenue to Chippewa street, 2,720 tons — 9.8 per cent. Northwest Industrial District, 894 tons— 3.2 per cent. Central West Industrial District, 2,080 tons ■ — 7.5 per cent. Remainder of North St. Louis, 461 tons — 1.7 per cent. Remainder of South St. Louis, 564 tons — 2.0 per cent. The most intensive areas were indicated as follows : 1. Washington avenue, including Lucas and St. Charles, Third to Eighteenth street. 2. Cupples Station group, Seventh to Twelfth streets, Spruce to Poplar streets. 3. Fourth street to Eighth street, north to Cass and south to Walnut street. 4. Third street to river from Washington avenue to Chouteau avenue. 5. Ninth street to Twelfth street, Locust street to Spruce street. During that week the amount of 1. c. 1. freight handled at the railroad freight houses was as follows : Tons. St. Louis freight houses — inbound 4,089 St. Louis freight houses — outbound 12,932 East St. Louis freight houses — inbound 3,446 East St. Louis freight houses — outbound 7,702 Total local 1. c. 1. freight , 28,169 Connecting line 1. c. 1. freight — in 6,967 Connecting line 1. c. 1. freight — out 6.967 Total 1. c. 1. freight through all rail- road freight houses' one week 42,105 Average about 7,000 tons per day. For comparative purposes it is interesting to note the volume of 1. c. 1. handled at Chi- cago, which is about as follows : Tons Per Day. Inbound 13,000 Outbound 19,000 32,000 The study indicates that by far the major portion of 1. c. 1. freight originates in or is des- tined to the so-called downtown or central ,.,„ p YXII— AMOUNT \M> DISTRIBUTION BY ZONES OF LOCAL L. C. L. FREIGHT 1AB1.J1 a HANDLED AT EAC H FREIGHT HOUSE— WEEK OF OCT. 1S-23, 1920. AMOUNT AND DISTRIBUTION OF LOCAL L.C.L FREIGHT FOR ONE WEEK- 0CT.Io«W?0- IN TONS NOTE ' IN " FREIGHT BROUGHT IN BT R»U-ROP>D£. OUT-FREIGHT TPKEN OUT BT RfllLROHOS J 0U5E5 FOB LOC aTION of ■"• EAST ST. L.O' "=■ i-'RBGHT H0U5E.S PREPP.REB FOR ENGINEERS COMMITTEE. INVESTIGATING ST.L.OUI5-ER5T 5T.L0UI5 RfilLROflD TERMINALS TABLE XXIII -AMOUNT AND DISTRIBUTION OF LOCAL L. C. L. FREIGHT FOR ONE WEEK, OCTOBER 1823. 192Q, IX TONS Note: In — Freight brought in by railroads. Out — Freight taken out by railroads. ST. LOUIS FREIGHT HOUSES For location of zones, see Key-Map. EAST ST. LOUIS FREIGHT HOUSES I C.&E.I. C.B.& C.K.I. &H r I. W I In |Out| In IQutl In [Oul| In | Qui I, l| 1 » , .,!'-,. ii, , " i i.: ..i.i 521 397 L.&N. M.K.&T. Mo Mo. Pac. In |Out| In |Out| In | Out| In | Out 136| 210| 36| «21| UK| 717| 19411127 Penn. In |Out| In |Out| In |()ut| In I Out |1063| 198| 14,.| 214I1264| | SS7 In IQutl In |Out| In I Out| In I Out 7081 2294 1110 473 1117 156 226 48| 763|1S38|1962I | 77|386l 1 12.45: B.&O. C.&A. C.B.& Q.-E. In |Out| In IQutl In I Out| In I Out 303| 609| 426| 464| J | 1| 914| 698 L.&N. M.&O. W»b»sh (East) In | tluil In IQutl In | Out| In | Qui 7| 68| 333|1779| 36| 657| 124| 750 hi |Qm| In IQutl In IQutl In | Out I34| 656| 339| 492| 223| I48| 2| 246 III IQutl In IQutl In | On >,,!,, .;•,.. in..,'.; 1246 ii" . |0 IMS 1".. '.s IS.1 741 541 422 1653 I I 1 I'll 2711 IS? 181 383 in] I '"I l'IU'i|i„-..,-|(,Sl.ll||u. 'S4 ..| 3| 10| 42| 6| 39| 19| 98 101 17| 11| 28| | 8| 87| 360 20| S| 75| 17f'| 2'i| 23| 6,s| 12| 61| 22| -'->! 44| 65 8| 51| 435| «75| 522| 1235 .. .. .... I I ..... ':■,'! .'S',| ', ',.i 1 "■"■ 1 I 'l| ' ', 1441 ....." I li, I 2I3| 66| K',31 l-'4| 756| 21311221 ,.|I076| 1981 146| 226|1308| I 897 S8| 7sll|lij49|1990| | 85|3948|12.S17 31»| 664| 500| 523| 15| 63| 974| 803 7o| 428|1949| 65| 7I2| 164| S44 157| 724| 351| 553| 44S| I70| 46| 311 |.4| 'Nil 11.141 .,.' '|: IS '| '0.4S" AMOUNT AND DISTRIBUTION OF LOCAL L. C. L. FREIGHT FOR ONE WEEK. OCTOBER 18-23, 1920, IN TONS, Note: In — Freight brought in by railroads. Out— Freight taken out by railroads. ST. LOUIS FREIGHT HOUSES For location of zones, see Key-Map. EAST ST. LOUIS FREIGHT HOUSES Prt. H«c». Zones ('..MCI. 1 C.B.& | Q-W. |C.S.I.StF IIS. L.&N. 1 M.K.&T |Mo. Pac. | 7th St. Mo. Pac. Gratiot Mo. Pac. Biddle Penn. |St.L.S.F.|St.L.S.F. | 7th St. | Bdwy. S.S.W. | Wabash 1 N. Mkt. 1 Total 1 (West) |St. Dock| W. Side j B.&O. C.&A. I C.B.& I C.C.C.& | Q.-E. | St.L. C.P.& St.L. i.e. L.&N. M.&O. Penn. Sou. T.St.L. &W. Wabash .I.i'" i: St. i. & Sub. Tot»l 1' Side Total »•.,.. S..I, In |Out In lOull In ll„l In I Hill In |Out In , lul In |Out In 1 Out In |Out In IQutl In |Out| In I Out In |Out| In |Ont| In |Out| In I Out In |Out In Out! In |Out| In I Out In Out In |Out In |Out In Qui In |Out| It i lul In flu. In | ()„l 1.. 1 In |Out 1.. | Hill s 6 li . - i, i i . 2 1 25 II 12 4 20 1 ■■ 4 5 13 4 1 1 2" 2 31 2 20 27S 47', II. ,,7 272 71 1081 297 147 69 75 98 126 18 73 5 15 50 223 21 7 46 3 8 b 1 1 4 12 2 4 2 .1 1 9 18 s 5 14 2 13 9 15 30 3 118 186 1063 .'i.l 1.12 435 1 19 •l.'\ 1,98 22S 280 145 195 137 13 19 7 46 14 52 500 13 14 45 46 441 773 2112 132 422 1. 1 922 S89 249 148 130 l,„. ."1 'i 'i.i 7 34 21 68 396 28 8 76 3 t 7 1. 52 i 8 5 7 12 3 s 21 I, 11 li 1 1 3 30 25 .1 , 3 5 1 2 4 , 4 39 1 3 1' 73 29 4 '. 9 111 51 Jl 7 17 23 .'.. 1 1 8 "■ 3 4 ..■: ISI i.i .. 27 IN 49 ■11 ::■' ■ i 74 30 .M 14 3 6 7 5 16 17 7 6 3 7 It 10 . 15 ' 4 .1 1 3 11 • : 104 9 li .1* 4 1 If, 41 is 18 3 7 2 1-' .',. lul 14 1 . •, ■ 9 82 1 12 12 16 ; 34 11 1 22 1 3 I, 7 4 IS 5 .1 2 1 2 5 25 " i, .'4 1- 1 17 11 8 1 7 1 1 5 7 1 6 >, 6 .1 3 3 1 1 8 7. 1 18 25 1- ... 11 i |{ .11 23 29 12 27 4 1 5 f 16 i 1 II 1 18 8 10 4 8 II 2 3 7 88 ..■ I.l 8 77 In. 23 37 4 21 12 1 S 33 16 4 1 IK 21 16 10 s 5 5 1 2 1 31 124 70 7 In. 28S 5 61 1 1! 26 257 55 3 1 20 7 4 7 24 5 ■ 15 II S2 14 4 3 5 8 2 s 9 . 24 17 5 4 7 10 7 25 is 21 1 4.1 13 7 2 3 10 8 1 5 4 7 I. ■ 1.8 " 13 lis I. ,ii 160 65 3 21 10 18 122 210 4 37 107 12 56 1 1 7 .1 11 1 15 ■11 107 19 21 49 12 148 87 24 13 7 10 27 7 87 206 42 32 lf.7 35 684 I2S 76 15 38 30 35 6 12 1 18 65 7 39 .?;5 294 66 52 154 33 270 154 43 49 36 II 11 7 1 1 3 123 3 19 7 17 . 1 11 3 7 3 152 941 2030 455 290 865 220 1876 1264 485 339 1S6 254 112 26 39 8 42 11 74 1024 32 35 17 35 16 13 14 9 81 49 8 6 9 6 1 1 3 19 21 36 106 IS 43 12 68 52 9 29 11 15 12 2 2 1 9 1 8 46 14 29 42 18 9 29 5 102 20 12 13 8 13 7 3 7 4 3 38 66 17 Is "s 61 34 14 16 3 11 8 S 30 80 17 14 36 7S 333 75 3 5 13 25 22 14 17 52 111 21 12 32 20 92 57 8 1 i 27 9 9 2 1 6 13 4 3 17 9 7 6 2 3 1 1 10 5 4 3 1 9 3 1 1 1 16 48 S 3 25 5 67 49 17 15 3 8 11 1 2 5 9 123 291 46 27 154 25 244 217 92 95 33 97 25 1 1 8 1 6 129 1 9 11 2 1 1 8 2 6 57 96 43 5 16 9 94 84 25 16 23 10 28 1 1 2 5 36 1 9 3 5 8 31 31 5 2 23 23 36 108 53 20 61 11 97 72 46 29 13 7 1 1 3 1 4 49 I 1 I IS 5 6 7 13 25 12 6 15 4 4 1 24 59 91 19 11 21 9 SI 56 10 20 11 11 20 i 1 10 4 9 \; 1 26 21 1 7 25 111 23 9 10 3 44 2 8 57 102 17 9 15 13 80 47 10 33 4 5 6 1 1 25 IS 9 7 14 9 58 16 5 1 1 7 3 1 3 12 25 12 1 3 4 40 30 7 14 2 1 ' 10 3 5 1 .. 3 1 10 3 4 4 6 ll 7 1 I s 1 1 6 39 3 5 48 s 46 37 7 2 10 8 26 n,.i 294 8|, 65 150 145 841 292 102 79 i.S 9S . 20 2 34 6 18 171 7 1 270 1427 3093 6 1 1 719 422 82 9 117 131 94 25 6 24 7 1300 339 2801 1962 710 10 18 10 3 1 5 3 15 1 3 20 1 1 1 2 3 I 2 2 6 1 1 3 3 1 3 19 2 2 4 4 7 82 6 2 20 I 1 1 1 2 56 1 1 I 2 8 1 9 2 42 9 4 3 2 34 6 8 1 4 1 1 1 1 17 1 2 13 1 4 9 6 5 3 5 8 1 4 7 26 3 8 1 8 28 1 1 2 17 2 44 4 1 1 19 6 4 2 139 3 1 1 24 13 206 3 2 33 3 15 1 70 3 1 5 33 2 3 27 6 1 10 1 28 1 2 6 1 3 30 8 l 6 2.1 39 1 IS If, 1 1S24 25 2 3 1 4 27 4 3 1 M 5 7 a i 4 41 16 1 i 10 4 7 1 IS,. 1 1 2 3 8 20 1 1 1 i i 1 4 11 2 1 3 21 17 25 7 1 4 3 67 4 22 35 35 15 13 281 192 8 4 62 4 66 5 1046 i 4 7 2 24 13 26 9 2 18 35 2 4 3 16 3 6 2 1 2 1 2 i 1 4 57 26 6 9 156 112 26 92 61 21 II 8 „ 4 1 1 I 7 26 IS 1 1 25 2 1 1 2.1 s 4 47 4 3 13 11 11 3 25 41 1 8 2 22 4 1 :: 1 6 30 .11 .13 I 4 13 1 23 l 4 1 3 1 T 49 2 1 1 10 9 2 1 5 1 5 1 I 1 1 4 3 HIS 2 3 5 1 3 1 9 4 3 .". .. 54 3 1'.', 9 6 5 2 .1.1 1 108 4 .14 i l 1 1 • 4 J 5 3 16 1 196 4 7 9 3 1611 10 1 2 is S ., .15 Clippies 21 14 15 58 4 57 5 112 5 l"i 5 1 68 6 50 .in 73 35 27 1 " 30 56 2 47 1 ' !6 Is 25 I.l 'i 24 148 1541 T..l:.l W, . .i.l. ,;:,| ,M,, M ...■,.■. ii. 522 1 1 ■ I..14 I I6| .■!« .„ 821 1 is ; i7 194 11 27 . 11063 1981 1461 214112641 1 887 48| 76311838119621 | 77|38fil 112.457 31)31 609 4 2,. 464| 2| 1| 9I4| 698 87 .,s .15311779 36| 657 124 750 134 656 139 492 223 1 IS •' •if, ,„ , .., ..„,„ ,.:'„7 f.Sf.ll I9.2S4 KaM Sul. Km St. bun 1 3 I 1 I. 4 II 4 32 HI 39 1 6 35 1 191 97 5 12 44 2 10 17 11 27 8 87 326 15 13 54 57 12 52 6 13 62 58 72 8 10 1 8 50 25 170 29 48 7 40 90 21 68 10 i 55 JJ 20 2 40 3 38 7 1 Ill 11 168 58 1 777 26 6 4SS 18 1 Sim-k ynrdi 5 \i.,,i,,„„ 6 Venice 1 -' 3 I 27 lltoi.klvn 1 7 f,f, 1 7 Granite City ■ -I .1 3) -' 3 .1 ' 1 6 1 16 1 5 1 33 1 4 .:::.:....::::: i 82 I'.Hi.l East Si.h 1 3 13| 1 4 1- -' ■I 1 3 10 '-■ 61 39 191 98 1 131 1 12| 44| | 10 I0| 171 11 281 | 8| 87| 360 151 55 74 59| 13| 62| 60| 105 2(1 B 75 1711 29| 55 4,1 '.4 23 68 12 61 .'.' '-• 44| 65 8| 51 43S| 875| 5221 123S ., ,,„l I'ni.il 2K7| 'SO , '..II,,.- I 1 '1 M7 1 II (68 1361 213 ,.,. s..l 124| 756 .'11 12.". 11076 1981 1461 226113081 1 897 *S| 7811.1849 I990| | 8513948112,817 318| 664 Mill 523| 15| 63| 9741 803 HI7 76 428 1949 65| 712 164 S14 1S7| 724| 351| 553| 245 1711 46| 311 64| 280 14341767217 is 1 10,489 L. C. L. FREIGHT 157 3 * s o H o >-T CO ij CO < CO I > >< X W J m < 4*. OHO O. en CU On <» Dp, >,-o o ^ - c5 ^ O Q H O pPnt/} 2 3 *2^ u OQ Oc-"J to K P< o « HO n ra £ o£hO on vOHCo-^fOONHPoininNH I co o 0\0 K r-i -t t^ O CO 00 "t ^ ^ H H O] On OnOiOOI^OnOOOONOO 20^ ON CO «5hhNO0nM^WN CCS i-H OJ | ON w r^ro^vocNi-l-oO^crNt-^tl-uoun .CNl-i--^cO< s *JCNarot^00-)- ro CM -<3- ON ^ ^f "st r*1 .-. voH , OHf)fn»oc>aw'tuio row Oni-h^" hhMCM oo : to .-< •"-< co cm i-< co ,-» *n :^ow , + ^t" CM O] ro ^J" ! H <-ti i-H CM Tj-mrOONCOOONCMCNCO^-^O cONO^LnroONf^r^WNOO'sf^O NtrH-ttoCMnOl^OOOO rots tn^O^COiOCOO -I '.oaco H# o o -t- o d-Sg'-U^ HP* vOKNCIVO^'-iunCO'OI^'-ii^NCO W-)LOVOCO<^ONON^l-Of^lOONCOON CM i-lrt t-H CO ON'*CNicocor>.0'i-r-vOr^.'*cococo ir)inuNCOir)COts^K\OCOOCMirjN UNiOVOtNfOCOCOnOTtCNOOON CN ^^ -"-I ^ on r-i -t- r-*. ri o t^. -r co u~- o i-h o cm co CI O ^ ^ f CC N "M O - f- CMs O CM ,_ ^h ,-« CM I o<*> Or-i(MO\tM^O\OC-IOMr, t^r-^CNl COr-lfg'tW^KUNMl^OrHCOCON novooonono : co 'O (\) ^ rt rt h ,-iCNl ; CM CM *-■ I ON 4 On ^1" O] I On on ON On *-t O ■ H H I CO c° On O CO O O i-i co ro t— \o Th "^ cm ts :-Hin cMNorvi , xi-cM u ^ rr >oo :oo\ C\) Tf ^H ^H ,-, ^H ,-H ICM^-I . \Ph n 1 — I J )(4 =8 DZ . rt d rt TOO CO "S | - r <*jM« f H-=3 . . . c-w-f-ar to cJ ocJm u4SS § !S Phco m co ? ^ o 5 w O £-i to cpu j Eb "'TWimm awiiK^ii iiiiwm[WTTTnii^TiM;i m r rnnCT Pr j^-,TT E H S.CT g CLtfl JO Off P? CL (J Sp PS? cco£- J ,oi ld 8 ^£s| i 159 160 161 162 L. C. L. FREIGHT TABLE XXV— TABLE SHOWING AMOUNT OF L. C. L. FREIGHT HANDLED ACROSS MISSISSIPPI RIVER WEEK OF OCTOBER 18-23, 1920. Between Freight Houses — By Dray By Car West Side to East Side 761 271 East Side to West Side 3,518 1,090 Between Shipper and Freight Houses — West Side to East Side 8,225 1,662 East Side to West Side 433 Total 12,937 3,023 Average tons per day 2,156 504 81.1% 18.9% Total 1,032 4,608 9,887 433 15,960 2,660 100% TABLE XXVI— STATEMENT SHOWING AMOUNT AND INTENSITY OF L. C. L. FREIGHT HANDLED IN VARIOUS PARTS OF ST. LOUIS, WEEK OCTOBER 18-23, 1920 Central Business District. Tons Tons Per in One Acre Per Location. Week. Week. Third, Eighth, Lucas, St. Charles 1,041 Ninth, Twelfth, Lucas, St. Charles 704 Third, Eighth, Morgan, Carr...l,236 Thirteenth, Eighteenth, Lucas, St. Charles 901 Fourth, Eighth, Walnut, Pop- lar _ 1,372 Third, River, Washington, Chouteau 2,318 Ninth, Twelfth, Walnut, Pop- lar 1 ,179 Thirteenth, Eighteenth, Lo- cust, Market 1,163 Broadway, Eighth, Biddle, Cass 486 Ninth, Twelfth, Locust, Market 484 Third, River, Lucas, Tyler 1,548 Sixth, Eighth, Locust, Market 430 Outside of Central District. Tons Tons Per in One Acre Per Location. Week. Week. Broadway, Twelfth, Gratiot, Park 767 Eleventh, River, St. Louis, Salisbury 922 Broadway, River, Tyler, St. Louis _ 3 58 Twelfth, Broadway, Cass, Ty- ler 217 Grand, Newstead, North Side Wabash Railway 645 Grand, Kingshighway, South Side Missouri Pacific Rail- way tracks 901 Nineteenth, Jefferson, Park, Missouri Pacific Railway 267 14.5 Broadway, Thirteenth, Tyler, St. Louis 254 11.1 Northwest St. Louis District. 878 11.0 9.9 *Tons per acre not given for northwest dis 9.2 trict account scattered area. 28.9 25.0 23.8 19.5 17.5 14.8 14.7 4.9 3.7 3.2 2.7 2.7 2.6 2.3 2.3 * business district, and that comparatively little either originates in or is destined to the outly- ing industrial district. It also indicates that while the off -track freight houses could be dis- tributed throughout the business district to bet- ter advantage than at present, most of them are fairly well located, but some of them are too small. Intensity of Use L. C. L. Freight Stations The performance of the 1. c. 1. freight houses at St. Louis and East St. Louis as indicated by the business transacted through them for the week of October 18-23, 1920, on the basis of tons handled per square foot of freight house area per year, was as follows : East St. Louis houses : Inbound, 1.27 to 3.08 — Average 1.73 tons per square foot per year, Outbound, 1.50 to 5.63 — Average 2.85 tons per square foot per year, Two way, 1.81 to 2.34 — Average 1.88 tons per square foot per year. St. Louis houses : Inbound, 0.41 to 1.62 — Average 1.22 tons per square foot per year, $#7 x*»/ 3JL» ^K^yvo^f^^K ' yL- ,T, r : : .. ■ # ,; ^Wrr%^.^LYM ^SdrttSfj clairV^IcoIunty ill. ~l •UvJ. o -J , rr r y ■ ¥V* DISTRIBUTION OF L.C.L. FREIGHT WEEK Oa. 18-23 1920 DISTRICT SU0UI5 HOUSES E.SUOMS HOUSES TOTAL TONS % TONS % TONS % I 13789 82.3 8326 74.9 221 IS 79.3 t 294 1.7 167 I.S 461 1.7 3 543 3.2 351 3.2 894 3.2 4 1352 8.1 728 6.6 2080 7.5 J /ill 5 340 2.0 224 2.0 564 2.0 "7 M; TOTAL 16318 97.3 9796 88.2 26114 937 f / / N0TE: _ ST.L0UIS EASTS1DE 447 2.7 1310 11.8 1757 6.3 GRAND TOTAL 16765 100.0 11106 loao 27871 100.0 RAILROAD MAP OF ST. LOU IS, MO.- EAST ST LOUIS, ILL. AND ADJACENT TERRITORY CENTER OF GRAVITY REFERS TO ALL ST.VouIs L.C.L. FREIGHT. SCALE PREPARED FOR. ENGINEERS COMMITTEE INVESTIGATING STLOUIS-EAST ST LOUIS RailROAD'TERMinalS ■C.E SMITH & CO. CONSULTING ENGINEERS Fig. 85— Distribution of Local L. C. L. Freight in Six Zones— Week of October 18-23, 1920. 163 TONS PER SQ. FT OF FLOOR AREA * 8 10 B.&0 mvxrs.'&y, -f 700X62 WSj C&A C.B.&Q.-E.STL C.B.&Q.-stl. R.I.-FRISCO-CM '/2Z000- CCCfcST.L. TX^^jwyj^y/yfA CR&5T.L I.C. IT.S. L.&N.-EST.L L.&NrST.L. fl V E WS tOF *tt IN B0CNO IK M3E S rwovte* to QUSESi M.K.frT. OUTBOUND H00SU5 HOUSE MQ.PAC.-7tt ST. DLUMEIft TERMIWLK05 MOPAC GRAT. MO.PAC.BIOOLE M.&O PC.C8r5TbE.5T. RCC.&5Tb5T.L. 5T.Lt5.F-7^OT 5TL.5.W. SOU. T.R.RA. T.5T.L.8cW. WABrEST.L. WAB.-st.l. ^^ in bound fr eight tm—m outbound freight E^HBtN & OUT IN SAME HOUSE L.C.L. FREIGHT Tons PerSq.Ft. Per Year Handled Thru Freight Houses (On Basis or Freiqht Handled in One Week Oct. 18-23 - 1920 ) Inbound includes R. 1. ~ C . & E. \ Outbound Includes R.l-C&EI- StL.SF. C£ SMITH &C0. CONSULTING ENGINEERS Fig. 86 — Intensity of Freight House Use — Tons Per Square Foot. 164 T0N5 PER SQ. FT. OF FLOOR AREA Z^77Z 2^^ ss/sXtA /Weroqe erf ill nbomd Hoosei> CM.&ST.R^B ■ CR.i.&Pp^B 1 GTW. LaBBMHMaa— <^£^ S3 i f» Vs/^sAvsAss/^k M.5T.R&55fl)a^ N.YC&STlL^ .— 23 2ggg , RCCiSTL PCTuift.r t r.rlW.crL. WAB. i INBOUND FREIGHT ■ &!/ySS/SA/SA lODTRniJNn FRPIP.MT 1 HAND TO LEI N5 ) T Dn i L.( PE HR bos zx R U ( .. 1 5Q :hi of "REIG FTP CAG.0 March ER FF -ill c T Yt telC 3 t C ONS < :AF >HT E.« ULTII ST. 1. nes MG, 1 .OUI )U5 •) -H& Eng E5 Co INEi IO IRS ! Fig. 87 — Intensity of Freight House Use at Chicago. 165 166 L. C. L. FREIGHT TONS OF L.C.L. FREIGHT oS§2|ilS|-SlXl B&O, CSA. m C.B.8Q. C.SE.l. C.CC8SU. CP&5T.L. C.R.l.&P E.ST. L.a SUB i.e. r.T.s, l&n. M.K.flT. MO.PAC. M.SO. PC.C.8ST.L ST.LtS.F. ST.LtSW. SOU. J T.sriaw. WABASH L.C.L. FREIGHT. TOTAL L.C.L. FREIGHT PASSING THROUGH FREIGHT HOUSES WEEK OF OCT. 18-23 1920 Fig. 88— L. C. L. Freight Passing Through Freight Houses— Week of October 18-23, 1920. Outbound, 1.43 to 8.07— Average 2.18 tons per square foot per year, Two way, 0.05 to 4.23 — Average 1.57 tons per square foot per year. Average for all houses : Inbound, 1.46 tons per square foot per year, Outbound, 2.35 tons per square foot per year. Two way, 1.73 tons per square foot per year. The Columbia Terminals Company off- track universal freight stations handled at the rate of 2.68 tons per square foot per year in and out. In this connection it is interesting to note the conclusion from a recent study of the Chi- cago freight tunnel terminals that platform space to and from the small tunnel cars is re- quired at the rate of 25 square feet per ton per day, equivalent to 12 tons per square foot per year. An exhaustive study of the Chicago 1. c. 1. freight houses by the Chicago Railway Ter- minal Commission based on the business han- dled through them in March, 1913, indicated they were used as follows : Inbound, 3.65 tons per square foot per year, Outbound, 5.90 tons per square foot per year. no. or CARS q 8 § S % 1 1 B.&0 C.&A. CB&Q. C.&E.I. ■ ■-- _. — - - „ - 85' C.RI&P. CCC&5TL CR&ST.L.la i.e. w IT. 5. S 5 71 23 1 L. 8tN. WP^"^f-4*' r M M.K&T. MO.PAC M.8.0. RCCSrSTL STL ST. • ! STL SW. SOU B H HBta T.STL.&W AVERAGE NUMBER Of CARLOADS DAILY OF LOCAL AND CONNECTING LINE L.C.L. FREIGHT LOADED AN0 UNLOADED AT RAILROAD FREIGHT HOUSES OCTOBER - 1920 Fig. 89 — Cars of Freight Loaded and Unloaded Daily at Freight Houses— Week of October 18-23, 1920. While there was much complaint about the crowded conditions of the Chicago freight bouses and delays to teams by reason of their inadequacy, there is such a wide margin in favor of the freight houses in the St. Louis- East St. Louis District that it appears they are as a whole adequate in size. While there is comparatively little conges- tion on the team side of the railroad freight houses in the St. Louis-East St. Louis District even during the busy hours, the opposite was found to be true in Boston by the Boston Rail- way Terminal Commission in its investigation of conditions there in 1915 described in its re- port as follows : "Under the system in vogue at the Boston railroad terminals, teamsters are required to place their outbound freight at specially desig- nated doors. This means that frequently team- sters are required to visit several doors to de- liver a load of freight. In turn this means delay, and naturally tends to congestion. Not infrequently the freight doors are jammed full of freight when other loads arrive, causing more delay. Then, according to the evidence of teamsters, freight after it reaches the freight L. C. L. FREIGHT 1(57 fa pi fa £ o Q w co < S3 CO fa CO o < > c/l s IN c oc > % o ~ w Ph H o O T3 fa c M 3 m CO cm : o\ fa 2 Ph ■*-' 3° a O On CM ■* o CO ,_J ■* co" w C! CO « w Ph t3 en c w ,_, "■3- vo ^ CO 3 3 O in cm CM O c — H '-' \o io n io H 0\ CO N : o ts. : m vo Cm* CM i-i CM* : ** i i-< cm l-« CO fa CO a f >4 ARE Two- Hoi o P< O 4 O fa ° O o\ "-*.* * c £ r > " W o £ p 3 a oo Jo ro " •~^ 00 ^ z K o £ fa Eh >i pa a H O o fa ° fa C « P< g 3 fa £ o £ <* c K go M o o : ih tt ts. : ,— ,_, co : o o o 00 VO Tf o o : o o cvj vo in oo : O tJ- ts. vo oo : CV) CM \o OV -tf- rr VO CO * \o co .-< cm in cm : «-. vo oC co cm « : CV) CM ts. O - 1 co : CI cv) co ,— i : evj cm in cv) o o in CO o ts, in VO ts. VO O ^o tN. (S. o r-% in tJ- CO o CO o CO o Tf o Ov in CM * o in ' o ^c 00 ^o ts. : ■*■ 00 tN. ts. 00 : cm CM CM in : ov 00 O CO CM : cm CM CM t o ^ t>» VO CN. i-H 00 VO VO CO o\ rs, o 1-1 CM tN, CM CM r-< in cm 00 O0 to ^ Pi Q < fa &g o fa p^ fa < fa « § fa o Ph 5 o o 00 Tf CM oo TT rs. 00 oo rs. in \0 l-< vO VO CM 00 in in C3 CM ■^ ^ 00 vo *n in "^- VO t-H C*3 m O fa a Q < w o < z z, o 1J (/i tJ- \o "e K CO w CO O O CO < fa fa ^ ^ CO ' C!=>i c<3 jj o« PP O cj u d CO Ph' u o^ 4^ ' "" CO T-H CN O CO "> fa 3 CO o D . l_J ^, : fa 1-1 O ^ i ~- w -s I. co > li ^ "^ fV w o x, I o E-. W to 2; c .2 — co 6 « .2 OK-;4§iiIcoEH^ c fa ^ < > ^ CO CO « ^ - g • ■ rt cicJi-i4S^SSpHcoco:-H'^ u o o Ph Ph Ph 5h E- CJ L,. C. L,. FREIGHT house is not usually loaded directly into cars, but lies in these houses and frequently is moved once before being loaded into cars. ''The freight which arrives at Boston for for- warding to other railroads or steamships, or which is to be teamed to points in the Metro- politan District, gives a tremendous amount of needless trouble to teamsters and business men. and, according to the testimony of both, causes much confusion and delay. "The supposed location of freight which ar- rives at the railroad terminals is indicated on freight slips given out at the various railroad freight offices. Teamsters are required to se- cure these slips, and in some instances the freight offices are located at points far distant from a number of the freight houses: Loss of time and useless expenditure of energy results. An illustration of this was witnessed by a rep- resentative of the Commission, who saw an in- telligent teamster compelled to waste consid- erable time and to do an unnecessary amount of teaming because he was required to drive to the Warren Bridge to get directions in con- nection with a case of freight which was at an East Cambridge freight house. "On other occasions a representative of this Commission accompanied teamsters on their rounds of the freight sheds and saw these men T0N5 PER YEAR PER UN FT OF HOUSE TRACKS IO 20 JO 40 SO 60 70 SO 90 100 110 IV. i H 1 '-s -/ w ire 9« f all h* ou se s B-&0- C & A 1 CB.&Q -E 1 RI-FRISCO-CU.l. CC X-8rST.L. t.R&ST.L. i.e. L.&N.-EST.L. ■ 1 L&N.-ST.L. | MK.&T. I M0.WC.-7t> 1 — 1 MO-PM: -BOOLE 4 M fit P.C.C.fcST.L.STL STL.SW sou. T.RRA I T.STLfcW. WAB - E. WAB - W . L.C.L FREI&HT TONS OF L.C.L FREIGHT PER YEAR PER LIN. FT OF HOUSE TRACKS (Based on Freiqht Hondled Oc+. 18 ZS, 1920) Fig. 90 — Intensity of Freight House Use — Tons Per L,in. Ft. of House Tracks. forced to waste much time in search of freight because of wrong directions received at freight offices. These directions, however, were ap- parently the best that the freight clerks could give at that time. Teamsters interviewed by the Commission's representatives declare this to be nothing unusual. "According to statements of many teamsters — and a- representative of the Commission saw illustrations of this — even after freight is lo- cated, it is frequently found buried under other freight. At times teamsters are required to move a ton or more of freight to get at the freight which they seek. This is what team- sters call "digging" freight out. It is a slow proocess and on some occasions it means that teamsters have to telephone to the offices of their employers to get assistance. 'Master teamsters told representatives of the Commission that there is always uncertainty as to where freight which arrives at this city may be found. They say that the situation has become gradualy worse during the past five years. "This Commission secured from the letter files of one of the bigest teaming firms of Met- ropolitan Boston copies of several hundred let- ters of complaints to the different railroads of the city respecting shipments. The Commis- sion also inspected the replies to these letters. This correspondence was a serious indication of the conditions which exist at Boston freight terminals. It told of freight that was days overdue ; shipments of which portions were missing; overcharging; freight house confu- sion and delays, etc. "In one letter the teaming firm inquired as to the whereabouts of a portion of a compara- tively small shipment, the rest of which, the letter stated, had been found at several differ- ent freight house doors. The numbers of the doors at which portions of the shipment had been found were given in the communication, apparently merely to indicate the vicinity in which the rest of the shipment might be lying." Although Boston has only three railroad companies, there are about 50 freight houses with 1200 doors. The New Haven Road has twelve houses at one location. Conditions have not changed substantially since the Bos- ton report was written in 1915. No such conditions exist in the St. Louis- East St. Louis Railroad terminals. With a few exceptions shippers are not required to deliver their freight at designated doors. As each railroad has only one inbound house, there is no doubt where railroad freight may L. C. L. FREIGHT 169 NUMBER OF CARS O 100 200 300 400 aao. 1 C.5A. pX, C.B.& Q. "t" 1 CR.I.&PJ B B i CCr«5T.L. H * B P £3 CP85CL. H i.e. H PI IP B p f I.T. S. f ■ LSN. JP M.K.&T. B MO.PAC. 77; M.&O. B i 777 -n RCC&5U. a ™ w B B> m STL- S.F. * p -1 W - L 1 SUrS.W. i W.777. SOU. a m 777^77? a T5T.I.SW. fi zq 1 WABASH B CAPACITY OF HflllSF TRACKS • CAP* OF FRFIfiUT nAIIY TOT> NUM BE C R AR c c/ Af \rs >AC IT F f FR OF EIG HT OL D SE TRACK AILY. OC s T.- AN 19 10 M ER A6 E Fig. 91 — Car Capacity and Daily Use of House tracks. NUMBER OF CARS 100 200 300 400 A.T.&S.F B.&O. C.&A. C.&E.I. 8 C.&E. C.SN.W. S BB BP C.B.&Q. ^kl^m C.&W. i W r ■ C.1.&L c.lrLQOl.n C.R.I.&P B? w/ '//> w: /// //.-::■■'■ '. :. ... .r. G.T.W. ^^^^^^W i.e. P L.S.8M.5. 1 M.C. Wi KSTCSSM '.'"■ S YZ, ■i N.YC.8SIL % P w ■ P.M. 1 IP RC.C.&5IL 1 a s m f RFT.W.SC. WAB. w tapc nr fdficut dauv CA CAf R (5 CAPACITY OF AND AVERAGE DAILY NUMBER OF FOR HOUSE TRACKS AT CHICAGO FREIGHT HOUSES. (ON BASIS OF MARCH 1913 BUSINESS) be found as the name of the railroad indicates the house. As there are so many railroads, the volume of inbound freight is not so great at any house as to cause confusion in handling it. Handling of Local L. C. L. Freight in the St. Louis-E. St. Louis District Practically all freight for East St. Louis proper is handled through individual freight TABLE XXVIII— TABLE SHOWING AMOUNT AND PERCENTAGE OF L. C. L. FREIGHT HANDLED BY DRAYS AND TRAP CARS— WEEK OF OCTOBER 18-23, 1920. Fig. 92 — Car Capacity and Daily L T se of House Tracks at Chicago. stations direct to or from the consignee or consignor. As the great bulk of such freight is handled by the east side lines and is there- fore readily accessible to shippers, this situa- tion is very satisfactory. The freight of St. Louis proper to and from east side lines may be handled by various methods which together with others that have been considered are outlined as follows : Tons Columbia Transfer 242 Other Trucks and Drays 3,583 T. R. R. A., Tenth Street 56 Cupplies Station Drays 37 Cupples Station Cars 67 Other Trap Cars 104 At St. Louis Freight Houses Inbound Outbound At East St. Louis Freight Houses Per Cent 5.9 87.6 1.4 0.9 1.7 2.5 Tons 1,809 9,670 1,045 494 Per Cent 13.9 74.3 8.0- 3.8 Inbound Tons Per Cent 41.2 1,419 1,272 554 "148 53 Outbound Tons Per Cent 50.0 36.9 16.1 4.3 1.5 3,850 2,945 273 "495 139 38.3 3.5 ' '6.4 1.8 Total 4,089 100.0 13,018 100.0 3,446 100.0 7,702 100.0 St. Louis freight handled in St. Louis Freight Houses 16,674 tons— 65% of St. Louis freight St. Louis freight handled in East St. Louis Freight Houses 9,887 tons— 35% of St. Louis freight East St. Louis freight handled in St. Louis Freight Houses 433 tons— 25% of East St. Louis freight East St. Louis freight handled in East St. Louis Freight Houses.... 1,261 tons— 75% of East St. Louis freight Total 28,255 tons COST PER TON IN CENTS FOR HANDLING L.C.L. FREIGHT IN ST. LOUIS AND EAST ST. LOUIS FREIGHT HOUSES 6ASED ON RATES OF PAY IN EFFECT LAST HALF OF 1920 O 20 40 60 80 100 1*0 140 160 180 200 tZO B.&0. C&A. C.B.&Q. C.8t\tR.I-FRI5a C.CC.&ST.L. COST FURNISH ED NOT CCMFARAB.E C.R8ST.L. i.e. U.S. LSN.-E.ST.L. t=A LSN-5T.L YI-RMGE OS" PEP. TCN M.KAT. MO.PAC.-7TH.5T. M0.PAC6RATI0T MO.PAC.&IDDLE M.&O. P.C.C&ST.L. RC.C&ST.L. ST.L.S.F-7™ST STLS.W. SOU. T.ST.LSW. T.R.R.A. WABASH COSTS GIVEN ABOVE ARE NOT DIRECTLY COMPARABLE AS THE LOCAL ASENTS DO NOT COMPILE THEM ON THE SAME BASIS. EXPERT AUDIT OF EACH HOUSE WOULD BE REQUIRED TO SECURE COMPARABLE FIGURES. Fig. 93— Cost Per Ton for Handling L. C. L. Freight. 170 L. C. L. FREIGHT 171 (1) Through the individual freight stations in East St. Louis or St. Louis as the case may be. (2) Through universal on-track freight sta- tions. (3) Through individual on-track freight stations of each railroad to be provided on each side of the river at various locations, and immediately adjacent to the central busi- ness district. (4) Through the present freight stations and individual on-track freight stations lo- cated in St. Louis as close to the business district as practicable, and so close together as to form practically a joint universal sta- tion, receiving and delivering freight at cer- tain designated doors for each railroad. ( 5) Through universal off-track freight sta- tions of the various transfer companies. From the standpoint of the shipper, good service consists in : (a) Minimum time consumed in the move- ment of freight between point of origin and destination. (b) Minimum loss and damage to goods resulting from cartage, rehandling and trans- portation in cars. (c) Cost and convenience to shipper. It is evident that the terminal conditions with which we are concerned can enter into "a" only as they affect the movement of freight between the shipping platform and the beginning and end of the road haul movement. It is likewise evident that freight has made a poor movement if, the dray haul being short, it is loaded into cars within a short time after leaving the shipping platform and then is held 24 or 48 hours before it begins its road haul movement, because the location of the freight house where the freight is loaded or terminal method of handling makes it impossible to get the car into a road train sooner. On the Other hand, freight which has made a com- paratively long dray haul and is so handled as to reach a freight house so located that the car into which the freight is loaded moves in road haul the same day loaded has made a good movement even though it has passed promptly through an off-track universal freight house in doing so. While it might appear as to "b" that in passing through such off-track freight houses' the extra handling would result in additional loss and damage, the records indicate that the loss and damage is small. That element may, therefore, be eliminated as having any material bearing on the decision as to the best method for handling 1. c. 1. freight in this terminal. In regard to "c," cost to shipper. Inas- much as all freight which originates or is destined outside of a fixed zone is accepted or delivered in St. Louis or East St. Louis at the same freight charge to the shipper, that element has no bearing on the decision as to proper method. From the standpoint of the shipper, there- fore, time and convenience must be the decid- ing factors. The carriers' interest must be taken into ac- count and any method which will substantially add to the overhead in the way of carrying charges or to operating costs so as to reduce net earnings or make addition to the rates necessary cannot be justified. A discussion of the various methods of han- dling freight, previously enumerated, follows : (1) Through the individual freight stations in St. Louis or East St. Louis as the case may be. While the east side lines must continue in- dividual freight houses in East St. Louis, it is evident, from the relatively large amount of St. Louis 1. c. 1. freight that is handled through other methods, that such houses must be supplemented by facilities and methods which will more adequately meet the actual local situation, physical and otherwise. (2) Through universal on-track freight sta- tions. A study of the tables showing through what channels freight moves at present shows clearly that the Terminal Association freight house at Tenth street, while being a univer- sal station served very largely by trap cars, handles a negligible percentage of the freight to and from St. Louis. Therefore, a universal on-track station dependent on trap car service 172 L. C. L. FREIGHT cannot be considered as a satisfactory method of handling freight. (3) Through individual on-track freight stations of each railroad, to be provided on west side of the river at various locations and immediately adjacent to the central business district. The provision of on-track individual freight stations in St. Louis immediately adjacent to the central business district by all east side lines would require at least nine roads to se- cure locations in St. Louis and construct suit- able tracks, driveways, and freight houses. The location of such houses where they would even approach the convenience of the present off- track universal freight stations would entail an ependiture for property and construction that would result in such an enormous addi- tion to the overhead of the railroads as to re- move that method from further consideration. (4) Through the present freight stations and individual freight stations located in St. Louis as close to the business district as prac- ticable, and so close together as to practically form a joint universal station, receiving and delivering freight at certain designated doors for each railroad. While it is evident, as shown above, that it is impracticable to provide locations for freight houses as convenient to the shippers as are the off-track freight stations, a location is suggested which lends itself in many ways to such use. Suggested St. Louis Locations for Freight Houses of East St. Louis Liues Between Franklin avenue and Tyler street, St. Louis, east of Broadway, the railroads own large areas of land on which the Wabash, the C. B. & 0., the C. R. I. & P., the C. & E. L, the St. L.-S. R, the Mo. Pac, the L. & N., Pennsylvania, the St. L. S. W., and the M. K. & T. have freight houses and team tracks. Although the railroads own almost the entire area, there are occasional lots and blocks held by private interests. By purchasing the odd lots and consolidating practically the entire area, except the plant of the Laclede Gas Light Company, the Union Electric power house, and the group of refrigerator and stor- age warehouses near the Union Electric power house, there would be available a strip of land one mile long with a width from 800 feet to 1100 feet, containing about 100 acres. On this area the streets could be relocated to suit any new construction. It is entirely capable of being developed intensively, so as to provide an independent freight house for every St. Louis and East St. Louis railroad either as a single level layout like the present freight stations or in connection with the de- velopment of air rights, with upper floors for storage, light manufacturing and other similar purposes. These houses could be connected by a sys- tem of tunnels underneath the tracks or over- head runways to permit the convenient and economical interchange of 1. c. 1. connecting line freight of every railroad in the St. Louis District, by platform tractors and trailers. The site has the further advantage of being parallel with and a convenient distance from the river front owned by the City of St. Louis, on which dock development may be carried out if necessary in future for the co-ordination of river and rail traffic. Such a layout would require a large yard between Tyler street and the Merchants Bridge, a distance of one and one-half miles, where the land is practically unoccupied on both sides of the railroad tracks except by lumber yards,. and where it would not be diffi- cult at all to secure a strip 300 feet wide for an ultimate yard capacity of 3,000 cars. In that distance only six or eight streets would have to be carried under the track to provide access to the river front. A map of North St. Louis has been prepared for the purpose of studying this problem. The area east of Broadway from Franklin avenue to Tyler street that is available is equal to the sum of the areas of all North St. Louis freight stations, all East St. Louis freight stations, and a proportional area of the South St. Louis freight stations of the Mo. Pac. and St. L.-S. F. in proportion to the amount of connecting line freight handled through them. The site being on a side hill is admirably Tig 94 — Fr;jeitt Railr^c 1 F a-jilitres in North St. Loin:: and Proposed Enlarged Facilities. Fig. 95 — Occupancy of Land in North St. Louis Freight House District and Tentative Layout Showing Locations in North St. Lou's for Freight House-, of East Side Lines. L. C. L. FREIGHT 173 adapted for single level and multiple story development. The tracks may be entirely separated from the streets at a cost in keeping with the savings that can be effected. The freight houses and driveways would extend for a mile along Broadway, a wide street well located for this purpose, lying as it does as a ladder track intersecting all north and south streets from Third street to Eighth street. At Tyler street, Broadway is only four blocks from Twelfth street. All east and west streets from Franklin ave- nue to Tyler street, twelve in all, connect with Broadway. First and Second streets connect with this area on the south and north. This area is closer to the business district than any other area of adequate size that is available, and has convenient rail connections in all directions. Freight stations of the east side lines would be much closer to the St. Louis business dis- trict if located in North St. Louis than their present location in East St. Louis. At present the Pennsylvania east side house is over one mile farther away than the Wa- bash, the nearest St. Louis house; over one- half mile farther than the St. L. S. W., the most distant St. Louis house. The C. P. & St. L. east side house is two miles farther than the nearest, and over a mile and a quar- ter farther than the most distant St. Louis freight house. The suggested North St. Louis location for freight houses of east side railroads would be more than a mile closer to the St. Louis busi- ness district than their present locations in East St. Louis. While, as has been pointed out, the dray haul to the proposed locations would be short- er than to the present houses' across the river, it is necessary, before the relative value of the service to the shipper can be determined, to consider the probable time that will be re- quired between the shipping platform and the road haul. There are at present a considerable num- ber of cars loaded each day in St. Louis with 1. c. 1. freight and switched across the river where they are made up into road trains. The proposed arrangement of freight houses would increase that movement at least fourfold. The scheduled leaving" time of freight trains at East St. Louis is from seven to nine p. m: The loading of cars should not be stopped before five p. m. To prepare, seal and move the cars to the East side of the river, and there classify and make them up into road trains ready for movement on schedule in the foi'r hours between five and nine p. m. manifestly involves serious operating difficul- ties even under the most favorable circum- stances. The physical obstacles to the operation re- quired to be performed would make it prob- able that more freight would fail to make road haul connections on the same day the freight was accepted by the railroad from the shipper, than under present conditions. While the time between the shipping plat- form and the loading of the car in the pro- posed location is comparatively short, the time consumed in the yard movement of the car promises to be so great that the time between shipping platform and road haul by the pro- posed method might be greater than by the universal off-track station method ; in which case, the shipper would not be as well served. From the standpoint of the railroad, the cost of operation has to be considered. For the week of October 18-23, 1920, the cost of handling 1. c. 1. freight across the river by drays and trap cars amounted to : By drays, 8225 tons @ $2.60 $21,385.00 By car, 1662 tons, @ 1.00 1,662.00 Under the present method of handling, the above costs are absorbed by the railroads. If the east side lines establish freight houses in St. Louis, the drayage charges of the transfer companies on freight handled through such houses would not continue to be absorbed by the railroads and the amount shown above, or $23,047.00, would be retained by them. However, to switch this amount of freighj 0) bJ 1 D £ ■ Or 0> I O u o<0 5 o u-i uj = Zh iD_ UJdUJCM 1° r- 8* UJ z in cO <0 5 o -J ft zo *mz a (D r o a: 2 z o zo co !e£ jo© Ui — eta m UJ _j z UJ < O in 174 L. C. L. FREIGHT 175 across the river to and from the proposed lo- cation in cars would cost : 9887 tons @ $1.00... $ 9,887.00 1261 tons E. St. Louis 1. c. 1. freight to be handled across the river between North St. Louis and East St. Louis @ $2.60 3 ,278.60 The net saving is therefore, per week 9,883.40 Amounting to, per year 513,936.80 As connecting line 1. c. 1. freight would be handled through the same facilities at an estimated saving per year of $171,548.00, as shown elsewhere in the report, the total indi- cated saving would be $685,484.80. The above estimate is based on the present switching charges of the Terminal Railroad Association. If the estimates were based on the actual cost of handling cars to and from the proposed St. Louis freight houses by the roads' own engines on a trackage charge, the saving would be greater. As it would be im- possible to load East St. Louis 1. c. 1. freight in separate cars, such freight would have to be handled through to St. Louis and would be subject to some delay. However, even if the savings be doubled, the amount would not be sufficient to pay the carrying charges for freight houses in St. Louis for all east side lines, including the extra freight yards and collateral facilities that would be required, al- though it is possible that other conditions may eventually resolve the doubt in favor of the west side. The conclusion appears inevitable that, un- der present conditions, there would not be sufficient economy nor advantage to the St. Louis shippers or to the east side railroads to justify the construction at this time of St. Louis freight houses for the east side lines. However, if it should be found in future that the development of air rights above freight stations in St. Louis by the construction of multiple story commercial buildings would carry all or a considerable portion of the fixed charges of the freight stations, less saving would be required to justify such a step than if the saving had to carry the entire fixed charges in future. (5) Through universal off-track freight sta- tions of the various transfer companies. Of St. Louis inbound freight received at St. Louis freight houses 94.4 per cent was handled by drays (5.9 per cent of this was han- dled by the Columbia Terminals Co.) ; 5.6 per cent was handled by trap cars. Of St. Louis outbound freight shipped from St. Louis freight houses 88.1 per cent was han- dled by drays (13.9 per cent of this was han- dled by Columbia Terminals Co.) ; 11.9 per cent handled by trap cars. Of St. Louis inbound freight received at East St. Louis freight houses, 40 per cent was han- dled by transfer companies' drays through off- track stations; 38.1 per cent was handled by other trucks and drays direct to shipper; 16.1 per cent was handled by Terminal Railroad Association in trap cars through its Tenth street freight house ; 4.3 per cent was handled in trap cars at Cupples Station; 1.5 per cent was handled in trap cars direct to consignees. Of St. Louis outbound freight shipped from East vSt. Louis freight houses, 50 per cent was handled by the shippers to off-track stations and transfer companies' drays across the Mis- sissippi River; 38.3 per cent was handled by other trucks and drays direct from shippers principally public drayage companies ; 3.5 per cent was handled by Terminal Railroad As- sociation in trap cars from its Tenth street freight house ; 5.4 per cent was handled in trap cars from Cupples Station tenants; 1.0 per cent was handled in trap cars from Cup- ples Station public platform; 1.8 per cent was handled in trap cars direct from shippers. The most prominent feature of the above figures is the very small percentage of freight handled in trap cars although there are three opportunities for doing so at the same rates as when drayed, as follows : Between shippers having sidings and the in- dividual freight houses. Between Terminal Railroad Association at Tenth street and individual freight houses ; Between Cupples Station and individual freight houses. Notwithstanding these opportunities the shippers seem to have expressed their prefer- ence in no uncertain way in choosing to ship 176 L. C. L. FREIGHT such a great proportion of freight by dray to and from the railroad freight houses direct or through the off-track station of the transfer companies in connection with the east side lines. In 1906, when the east side railroads extend- ed their bills of lading to St. Louis, it was realized that some means would have to be provided in St. Louis for the receipt and de- livery of their St. Louis 1. c. 1. freight. At that time the only freight station available for that business was the Terminal Railroad Association Tenth street freight station, which was entirely inadequate. Serious consideraton was given to the con- struction of one or more large central freight stations for this purpose, but no action was taken. In the meantime, the east side rail- roads arranged with the transfer companies to dray the freight across the river, absorbed their charges and recognized their off-track stations as the St. Louis freight stations of the east side lines. These have become so popular that the Tenth street freight house of the Terminal Railroad Association, which was formerly overburdened, is not now used to anywhere near its capacity. There are about twenty public transfer com- panies whose charges between the east side freight houses and the west approach to Eads Bridge are absorbed by ttie railroads, but only three operate off-track freight stations and are recognized by the railroads in the ap- plication of rates to and from such stations. In the off-track stations of the transfer com- panies, freight is received from shippers and consolidated for delivery by dray loads to in- dividual railroads. Inbound freight is handled on return trips of the transfer companies to stations, and delivered to trucks or wagons of consignees. As the transfer companies drays average six tons per lo ad, this practice reduces conges- tion at the freight houses by reducing the num- ber of units handling freight. This is one outstanding advantage of universal stations. The present off-track stations of the trans- fer companies are generally located east of the business district. It would be more conven- ient to the shippers if those stations could be scattered more nearly in proportion to the distribution of freight. The study indicates that additional off-track stations might be located about as follows : Lucas avenue near Sixteenth street, Walnut street near Eighteenth street, Lucas avenue near Tenth street, First street near Washington avenue, Broadway and Grand avenue, Yandeventer avenue and Market street. The shipper would have the advantage of a freight station close at hand removed from the congested district and would be relieved of the burden of time and expense involved in visiting several freight stations. His ship- ments would be distributed at the off-track station among several drays and consolidated with other shipments for direct movement to individual railroads and vice versa in opposite direction. The City would have the advantage of less wagons in the streets in the congested districts near the railroad freight houses. The railroads would have the advantage of less units to take care of and less congestion at freight houses. Such off-track freight stations would readily fit into store door delivery and pick up. The shipper could handle his own freight between store door and the district off-track station or could have it done by the transfer company. The off-track station properly located would be the first step. The subject of store door delivery has been given serious thought in recent years. On this subject the Raihvay Age of August 6th, 1921, said: "The adoption of store door delivery is now being urged vigorously for the cities of New York and Baltimore, .Md., with a fair pros- pect of success in one or both places. Store door delivery is quite familiar to Baltimore since that city has had nearly 45 years' experi- ence with it up to 1911, when it was withdrawn because of certain features held to be dis- criminatory by the Interstate Commerce Com- mission. New York has no direct experience with store door delivery, although as a result of the terminal congestion during the war pe- riod such a service might have been inaugurated under government control had not the signing of the armistice intervened. As a means purely Fig. 97 — Columbia Terminals Co. — Universal Off-Track Freight Station — Fourth and Spruce Sts. Fig. 98— Columbia Terminals Co.— Universal Off-Track Freight Station— Twelfth and Spruce Sts. 177 /» g Ab/Mat/029 fc *B& W &* % .5?° K> > Q » 1 Vj o <* 1 T "4 t 4- *•! *",OZ A377& >r*# OQ /»££ ^? "OS //^ 9 »& AjTW NO * "09 IS III lis P m JM9H&J □ a IT+£ S% "09 x/ooO.6 f-JOO0£ "(?g u/JO //°/c/ Atpz /?oA<»/&/ s* '-/a *6J WJQff/d i g/ fio/ui/i/jg ".6/ ^"Jf/d _— *l& 3/tUtf **wo\ [ W i is "08 AM0VU39 178 & ^ I M02 a/jcyjo/rf 1 I ^"Py Qi7- O&^g- VO&Oftj y . 9.-S9/ %4'"x.OZ u,JO H°/d M09 »AfJlff ".. 9;03 "'■"HVd : I fc$ "OS is dtndod ii 179 "03 IS ^9 s| .93- . ^ 5 J K "OS Asyia IP \ I -^ K * 5! ^ rl K 8; g V * K 4r ^ yj 1 180 L. C. L. FREIGHT 181 to lessen or relieve congestion at terminals, store door delivery has proved itself both in this country and others. Its practicability un- der the exceedingly complex terminal and busi- ness conditions now prevailing is not, how- ever, entirely clear to a large number of rail- way and business men nor is it, as yet, recog- nized as being altogether desirable. The more j..dvanced forms of this service have eliminated many of the features heretofore objectionable to the railroads, the trucking companies and the shippers. In their place newer methods are being advocated which apparently give the method a greater degree of flexibility. Balti- more, with its experience to look back to, is, in general, favorably inclined toward the adop- tion of a modified form of store door delivery and the results of the many meetings between representatives of railway companies, trucking concerns, and shippers point to an increase in possibility of its early adoption. Now New York is not so favorably inclined, but the idea is being pushed strongly as a relief measure for the port of New York. While the in- terest manifested in store-door delivery is, as yet, more or less local to the two cities in- volved, the developments at these two places should be watched closely. There is present the possibility that, should it be adopted at one or both places, public opinion would de- mand its inauguration at other important ter- minals." In the Committee's opinion the principle of off-track universal freight stations is correct, and the facilites should be developed in St. Louis. The system presents the necessary ele- ment of flexibility which lends itself to a city whose street traffic is congested and whose commercial industrial districts are widely dis- tributed. The system promotes the short haul of less than carload freight and the accumu- lation of such tonnage into lots which can be moved with greatest economy and dispatch to and from the rail haul. In developing the sys- tem in St. Louis, the rail carriers should as- sume close supervision so as to render it (without physical ownership) practically a car- rier service, thus becoming directly respon- sible to the shipper and receiver of freight for the result of operating the system in the interest of efficient service to the public and economy to the carrier. Such stations should be located in sections of the city where ton- nage to be handled may justify, and include, so far as practicable, outer districts remote from main freight stations. All such locations must be controlled pri- marily by the tonnage available, and thus by the possible extent of use of such facilities when provided, without encroaching upon the ton- nage and operations of other stations. The possibility of handling freight between them and the railroad freight stations by electric street cars and on rapid transit lines should be kept in mind. These possibilities have been and are being given serious consideration in New York and Chicago. Connecting Line L. C. L. There are three methods of handling con- necting line 1. c. 1. : (a) By trap cars; (b) By drays; (c) Through transfer houses. THOUSANDS OF TONS O 25 50 75 100 B.SO. >A C.&A. m w ■■ C.B.&Q w m m m 77A C.8E.I. m f cccasri _.. A C.R.I.8P m w. ,v, C.P&5T.L. a i.e. m m w LSN. -.■-■ M.K.&T. P p. '■ v- '/, V :■ ':> ¥H MO. PAC. m m m m - \n ■ > ■ "/ ■•• ■", ... ■v 777 M.&0. m 5 RC.C.&ST.L. ST.L:S.F. ^ Y77S ST.L-S.W. /■' 50U. T.STL8W WABASH DELIVERED TO CONN LIME L.C.L.Cl RAILRO/ TERMIN (base JNNECT >0S IN ALS FO ON F N( TH R RE ; E YE 6H LIN ST. AR T E LO V HP FR UIS m Nt >.E ). ILE i v. ;ht AS" V f r j N N. 'A! >r.l w LI 611 .01) 1L. IS ( c B Rt F ( :T\ IL XT vet *o 18 .N ■n .19 20 ) Fig. 102 — Connecting Line L. C. L. Freight Handled by Each Road— Week of October 18-23, 1920. EAST SIDE TO WEST SIOE BY DRAY 3518.5 WEST " " EAST " " " 760.9 TOTAL T0NNA6E CROSSING RIVER BY ORAY 4279.4 EAST SIDE TO EAST SIDE BY DRAY 469.T WEST " " WEST - " 526.9 TOTAL 996.4 CAST SIDE TO WEST SIDE BY CAR WEST » " EAST TOTAL TONNAGE CROSSING RIVER BY CAR EAST SIDE TO EAST SIDE BY CAR WEST ■ - WEST " TOTAL TOTAL BY DRAY CAR 24/2 3QS.7 5276.0 TOTAL TONNAGE BY OKAY AND CAR 329.9 1690.9 &966.<5 t*0^ DIAGRAM SHOWING DISTRIBUTION OF CONNECTING LINE L.C.L.FREIGHT PASSING THRU STLOUIS-E.ST.LOUIS R.R.TERMINAK DURING WEEK OCT. 18-23, 1920. PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING ST. LOUIS -'EAST ST. LOUIS RAILROAD TERMINALS C.E. SMITH A CO. CONSULTING ENGINEERS Fig. 103 — Connecting Line L. C. L. Freight Diagram. 182 L. C. L. FREIGHT 183 In the St. Louis-East St. Louis District it is handled through the same freight houses as the local freight and is transferred between railroads freight houses partly by drays and partly by railroad cars, commonly called "trap cars.'' During the week of October 18-23, 1920, the following amounts were handled : By dray — 5276 tons (4279 crossed the river) By trap car — 1691 tons (1361 crossed the river) ton for loads over 15,000 lbs. — $1.20 per ton for loads less thas 10,000 lbs. By dray across the river — $1.80 per ton with minimum charge of 27 cents per package. By car — On east side of river (about) 75 cents per ton. By car — Across river (about) $1.00 per ton. The average labor cost of handling 1. c. 1. freight through the freight houses is 50 cents per ton. Using the above cost figures, the total cost of handling 1. c. 1. connecting line freight dur- TABLE XXIX— TABLE SHOWING TONS OF L. C. L. FREIGHT MOVED BETWEEN RAILROAD FREIGHT HOUSES ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS DURING WEEK OF OCTOBER 18-23, 1920. East Side to West Side by Dray 3,518.5 West Side to East Side by Dray 760.9 Total tonnage crossing river by Dray East Side to East Side by Dray 469.7 West Side to West Side by Dray 526.9 Total Total by Dray. 4,279.4 996.6 5,276.0 East Side to West Side by Car 1,089.7 West Side to East Side by Car 271.3 Total tonnage crossing river by Car. East Side to East Side by Car West Side to West Side by Car 24.2 305.7 Total Total by Car. 1,361.0 329.9 Total tonnage by Dray and Car. 1,690.9 6,966 9 A relatively small amount of freight han- dled by dray crosses the river on ferry boats. The great bulk of this freight (all of it when the ferry boats are out of service for any rea- son) is handled by drays over the Eads Bridge and through the intersection of Third street and Washington avenue, St. Louis, a very- busy point. Some of the railroads that transfer their connecting line 1. c. 1. freight across this district by car prefer to transfer all by dray and would do so but at times the dray trans- fer service is inadequate and cars are resorted to at such times. This connecting line 1. c. 1. freight costs just as much to handle in the freight houses as local 1. c. 1. freight and in addition its handling between houses costs as follows : By dray — on either side of river 80 cents per ing the week October, 18-23, 1920, was as fol- lows : 6967 tons through inbound houses, at 50c $ 3484.00 6967 tons through outbound houses, at 50c 3483.00 997 tons on both sides by dray, at $1.00 997.00 4279 tons across river by dray, at $1.80 7702.00 24 tons on east side by car at 75c 18.00 306 tons on west side by car, at 75c _ 229.00 1361 tons across river by car, at $1 .00 _ 1 361 .00 Total for one week $17274.00 To this should be added the per diem on cars which may be taken at $1.00 per car per day. 184 L. C. L. FREIGHT ... 690 tons would require 200 cars in service an many different points it would not be practica- average of 3 days ; total $600 per diem for one ble to handle it all in cars separate from the week. local freight. Especially on outbound ship- Total cost of handling 1. c. 1. connecting line ments there would be a great advantage in con- freight for one week, $17,874. solidating it with local freight as at present, as Average total cost $2.56 per ton that practice improves car loadings and makes Total cost per one year $929,448.00 it possible to load cars for more stations than A central clearing or transfer house has been would be possible if separate cars were made suggested for the transfer of this freight. The "P at the transfer station and at the local operation of such a house would require that Ire ignt station. the present practice of loading local and con- In any event, the cost would be somewhere necting line freight in the same cars be discon- between $2.35 per ton and $4.60 per ton, with tinued or the cost of the transfer would be a tendency to be nearer the higher figure than greater than at present. the lower. Therefore, it is apparent that, even For such 1. c. 1. freight as could be loaded in if the fixed charges of the proposed transfer separate cars direct to and from the transfer station be ignored, such a central transfer sys- house the following operations and costs would tem would cost more than the present system be involved between the interchange tracks of for handling 1. c. 1. connecting line freight by the connecting lines : drays and trap cars, and it would take consid- Per Ton ? rabl y longer. Switching from arriving road to transfer This connecting line 1. c. 1. freight could be nouse q> . transferred at much less cost by platforms, Handling at transfer house 60 , , ., ,.,,,., Switching from transfer house to depart- trucks ' and trailers dlrecth / between freight ing road 75 houses by means of elevators and overhead or Car rental one day each movement 25 underground runways, as at Cupples Station, ~ provided the principal freight houses of all Total cost per ton $2.35 Hnes couM be grouped in one location where For inbound and outbound 1. c. 1. freight they cou ld be connected. Such a layout is pos- handled in the same cars as local freight the sibJe in Nofth gt ^^ explained e i sew h e re. following operations and costs would be in- volved • ^ ne Ire ight could be handled in that way for p qA very little more than the cost of operating a Unloading and consolidating in cars for central transfer station, the excess cost con- transfer house $0.50 sisting merely of the lift and drop in the ele- Switching from freight house to inter- vator and the extra distance, an excess cost of change tracks - 25 25 cents per ton. Thus the total labor cost Switching to transfer house 75 ,, , - c , , ,„ would be 75 cents per ton, $5,225 for the week Handling at transfer house oU ... , L-.-7-i t™ ™ <■ i Switching from transfer house 75 un der consideration and $271,700.00 for the Setting at freight house 25 year on that basis, a saving of $657,748.00 as Unloading and consolidating with other compared with the present system. freight - 50 Car rental one day each movement 50 This saving would be partly offset by the extra cost to which those roads now handling Total cost per ton $4.10 j c j connecting line freight elsewhere than in For freight switched across the river to and North St. Louis would be put in having their from the transfer house the cost would be freight handled to and from the central loca- about 50 cents greater; about $2.85 and $4.60 tion in North St. Louis. This extra cost may per ton, respectively. be taken at the present average switching rate As the connecting line freight comes from of 75 cents per ton in St. Louis and $1.00 per so many different directions and goes to so ton for crossing the river. TABU-! XXX --STATEMENT SHOWING TONS OF L. L. FREIGHT INTERCHANGED BETWEEN ROADS BY DRAY AND CAR FOR THE WEEK OF OCTOBER 18 to 23, 1920, INCLUSIVE. TO FROM ^^~-~^ 11. St 0. C. St A. C. B. & Q. East 1 c. c. St. L. C. P. St. L ! i.e. L. &N. M. &.O. Penn. Sou. T. St. L. W Wab. East Sub T. .tal From Each Road to All East Side Roads C. B. St Q. West C. St E. 1. C. R. I. &P I. T. S. M„ K. St T. Mo. Pac. 7th St. Mo. Pac. Grat. St. St. L.-S. F. 7th St. St. h. S. W Wab. West Sub Total From Each Road to All West Side Roads Grand Tota' From Each Road to All Others Dray ' 2.4 1.7 6.4 3.5 0.2 0.7 4,4 3.0 0.2 Car Dray 4.9 17.0 1.4 7.1 14.8 15.8 9.7 4.8 19.5 0.7 Car Ura) "o.'o 0.2 Car 2^2 2.2 2.0 Dray 0.3 16 4.0 30 8.9 15.6 ""6.6 368 8.3 ii.8 7.1 4.3 Car l h.i;. 0.9 3.8 3.4 18.2 26.3 Car 152 Dray 14.3 12.0 3.1 380 1.7 6.2 14 2 4.5 0.6 S.3 4.0 103.9 40.0 ...„.„ 8.2 7.3 4.1 8.0 1.1 17 7 0.1 Car 'i'.h 6.1 0.2 Dray 0.1 9.2 0.6 2.5 0.6 4.8 6.3 3.0 0.2 2.2 1.6 ~ 6.3 32.8 6.3 6.S 2.0 2.4 0.6 8.6 7.3 Car 4.0 4.0 Dray 0.5 2.4 0.4 0.3 1.3 0.1 10.3 3.4 20.3 Car |Dray Car "6.6 6.0 0.6 3.S Dray 0.7 "i'.9 0.2 O.S 5.5 0.2 9.0 1.4 6.2 i.i 6.9 1.9 2.9 2.3 0.2 17.0 Car Dray '6.8 6.7 13.8 7.2 12.2 34.7 0.4 Tlo '29.5 30.0 62.5 0^9 139.7 Car 0.7 0.7 "i.'s 23.8 32.8 18.2 79.3 Dray Car Dray 79.2 0.5 3.2 47.5 0.5 37.8 S8.6 0.6 36.4 92.2 4.0 6.7 367.2 Car 11.5 0.9 1.4 13.8 Dray "6.2 6.6 "'in 0.9 3.7 0.2 1.1 ' 6.3 Car 'l6.8 0.2 78.6 Dray 53.6 1.7 4S'."i 5.4 4.0 10.0 1.2 56.0 34.5 5.7 3.9 221.1 1.2 4.0 2.6 0.2 3.4 Car 7.8 0.3 6^3 3.1 0.9 12.4 Dray 'o.'i 0.4 6.1 "6.1 0.7 0.3 '6.1 :::::::: 0.4 1.1 Car |Dray| Car Drayl Car Drayl Car 59.8 Dray 67.5 24.0 3.5 148.0 9.8 52.0 8.9 0.1 119.4 27.0 57.9 76.8 Car 29,1 16.6 11. 5 0.7 Dray 37.8 16.2 3.5 114.9 8.7 40.4 1.7 '66.'5 20.0 14.8 27.3 Car 20.0 "2.4 44.6 Hou 67.0 1.9 1.9 68.9 Dray Car 18.9 0.9 16.3 0.2 7.1 19.2 • 0.6 30.0 7.2 30.0 1.1 2.9 82.2 se 127.3 104.4 239.5 2.3 0.4 0.2 '"i'.'s 2.0 6.5 7.6 23.0 0.8 1.6 25.9 23.0 1 I30.3I262.S Dray Car Dray Car 0.7 4.6 4.5 2.5 2.2 0.6 '6.5 0.7 "2.7 14.4 33.4 30.0 3.2 1.2 15.1 0.9 3.5 1.5 15.6 27.7 64.1 18.1 70.4 9.7 24.2 62.5 45.8 27.2 52.3 33.4 34.3 113.5 13.1 0.3 JOO'J 6.7 21.7 17.5 149.5 32.1 91.0 44.5 690.8 28.0 13.7 'o.'i 6.5 0.6 0.5 0.2 29. S 20. S 93.9 7S4.7 0.2 164.8 3.4 18.5 126.9 14.9 14.9 141.8 202.7 20.1 7.1 33.S 9.7 4.9 31.9 2.8 135.0 124.7 57.1 36.3 665.8 14.4 10.3 "i'.'s 5.0 o.'i 4.5 2.9 36.2 147.3 129!s 8.0 7.0 149.6 633.1 120.0 23.6 726.0 55.1 252.6 155.3 5.3 678.4 373.6 258.6 237.0 660.7 184.1 41.7 796.4 64.8 276.S 217.8 51.1 705.6 421. 1 292.0 271.3 5.0 93.C 98.0 II 9 .- 14 1 84 1 7.1 108.4 12.i 27.0 18.5 '21.5 48.5 ed a 143.0 1.2 13.8 15.7 4.0 34.7 l U S 11 11.: -I. 147.5 147.5 rit Si i. 4.0 C. I'. St. I 1 I L. It N 9.0 70. S 276.C 20.9 10.4 471.4 79.5 276.0 20.9 10.4 477.6 \l St o Pennsylvania T. St. 1. W ".2 1 f 86 ' 7 0.3| 20.7 6.2 MM 22.5| | 9S.1| | 0.8 1 441.7|520.9 44.0 1.5 8.7 0.2 0.1 0.2 6.5| 0.9 48.41 0.0 ::::":: :::::::: 1 18.7 Sub Total from All East Side Roads to Each Road.. 11.3| 25.1 469.7 24.2 594.9 37.0 'i'.8 3.5 0.7 0.9 0.0 6.0 31.5 7.1 57.8 60.6 1.5 1.9 1.2 351.8 10.3 2.2 1.0 ""6.'i 0.1 "o.'i 13.0 7.8 34 9 386.7 3S1S.5 1089.7 3988.2 1113.9 4.41 6.6 0.9 0.3 0.2 "sTs 2.9 2.S 4.8 12.4 1.2 12.0 0.5 1.1 0.7 0.2 15 7 0.1 2.9 1.3 34.5 4 2 0.4 3.0 9.8 4.2 1.0 2.4 18.4 157.7 0.7 40.3 0.4 129.7 126.9 133.7 55.6 41.3 74.3 0.3 3.1 i 3.8| 0.8 0.6| 137.5 39.1 2.1 7.5 21.5 8.3 20.6 26.1 16.7 173.7 73.8 16.1 84.5 18.6 295.2 39.8 42.4 7.9 151.2 135.2 154.3 SI. 7 58.0 24S.0 74.1 36.7 '6.1 '6.2 206 0.4 0.3 5.3 15.8 0.1 0.4 0.8 "o.'i 1.8 0.1 3.7 ii.i 241 41.6 2S.S 8.0 3.2 7.3 17.1 1.0 84.5 i'.i 136.1 84.5 18.3 ITS '.I k S 1 Mo. Pac. 7th St Mo. I'ac . Grat Si 19.3 1114 14 4 5.6 5.0 7.2 14 J 3.4 1.2 12.1 8.6 6.8 28 4 14.3 79.2 0.8 'Ha 57.6 103.7 9.8 160.5 142.1 I IS .8 I 5.3 19.5 1,. It N., Broadway i j °i i 13.31 0.8| 3.9 1 1 8*.4| 57. J| 76.7 0.8 305.7 0.8 Sub Total from All West Side Roads to Each Road 67.8 62.2 30.9 12.0 2.3 2.0 84.51 36.7 21.6 15.2 8S.7| 20.2 77.9 21.5 27.6 131.9 1S.1 71.0 4.1 760.9 271.3 6.5| 95.6| 32.5 88.91 65.2 526.9 1287.8 577.5 Grand Total from All Roads to Each Road 1 1 90.3| 62.21129.01 12.0 3.1 4.2| 93.41 36.7 47.91 15.2 1°2 6| 31.5|103.0 1 21.5|114.3 4.0|152.2 1S.1 104.4 10.1 26.0 174.4 80.0 1230.6 205 ; 111' Lis 1114 61 7.41 95.6|253.6 12.4 Ml 1 754 2|49S.C[507.4|I77.7|6S3.4 123.0 1045.4 1395.4 5276 I) 1690.9 L. C. L. FREIGHT 185 The total for one week would be as follows: freight at Chicago at $2.61 per ton, and all On west side, 3.630 tons @ 75c $ 2,722.00 expense of operating a clearing or transfer Between east and west side, 6,628 station at $1.15 per ton, including switching, tons @ $1.00 - 6,628.00 saving $1.46 per ton. As costs have increased Z n , cr , ^ considerably, the estimate of possible savings Total for one week - $ y,oDU.UU ...__. Total for one vear.I. $486,200.00 on this item at St. Louis appears conservative. ' I "— - 1 ; ; •— — < 1 — t ' ? r- — > i 1 ' 1 | ■ ■ • L-4 n — ' > — ■ ' '! r— < >— i F— " < "- -* ' f L^ p— i r— < "— — ' i-. _., — , < — i '— ' »-'— ' >— " ' >— "" ' 1 7 ■*!>— i • — ' r-—^ '— — ' ■ 7 — ■ — ' "— i 37 '£i rr hml% T ' >— — < f— ' ^- , »— ' ' ' ' r— ' ' ' r Ut fa* •"» "" ■■» •= — "~ — 1 C.C.C&ST.L.- CLEVELAND > — ' LJ ' ' -4 ^ fcrj ' ' ' 1 : k L_|l 4-^ ?* PEN N SYLVAN /A I?./? - CHICAGO. TYPES OF MULTIPLE STOPY gA/LZOAD WEIGHT STATIONS tt 40/^/: Scate 1 CE SMITH & CO. st.louis.mo. NEW Y02IC CENTAL- CLEVELAND cons. wees. 1921 Fig. 104 — Types of Multiple Story Freight Stations. No additional per diem would be incurred, as the freight would be handled the same day, as under present system. Deducting this extra cost from the saving of $657,748.00 would indicate a net saving of $171,548.00 to pay the return on the system of runways and elevators that would be required. This saving is in line with similar estimates made for Chicago. In 1915 E. H. Lee, Vice- President and Chief Engineer of the Belt Rail- way of Chicago, estimated the cost, of the pres- ent system of handling 1. c. 1. connecting line No account has been taken of the expense to the public in street maintenance, nor of the delay to other business caused by hauling this freight through the streets, nor can any amount be estimated to cover these items. However, they should not be ignored in the consideration of this subject. Multiple Level Freight Houses and Warehouses The remarkable success which the New York Central Railroad Company has had in 186 L. C. L. FREIGHT developing high buildings above its railroad ican Railway Engineering Association, which property at the Grand Central Terminal at made an intensive study of fifteen successful New York City, and the success of the Bush warehouses. Extracts from report of that Terminal at Brooklyn, the Forty Warehouses Committee, published in 1922, are as follows : at Pittsburgh, the Cupples Station at St. Louis, « Some of the prin cipal advantages of con- and of a number of multiple level freight structing warehouses in connection with 1. c. 1. 73 n Q n o— ir~ -4 zr TT ^ .^ U— H * 7 u u STUDY FO£ FPElGtTT STATIONS ON ELEVATED PAILWAY- NEWYOBK CITY l ' l\ * ^*r- A*i =4^ -d= It -++- ^JB . B ^ , AJ> -Ji^t*— ^-* !, JaA CHICAGO & ALTON- CHICAGO £U/C4#0. SCfel/NGTON & Ql/INCY- CHICAGO. TYPES OF MULTIPLE STOPY PAILPOAD FPEIGHT STATIONS 40 O 40 FT. Scace C.E. SMITH 3 CO. st.louis, m CONS. ENGZS. 1921 Fig. 105 — Types of Multiple Story Freight Stations. houses with warehouses above built by sev- eral railroads, such as the C. C. C. & St. L. at Cleveland and the C. & A., C. B. & O. and Pennsylvania at Chicago, has directed the attention to the possibilities of such develop- ment. At Los Angeles the United Terminal Com- pany has built several units of a very large development of Avarehouses for produce and other commercial uses. This subject was recently studied by the Yards and Terminals Committee of the Araer- freight houses may be briefly stated as fol- lows : 1. The development of the air rights above the freight house for warehouse purposes cre- ates an added source of revenue which helps reduce the charge for high land values which would otherwise be absorbed entirely by the freight house. 2. The warehouse, by being located on the railroad company's property, attracts traffic to the railroad which might otherwise be lost. 3. The occupant of the warehouse is saved the usual time and expense necessary to truck his goods between the warehouse and freight h. C. L. FREIGHT 187 station. In many locations, where streets are narrow and already congested with traffic, this elimination of trucking is desirable, both from the standpoint of the warehouse operator and the municipality. "The extent and importance of these various advantages depend entirely upon local condi- legally restricted from engaging in such activ- ities. 3. A warehouse operated by a railroad com- pany is governed by the regulation of the In- terstate Commerce Commission, which is not the case with a privately operated warehouse company. This places the railroad company STIiE£T ,r-i. ~4r- n^r n^r COMMERCIAL ABOVE HF4VY LINE Fee/GHT HOUSL BELOW HEAVY LINE sreeer ^{OMS/NED COMMERCIAL BUILDING & FREIGHT HOUSE PROPOSED BY CMCfiGO RY. TERMINAL COMMI5SI0K correal me& d/st. (ch/cago jct./?y) cwcffGo. TYPE'S OF MULTIPLE STORY em/eo/H> freight stations] 40 Q 40 FT. SCGLS C.E.SMITH & CO. st.lou/sm CONS. ENGRS. 1921 Fig. 106 — Types of Multiple Story Freight Stations. tions, and must be determined for each indi- vidual location. It might be mentioned in this connection that the operation of buildings above freight stations for light manufacturing and other purposes has proven successful. "Some of the principal disadvantages' of con- structing warehouses in connection with 1. c. 1. freight houses may be expressed as follows : 1. There might be created by this arrange- ment considerable interference between the employes and patrons of the warehouse and those of the freight station which would be ob- jectionable. 2. Railroads are not organized to conduct a warehouse business, and some of them are on an unfavorable competitive basis with the private company. "In numerous cases the last two handicaps have been overcome by the railroad company by either organizing a subsidiary warehouse company to operate the property or leasing it for a period of years to an independent com- pany. "If a warehouse is to be most successfully operated in connection with an 1. c. 1. freight house, particularly if the latter is of some mag- nitude, it is desirable to eliminate interference between employes and patrons of the two facilities. It is, therefore, desirable in so far as possible, without a too great duplication, to L. C. L. FREIGHT WAREHOUSE GROUP AND PRODUCE TERMIHAD OP DOS ANGEDES UNION TERMIHAD COMPANY UNION TERMIHAD WAREHOUSE COMPANY. „ , «, rr„ r _____ ADD BUIDDIHGS COMPLETED AND IH OPERATION, EXCEPT D2. 2,000,000 SQ. FT. FLOOR AREA, PLAN OF BUILDINGS SHOWN IX ABOVE PERSPECTIVE (Illustrations from Engineering News -Re cord Jan. 24, 1918.) Fig. 107 — Warehouse Group — Los Angeles, California. provide separate and independent facilities for each. This applies particularly to tailboard space, railroad trackage, shipping platforms space and elevator service. Adequate facili- ties should be provided for the warehouse without interfering with the freight house op- eration. Summary : "Summarizing the foregoing report as to the suggested relation between the various factors of design, we have the following which are suggested for warehouses where the turnover of goods is moderately rapid. 1. One elevator should be provided for each forty thousand square feet of warehouse space served. 2. The shipping platform area should be four per cent of warehouse storage floor area. 3. There should be one car length of track Fig. 108— M. K. & T. Freight Station, North St. Louis. Fig. 109— St. L. S. W. Freight Station, North St. Louis'. 189 190 L. C. L. FREIGHT siding for each 17,600 square feet of Ware- Platform Trucks in Freight Houses house storage area. ., ata, , ,j , , , J ... , Many or the railroads are still using two- 4. 1 here should be one foot of tailboard , , . . b . frontage for every 1,100 square feet of ware- wheel hand trucks at their frei & ht statlons ' house storage area. although many have changed to four-wheel 5. There should be 16 feet of tailboard front- hand trucks. There are no mechanical tractors age for each car length of siding. in use here, except at Cupples Station and C. "The above figures do not represent exact B..& Q. freight house, limits of design, but are indicative of the The two-wheel hand truck has for a long proper relation that should exist based on ex- time been nized as uneconomical, and is penence of the warehouses studied in this , . , , , . . , , , reoort " being superseded by four-wheel hand trucks, The' success of the Cupples Station of St. which in ordinary freight-house work, except Louis indicates that shippers will pay more where ™ n ways are narrow and distances very rent for space in such a building than in build- short ' show considerable saving as compared ings not supplied with similar railroad service. Wlth two-wheel trucks. This is easy to understand, as the shippers Where the volume of freight is great and save the cost of trucking their goods through distance long, and the platforms are wide the streets to and from the railroad freight enough, mechanical tractors and trailers will stations, and substitute for that the handling show further economy, by platform trucks and elevators. Under conditions favorable to the three There is no reason to suppose that ware- types of trucks mentioned experience has houses built above 1. c. 1. freight stations of shown the relative cost of handling 1. c. 1. individual railroads would not be just as at- freight by those methods to be about as fol- tractive, provided the tenants of the upper lows : floors were given impartial, universal service Two-wheel hand trucks 100 per cent to and from all railroads. Four-wheel hand trucks 60 per cent T , ,, , ., , . , . . , , . Tractors and trailers 15 per cent It all the railroads had freight houses in one i .• ■ i „ .. j • -yr ,, rj. The Committee recommends that greater location, as previously mentioned, in North St. ° t ■„ , j u ix. j. j. use be made of the four-wheel trucks in pref- -Louis, connected by runways, the tenants in v the upper floors would have access to all rail- erence to the two-wheel truck and that motor roads without the necessity of trucking tractors be installed wherever economy can be through the streets and without the necessity effected h Y their use. of any railroads loading trap cars to other rail- This subject was carefully investigated by roads . E. H. Lee, Vice-President and Chief Engineer mi, a i ™ j- t • • ut. u 1 1 of the Chicago and Western Indiana, in 1914. 1 he development of air rights above 1. c. 1. s . . . r • , , , ,• t ■ 1 " -ii His conclusions are published in Bulletin 171 freight stations for commercial purposes will . y , i r, . ,■ , rr ,■ ,, of the American Railway Engineering Asso- be a benefit to shippers by affording them eco- _ J & & nomical locations, to the community indirectly ciation , as follows : by attracting to the city shippers desiring such "Conclusions regarding the use of trucks of locations and directly by reducing the truck- the various types are as follows: ing that would otherwise be done in the (1) Motor trucks, when used without trail- streets, and to the railroads by providing a ers, tend to decrease the cost of trucking source of income which may reasonably be J. rei 8" ht - because ^ form sin f le u U " itS ° f , t ... , r , , \ . , , higher capacity and greater speed than do men expected to lift the fixed charges and overhead with two . whee l trucks ; but as their cost of op- from their 1. c. 1. freight stations below. eration (per day) is greater than the cost of a The reconstruction of the railroad freight man an d a two-wheel truck, the saving is not stations in North St. Louis and in .Mill Creek lar S e - u and u u nless conditions are favorable , T .. ... . . , , , (long- hauls, heavy packages, etc), no saving is Valley, as multiple storage stations, should be made When compared with a man and a f our . given careful consideration. wheel truck, there is no saving, for the two L. C. L. FREIGHT 191 have about the same carrying capacity, and the higher speed of the motor is more than off- set by its greater cost of operation. (2) Motor trucks, when used as power for hauling loaded four-wheel trucks as trailers, show favorable results and greatly decrease the costs per ton. They can pull six times the load at twice the speed of a man with a four-wheel truck, at about twice the expense. Motor trucks should therefore be used to haul and not to carry freight. Under such a system they form an efficient, reliable and economical means of trucking freight. (3) To insure full trainloads, an ample sup- ply of four-wheel or six-wheel trucks and dol- lies is necessary. (4) .Motor trucks, when used as tractors, can handle practically all kinds of 1. c. 1. freight. (5) Motor trucks need wide station plat- forms and open runways wide enough to per- mit two motor truck trains to pass each other in order to secure the best results. (6) "Fouling points" or "interferences" should be reduced or eliminated entirely. (7) In motor truck operation distance is a relatively unimportant factor, for once a train is made up and in motion the cost per ton per 100 feet is low. (8) Under fair .conditions, on an ordinary freight platform, where the motor must operate largely as a way freight, it can handle from 150 to 200 tons per day per motor, and do from 10 to 15 ton-miles of trucking (9) Under local conditions, where the motor can operate as a "through freight," i. e., pull a solid train of five or more trailers from, origin to destination without a stop and with few or no delays, a motor can probably be expected to handle from 250 to 500 tons per day or do from 30 to 60 ton-miles of trucking. (10) Finally, the substitution of the four- wheel truck for the two-wheel truck, if condi- tions warrant, while it saves money, is partic- ularly valuable because it may be a preliminary step to the use of one or more motor trucks, if volume of tonnage and local conditions indicate the need of a tractor. This method of procedure also eliminates the danger of installing motor trucks at a heavy investment expense, to per- form work which the four-wheel truck used as a trailer will do more economically." Method for Handling to and From Railroad Stations Motor Trucks The development of the motor truck for haul- ing freight through city streets has caused much study of the extent to which it may be used economically as an adjunct to railroad service. As the motor truck can handle freight faster and at less cost on long haul than horse- drawn vehicles, it is peculiarly adapted to such service. The motor makes possible the consideration of district off-track freight stations as centers for store-door collection and delivery, freight containers, elimination of trap cars, and prompter service, even to those industries that have track connection. A short resume is given here of recent devel- opments in the use of motor trucks for handling freight in large cities. Demountable Truck Bodies Demountable truck bodies are used at Cin- cinnati for handling connecting line 1. c. 1. freight between railroads and between main and sub-freight stations. The bodies are closed boxes eight feet wide, seventeen feet six inches long, seven feet high, with doors at the rear. They are handled by overhead cranes. The trucks have a capacity of five tons. The bodies are placed on level with the freig-ht house floors. The freight is handled di- rectly between them and the cars. The boxes are loaded at the inbound houses, locked and sealed, and hauled to the outbound houses of the other railroads. After being emptied at the outbound house they are moved around to the inbound house for another load. The containers are used locally ; they are not handled on railroad cars. While the bodies are being loaded and unloaded the motor trucks are handling other bodies. When this system was installed in 1917 the freight was handled in part by horse-drawn drays ; their capacity had been outgrown by the business and the railroads were rapidly return- ing to the expensive, slow and unsatisfactory trap-car service. The new sytem showed im- mediate benefits in quicker interchange, re- leased trap cars for other service, released plat- form space, reduced platform labor, reduced the cost of transfer to the railroads, reduced loss and damage claims and released track room for^ station cars. Fig. 110 — Demountable Motor Truck Bodies — Cincinnati, Ohio — Loading Bodies. Fig. Ill — Demountable Motor Truck Bodies — Cincinnati, Ohio — Placing Body on Motor Truck. 192 Fig. 112 — New York Central Container Car — Ready for Shipping. Fig. 113 — New York Central Container Car — Placing Container on Motor Truck. 193 194 L. C. Iv. FREIGHT Container System The New York Central Railroad is con- ducting an experiment with far-reaching pos- sibilities in the shipment of freight in steel containers. The system is not necessarily con- fined to 1. c. 1. freight, but may be used for certain freight that would otherwise be shipped in carloads. It is also adapted to the handling of express and mail. The freight containers are of two sizes — 7 feet wide, weight 2,900 pounds, capacity 3,500 pounds, and 14 feet wide, weight 4,800 pounds, capacity 7,000 pounds. Especially designed flat car with low sides carries six small or three large containers. When the containers are on the car the doors cannot be opened. Any flat car may be readily adapted to handling contain- ers. Containers may be loaded and locked on the shipping platform of the shipper, transferred to a motor truck, moved to a railroad siding, transferred to a car, transported to destination, transferred to a motor truck, moved to the con- signee, transferred to the consignee's plat- form and there unlocked and unloaded. This system reduces the number of han- dlings of freight, eliminates repeated checking, reduces the number and cost of clerks and truckers, practically eliminates losses due to theft and handling. Goods may be carefully packed by the shipper, frequently without crat- ing, with the assurance that they will not be disturbed until delivered. This system is admirably adapted to store- door collection and delivery for the large ship- pers who make shipments that will fill con- tainers. The extensive use of this system should cut down delays to trucks at freight houses and relieve freight houses of a great part of their present burdens. Cars and trucks can be loaded and unloaded in a fraction of the time now consumed in handling 1. c. 1. freight. Experimental trips have been made between New York and Chicago and between Cleve- land and Chicago. In a shipment of groceries from a Chicago firm to its Cleveland house 198 pieces were loaded in thirty-three minutes. The container was transferred to the car in five minutes. Nothing was crated. The goods were received in Cleveland in good condition. This service cannot be substituted for the present method of handling 1. c. 1. freight, as there are so many small shippers, but it may be made an important adjunct. This system should be given careful consid- eration by railroads and large shippers. It may^-be-Trs-ed— to__iuhyjmta°[e_j3y marryshippSrS- whojiavjejjieir own railroadJxack. Columbia Terminals Tractor and Trailer System of Freight Handling at St. Louis and East St. Louis The 1. c. 1. freight that is handled between freight stations in the St. Louis-East St. Louis terminals and between the railroad freight sta- tions and the off-track stations of the transfer companies is handled in wagon bodies with side stakes and a ridge pole. Each body car- ries a tarpaulin which is spread in wet weather. The greatest distance between stations is two miles. Closed bodies were not adopted, as in Cin- cinnati, on account of the extra dead weight and the heat in summer. Movement under lock vy and key has not been considered necessary in/ St. Louis, as there has been practically n(jpi theft. The transfer companies' employes check the loading of the drays, receipt for the freight and get a receipt at the other end. This differs from the Cincinnati system, where the transfer companies' employes are merely drivers. The St. Louis stake wagons are hauled by horses and as trailers to tractors. The wagons and trailers are parked at inbound platforms for loading and at outbound platforms for un- loading while the horses and tractors are han- dling loads. The equipment is controlled by a dispatcher. The horses are gradually being re- placed by tractors. At present the tractors haul across the river ; the horses handle the shorter hauls on both sides of the river. It is interesting to note that the motor trac- \j tors take only 18 minutes to make trips that f take horses one hour. The St. Louis system has all the advantages of the Cincinnati system, except the movement Fig. 114 — Tractor and Trailor Method, Columbia Terminals Co. — Loading Trailor. Fig. 115 — Tractor and Trailor Method, Columbia Terminals Co. — Ready for Delivery. 195 196 L. C. L. FREIGHT under lock and key, and is more flexible, as the wagons can handle at any point on the plat- forms of the shippers or freight houses with- out special preparation, other wagons may use the same space at other times, and no overhead cranes or mechanical equipment is required as for the Cincinnati bodies and the New York Central containers. The trailers run on a rear axle and two heavy truck wheels. The front end, when detached from the trailer, is supported on a hinged frame with two small wheels under the body which permits the trailer to be moved around even when detached. The front end of the trailer is picked up automatically and carried over the rear driv- ing- wheels of the tractor, which has four wheels. Thus a tractor and trailer have six wheels, two steering wheels, two driving- wheels and two trailing wheels. The trailers have a capacity of 9 tons ; the tractors are 3^4 tons. The tractors average 20 miles per day with an average load of 6 tons. This service has been developed to a high degree of efficiency, and is very popular with the railroads and the shippers. Motor Trucks, Trailers and Containers Abroad .Motor trucks, tractor trailer and container systems are in use by several European rail- ways, largely for store-door delivery service, which is common in Europe. The Engdish railways have used railway con- tainers for some years, particularly in handling mail, baggage and express to and from steam- ers to France and Ireland. Bibliography of Motor Truck, Trailer and Container System of Freight Handling As so much attention is being given to this subject it is considered desirable to reprint here a bibliography on the subject prepared by the Yards and Terminals Committee of the American Railway Engineering Association, which appears in the 1922 report of that Com- mittee. Motor Trucks for 1. c. 1. Freight Service at Cincinnati. — Engineering News Record. March 11, 1920; pp. 495-508. Motor Truck Service for 1. c. 1. Transfer and Store Door Delivery. — Engineering News Rec- ord, October 21, 1920; p. 785. Motor Trucks in Terminal Service. — Engi- neering News-Record, December 16, 1920; pp. 1163,1194. Container System for Freight Transporta- tion on the New York Central Railroad. — En- gineering News-Record, March 31, 1921; p. 557. Tractor-Trailer Service for 1. c. 1. Freight Transfer at St. Louis. — Engineering News- Record, May 19, 1921 ; p. 852. Motor Truck Freight Transfer by European Railwavs. — Engineering News-Record, Tune 2, 1921'; p. 954. Tractor-Trailer Freight Service at Chicago — Electric Railway Journal, July 23, 1921 ; p 133. Motor Trucks Replace Trap Cars. — Railway Age, Sept. 7, 1917; p. 427. Expediting Movement of 1. c. 1. Freight at Cincinnati. — Railway Age, August 6, 1920; p. 219. Container System of Freight Transportation. — Railway Age, September 24, 1920; p. 151. Unit Containers for Freight Shipments. — Railway Age, October 22, 1920 ; p. 684. Container Car in Express Service on New York Central Railroad. — Railway Age, Febru- ary 4, 1921 ; p. 315. Proposed Container System at New York. — Railway Age, February 25, 1921 ; p. 474. Container Car for 1. c. 1. Service on N. Y. C. R. R.— Railway Age, April 8, 1921 ; p. 905. Container Car in Mail Service. — Railway Age, May 13, 1921 ; p. 1128. Standard Freight Container as Auto Truck Body. — Railway Review, June 12, 1920; p. 1015. Steel Containers Handle Express on New York Central Railroad. — Railway Review, Feb- ruary 5, 1921 ; p. 214 ; and April 16, 1921 ; p. 600. Expediting Mail Service. — Railway Review, May 28, 1921; p. 811. The Container System on British Railways. — Railway Review, September 10, 1921 ; p. 328. Tractor Method of Handling 1. c. 1. Freight and Using Demountable Van Bodies for Han- dling Freight. — Proceedings of Freight Station Section, A. R. A., 1921. Container System of Handling Freight on Interurban Electric Railway Between Cincin- nati, Ohio, and Aurora and Harrison, Indiana. — Railway Age, February 25, 1922. GRADE CROSSINGS Railroad Grade Crossings river front in a different order than that in There are many railroad grade crossings in which the railroads enter the city. For ex- the St. Louis-East St. Louis railroad terminals, ample, the B. & O. enters from the east, south At many of these crossings there are also con- of the Pennsylvania, but its freight house and nections where freight is interchanged. So terminal is north of the Pennsylvania. Hence long as the present system of competition in there is a crossing of those two roads near Re- railroading continues many of these railroad lay Depot. crossings will be necessary. Most of the con- The C. C. C. & St. L- enters from the north, nections will also be required for free circula- but its freight house is the farthest south of tion of cars in interchange between railroads, all the north and east lines, necessitating and as the connections must be at grade most crossing over the C. P. & St. L.. T. St. L. & of the crossings will be continued at grade. W., Wabash, C. B. & 0., B. & O., Pennsyl- Wherever it appears that railroad crossings vania, Eads Bridge tracks and L. & N. can be separated and that in time conditions By exchanging only three of the East St. will require their separation, no permanent Louis freight houses ; that is, moving the L. & improvements should be made that would pre- N. into the C. C. C. & St. L. house, the B. & vent the separation at some time in future. °. into the L. & N. house and the C. C. C. & Wherever railroad crossings are not needed St. L. into the B. & O. house, six grade cross- they should be eliminated. The plan recom- in gs would be eliminated as follows : mended by the Committee for the use of outer C. C. C. & St. L. across L. & N., group yards, and for the separation of passen- ^. C. C. & St. L. across Eads Bridge tracks, , '■ c ,1 r ■ i, . , ,i C. C. C. & St. L. across B. & O., ger trains from the freight tracks on the sur- „ ~ ^ :i Z 1 " ' ? . _ . . . C. C. C. & St. L. across Pennsylvania, race in East St. Louis, automatically eliminates B & O across Pennsylvania the handling of a great deal of traffic across B. & O. across Eads Bridge tracks, other railroads. Some new construction would be required. Northeast of Bridge Junction, where the but the Committee believes that the benefits Wabash crosses the C. P. & St. L., T. St. L. to be derived will justify the expenditures. & \Y., and the Southern in reaching the Stock More grade crossings near Relay Depot and Yards, and where the C. P. & St. L- and T. Bridge Junction can be eliminated by further St. L. & W. also reach the Stock Yards, a com- swapping, but extensive changes would be re- plicated junction is made which can be done quired to adapt the present freight houses away with entirely by the use of outer yards, north of the Pennsylvania for the use of the The Stock Yards business of those railroads railroads in the proper order. The changes can be handled in and out at its extreme east that would be required would amount to prac- end and over the Illinois Transfer Railway tically reconstructing the facilities. The Com- and the V. & C. belt of the Southern Railway, mittee believes that if there be any further In the vicinity of Bridge Junction and Relay rearrangement of freight houses they should Depot in a distance of one mile there are be built north and south between Bridge Junc- twenty-five railroad grade crossings that cause tion and Missouri avenue. When so rebuilt considerable delays in the handling of freight, only nine grade crossings would remain out These are due to the location of the freight of twenty-five, ten more would be eliminated houses and termini of the railroads along the in addition to the six eliminated by the pre- 197 w o o M £ 198 199 200 GRADE CROSSINGS 201 Fig. 119 — L. & N. Freight Station — East St. Louis. Fig. 120— C. C. C. & St. L. Freight Station— East St. Louis. vious change, a total of sixteen clone away extensive change in the northerly houses at with. present, but recommends that plans for that The Committee recommends that the rail- change in future be agreed upon by the in- roads proceed at once to bring about the ex- terested railroads and that no improvements change of the three freight houses mentioned, be made therafter that would make the change The Committee does not recommend the more more difficult or expensive. 202 GRADE CROSSINGS Fiar. 121 — B. & O. Freight Station — East St. Louis. The second step would release a valuable strip of property that would be available for future industrial development in connection with the river. The second step would wipe out the pres- ent Burlington yard, which, however, is not very extensive. The Committee's plan makes provision for a new yard for the Burlington, but if the railroads adopt the outer group yard plan recommended by this Committee, the C. & A. will have an excess of yard capacity north of Bridge Junction, entirely sufficient to fur- nish the Burlington all it may require. Grade Crossings of Railroad and Streets There are about 350 highway grade crossings in the St. Louis-East St. Louis railroad ter- minals, 200 on the west side and 150 on the east side. There are many more potential grade crossings in undeveloped districts, of streets that were platted and recorded before railroad tracks were built and that some day may be opened across the tracks. Many of the grade crossings are over switch- ins: tracks in industrial districts that are nec- essary to the success of the industries, and will probably be continued indefinitely. Many of the grade crossings are over rail- road tracks that occupy streets longitudinally as the Terminal Railroad Association in Twenty-first street, East St. Louis, the Wabash and Terminal Railroad Association in Second street, North St. Louis, the Manufacturers' Railway in Second street, South St. Louis, the Terminal Railroad Association in Hall street and First street, the Burlington Railroad in First street, North St. Louis, the Missouri Pacific Railroad in First street, Front street and Poplar street, South St. Louis, the St. Louis Transfer Railway used by the Ter- minal Railroad Association in Lewis street and on Front street and the tracks of several rail- roads on the wharf. Most of the crossings in St. Louis are along the river front, east of Third street. As there is only a narrow strip between them and the river, the highway traffic over most of them is comparatively light. GRADE CROSSINGS 203 The rerouting of east side passenger trains over the Municipal Bridge and the north and south extensions of the .Merchants Elevated in St. Louis north to North Market street, and south to Rutger street, will remove all pas- senger traffic and a large amount of freight traffic from streets now used and crossed at grade, although the surface tracks would con- tinue to be used for freight movements. The use of the Merchants Elevated and south extension between Mill Creek Valley and South St. Louis by the Missouri Pacific will eliminate the Poplar street track and seven grade crossings. The grade crossing situation in East St. Louis is somewhat different from the St. Louis situation. The business section of East St. Louis is entirely enclosed by railroad tracks ; on the north by the B. & O. and Pennsylvania; on the east, by the Alton & Southern. Terminal and Southern Belts ; on the south by the Southern and Illinois Central, and on the west by the tracks running north and south along Cahokia Creek. East St. Louis is developing rapidly as an industrial center and its logical expansion in- dustrially is northwardly, north of the B. & O. and Pennsylvania, and southwardly, south of the Illinois Central. The residental district is growing eastwardly from the belt lines. Grade crossing elimination therefore is vital to the community. Proceedings for the separation of grades where North Ninth street crosses the South- ern Belt, the Terminal Belt, the B. & O. and the Pennsylvania at the Willows, and where South Eighth street intersects the Illinois Central in East St. Louis, are now under way. The separation of grades at these points will open the north and south industrial territory of the City. The carrying- out of Plan "E" for rerouting east side passenger trains as recommended by this committee will eliminate the grade cross- ings at Trendley avenue and Missouri avenue for highway traffic to and from the freight houses along the river front, and at South Main street, South Fourth street. South Eighth street, South Tenth street, Brady avenue, Con- verse avenue, Bond avenue, Market street, and Trendly avenue, on the Southern for traffic to and from the Municipal Bridge and the south industrial district. Plan "E" also pro- vides for the elimination of the Broadway via- duct by placing Broadway under the railroad tracks, which would be raised somewhat. The Committee also recommends that in working out the details of Plan E, considera- tion be given in the profile of the east approach to the elimination of the grade crossings at St. Clair avenue over the Pennsylvania, B. & O. and L. & N., as it is a very important crossing, being the only important highway artery to the Stock Yards District and to the communities to the north. The grade crossings in industrial districts should be so adjusted as not to interfere with the necessary service to industries. The Committee believes that it is not finan- cially practicable to eliminate all highway grade crossings as a part of the plan of this report, and that the principal crossings should be a matter of negotiation between the in- dividual railroads and the communities. This committee recommends that each rail- road study its grade crossing problems in the St. Louis-East St. Louis terminals, with rep- resentatives of the various communities, that general plans be agreed to for the future elim- ination of such crossings as it seems desir- able to eliminate at some future time, and that thereafter in locating industries and making improvements nothing be done by either the railroads or the communities that would make it more difficult to eliminate any crossings. OS pa c j j? j c 204 RIVER TRANSPORTATION St. Louis and East St. Louis River Front. The City of St. Louis extends 20 miles along the west bank of the Mississippi River. About one-half the frontage is owned by the City; the remainder is owned by private interests, partly by railroads. This entire length of river front is served by railroads. The City owns railroad tracks from Arsenal street to the north City limits, about 14 miles, which are open to the use of all railroads on equal terms. Very little of the City-owned river front is tied up by long term grants, which makes it possible to develop it for industries requiring access to the river. The City of East St. Louis extends along the east bank for only 2y> miles, which is almost entirely owned and occupied by railroads. St. Clair County south of East entire year between New Orleans and Cairo, such as the Aluminum Company of America, the United States Steel Corporation and others, have handled part of their freight on the river in recent years by modern steel towboats and barges. During the period of Federal control of the railroads, the United States Railroad Adminis- tration established freight service on the Lower Mississippi River between St. Louis and New Orleans with modern barges and steam tow- boats. At first a number of old steamboats and barges were purchased and leased pending the construction of forty 2,000-ton closed-top cargo barges and six 2,000 horse-power screw- propelled towboats. This new equipment has been completed and placed in service. Nine feet minimum depth is available the St. Louis and Madison County to the north extend along the east bank of the river op- posite St. Louis, their entire front being pri- vately owned. On the two sides of the river there are forty miles of river front within the "Port of St. Louis," available for water front development, of which only a part has been developed. River Traffic and Equipment about one hundred and eighty miles below St. Louis. Eight feet minimum depth is available for ten months of the year between St. Louis and Cairo ; the remaining two winter months are interfered with by ice and low water. For the Upper Mississippi River, President Wilson made an appropriation out of his emer- gency fund for floating equipment to handle Ilinois coal from East St. Louis to St. Paul, and Minnesota iron ore from St. Paul to St. In the old steamboat days the St. Louis river Louis. For this service four 2,000 horse-power front was the scene of great activitv as it was stern-Avheel towboats and nineteen 3,000-ton the center of operation of the packet type of open-deck barges have been completed, but steamboat plying on the Upper and Lower Mis- sissippi. Missouri, Illinois, Ohio, Cumberland, Tennessee, Arkansas, White and Red Rivers and their tributaries. Although the rivers have been improved by the United States Govern- ment, the river traffic has gradually dwindled not yet placed in that service. Five feet depth is available eight months of the year between St. Paul and St. Louis. The remaining four months are interfered with by ice and low water. Upon the termination of Federal control of away as railroads developed along the river the railroads, the barge service on the lower banks. The old type packet could not com- river was turned over to the War Department, pete with the railroad, and it was relegated to and has since been operated by the Mississippi- excursion traffic and to serve points having Warrior Section of the Division of Inland inadequate railroad service. Large industries, Waterways. 205 Fig. 123 — U. S. Government Upper River Towboat and Barges. Fig. 124 — U. S. Government Lower River Towboat and Barges. 206 RIVER TRANSPORTATION 207 River Policy of United States Government The policy of Congress with reference to this Government activity was expressed in the Transportation Act of 1920. Under section 412 of that act, the two paragraphs under sub- division "a" of the 13th paragraph of section 6 of the Interstate Commerce Act was amended so as to read as follows : "(a) To establish physical connection be- tween the lines of the rail carrier and the dock at which interchange of passenger or property is to be made by directing the rail carrier to make suitable connection betwen its line and a track or tracks which have been constructed from the dock to the limits of the railroad right of way, or by directing either or both the rail and water carrier, individually or in con- nection with one another, to construct and con- nect with the lines of the rail carrier a track or tracks to the dock. The Commission shall have full authority to determine and prescribe the terms and conditions upon which these con- necting tracks shall be operated, and it may either in the construction or the operation of such tracks, determine what sum shall be paid to or by either carrier ; Provided, That con- struction required by the Commission under the provisions of this paragraph shall be sub- ject to the same restrictions as to findings of public convenience and necessity and other matters as in construction required under sec- tion 1 of this act." Under section 413 of the act, paragraph "c" of the 13th paragraph of section 7 of the In- terstate Commerce Act is amended to read as follows : "(c) To establish proportional rates, or max- imum, or minimum or maximum and minimum proportional rates, by rail to and from the ports to which the traffic is brought, or from which it is taken by the water carrier, and to deter- mine to what traffic and in connection with what vessels and upon what terms and condi- tions such rates shall apply. By proportional rates are meant those which differ from the corresponding local rates to and from the port and which apply only to traffic which has been brought to the port or is carried from the port by a common carrier by water." In the power to regulate rates under sec- tion 422 of the Transportation Act, a new sec- tion 15a is added, by which the pOAver to fix rates expressly excludes inter alia any belt line railroad, terminal switching railroad, or other terminal facility, owned exclusively and maintained, operated and controlled by any State political subdivision thereof. Section 500 of the act provides as follows : "It is hereby declared to be the policy of Congress to promote, encourage, and develop water transportation service, and facilities in connection with the commerce of the United States, and to foster and preserve in full vigor both rail and water transportation. "It shall be the duty of the Secretary of War, with the object of promoting, encourag- ing, and developing inland waterway trans- portation facilities in connecton with the com- merce of the United States, to investigate the appropriate types of boats suitable for differ- ent classes of such waterways ; to investigate the subject of water terminals, both for inland waterway traffic and for through traffic by water and rail, including the necessary docks, warehouses, apparatus, equipment, and appli- ances in connection therewith, and also rail- road spurs and switches connecting with such terminals, with a view to devising the types most appropriate for different locations, and for the more expeditious and economical trans- fer or interchange of passenger or property be- tween carriers by water and carriers by rail ; to advise with communities, cities, and towns regarding the appropriate location of such ter- minals and to co-operate with them in the prep- aration of plans for suitable terminal facil- ities ; to investigate the existing status of water transportation upon the different inland water- ways of the country, with a view to determin- ing whether such waterways are being utilized to the extent of their capacity, and to what extent they are meeting the demands of traffic, and whether the water carriers utilizing such waterways are interchanging traffic with the railroads ; and to investigate any other matter that may tend to promote and encourage in- land water transportation. It shall also be the province and duty of the Secretary of War to compile, publish and distribute, from time to time, such useful statistics, data, and in- formation concerning transportation on inland waterways as he may deem to be of value to the commercial interests of the country." Volume of River Freight During 1920 the normal movement of freight between St. Louis and New Orleans amounted to about 5,000 tons per month. During Octo- ber, 1920, the amount was as follows : St. Louis local freight 346 tons Through freight to and from points northwest and northeast of St. Louis making river rail transfer there 5>1 5 1 tons I Fig. 125 — Log and Lumber Derrick — St. Louis River Front. Fig. 126 — Southern Ry. Coal Dock — East St. Louis. 208 RIVER TRANSPORTATION 209 Shippers who did not use the barge line dur- ing the remainder of that year were not slow to avail themselves of its service during the Switchmen's strike in May, 1920, when the railroads were crippled. During that month the amount of freight handled was as follows : St. Louis local freight 4,661 tons Through freight 10,674 tons During 1921 the freight handled by the barge line at St. Louis averaged about 15,000 tons per month. River Terminal Facilities The service that the barge line could per- form has been limited by the lack of proper terminals and facilities for effecting the trans- fer of freight between land and water carriers. New Orleans is well supplied with docks and transit sheds, but as they have been used almost exclusively by ocean going boats which carry their own mechanical equipment, the docks have not been properly equipped for the river barges. This deficiency is being corrected by the co-operation of the local and national governments. No river terminal facilities are available at Vicksburg or Cairo or smaller cities along the river, but the Federal government is getting ready to build them. At Memphis the local and national governments are co-operating in the construction of river terminals. There is a general impression that the facil- ities for transferring freight between water and land at St. Louis are confined to those afforded by the wharf boats and paved wharf along the river front adjoining the business district be- tween the Eads Bridge and the Municipal Bridge. On the contrary many other facilities are available. Four lumber companies have log and lum- ber derricks on the river front, to unload logs and lumber from rafts and barges on the river. This type of derrick is admirably adapt- ed for handling a large number of other com- modities that can be carried by water to much better advantage than by rail. These derricks well illustrate the manner in which the river front can be used by private industries for their commodities. Additional derricks can be installed at comparatively small expense. Just below the Municipal Bridge on the East St. Louis river front the Southern has coal unloading hoppers. The depth of water in front of the hoppers and the elevation of the hoppers are such as to permit transferring coal from cars to barges at all stages of the river. This will enable the transfer of a greatly in- creased tonnage of coal from cars to barges at that point. Coal from any mines can be un- loaded here as the Southern Railway has a belt line around East St. Louis that connects with all railroads. The Aluminum Ore Company has con- structed a dock for the handling of aluminum ore from barges to cars and coal from cars to barges on the East St. Louis river front. This dock is available for the handling of a greatly increased tonnage and variety of com- modities other than the coal and ore for which it was built; it is on the Alton & Southern Railroad, which connects with nearly all east side railroads. The Mississippi Valley Iron Company, which operates blast furnaces in South St. Louis, has been very active in promoting the handling of coal and ore on the Mississippi River by barges and towboats. Its river front is now being prepared for the installation of a large ore bridge for handling ore from barges to the ore piles, which will also be available for handling pig iron from the blast furnaces to boats and barges. There are five grain elevators with storage bins on the St. Louis river front, three of which are now equipped for transferring grain between rail and boat. These elevators have good boat landings and are capable of han- dling a greatly increased volume of grain. There are twelve points on the Mississippi River front at St. Louis where railroad in- clines for transferring cars to and from trans- fer boats are now being maintained or have been maintained in the past. Those that have been maintained in the past could be restored if required. These inclines have been used in the past for transferring cars between rail and barges. Railroad cars may be placed on them alongside of boats and freight transferred on the level between boats and cars. ' . '. ■'•:." :■ ■ ■■•■ :■:■ . ' .'. , ,: Fig. 127 — Burlington Grain Elevator, North St. Louis. Fig. 128 — Direct Transfer of Freight River-Rail — St. Louis River Front. 210 RIVER TRANSPORTATION 211 Cradles move up and down these inclines to bring car floors level with the deck of barges and boats. All these inclines were furnished with adequate railroad connections and conven- ient switching yards. By the assistance of switch engines in placing cars on and removing cars from these cradles, cars can be loaded and un- loaded at each incline. The use of these inclines for the above purpose will greatly facilitate and cheapen the transfer of certain classes of freight between cars and boats at St. Louis. The East St. Louis Dock and Warehouse of the Kansas City, Missouri River Naviga- tion Company, which has been in operation for some time, is now owned and used by the Government barge line. St. Louis is very fortunate in having avail- able one of the very best locations on the river for the construction, repair and remodel- ing of barges and boats, the marine ways and docks at South St. Louis. The river front at this point consists of a slope of solid rock, on which the rails of the marine ways are located. The marine ways occupy a length along the river of about 900 feet and a width of about 600 feet. The cradles and rails will accommodate six large barges, or boats of similar size, simultaneously, and the surround- ing land is sufficient to provide room for all necessary buildings and equipment to assem- ble and manufacture the parts for the boats to be made on these ways. Additional land similarly situated north of the ways is avail- able for future expansion. The Government is now building for its barge line operations a floating river rail ter- minal on the East St. Louis river front, and a river rail terminal on the St. Louis river front at Rutger street. North Market Street Municipal Dock In spite of the fact that St. Louis and East St. Louis were already quite well provided with river rail terminals and mechanical handling facilities, most of which, however, wdiile hav- ing capacities far in excess of the business moving through them, were limited in scope to certain commodities, the City Administra- tion of St. Louis, in 1916, appropriated funds for the construction of a modern river rail terminal of permanent construction at North Market street, so designed as to permit the installation of any type of mechanical equip- ment that has been successfully used in the transfer of freight between water and land, and thereafter appropriated additional funds from time to time as business recpiired, until today the dock stands 60 per cent complete, after an expenditure of $600,000.00. li was the intention of the City to continue to appropriate funds for the completion of this dock in the immediate future, but in view of the Goverment having appropriated funds for a dock in South St. Louis and one in East St. Louis, as well as at Cairo, Memphis, Vicks- burg and New Orleans, work on the North Market Street Dock under municipal appro- priations practically stopped and there are now no appropriations for the completion of the North Market Street Dock. The building of the North Market Street Dock was carried out in such a way, however, that after the first 25 per cent w r as completed that much and any additions could be used efficiently. At the present time the Govern- ment is making use of the North Market Street Dock in the transfer of practically all freight for the barge line. The capacity of the North Market Street Dock today is at least 2,000 tons per day. The Government has not ex- ceeded 1,000 tons per day and does not aver- age over 500 or 600 tons per day. The completion of the dock does not re- quire any additional river construction, but merely an increase in the number of mechanical handling facilities, warehouses, railroad tracks and platforms. When the present structure is so equipped, this dock will have a capacity of 10,000 tons per day, far in excess of the capacity of all the river carriers now serving St. Louis, even though there were no other river rail terminals. At the present time the North Market Street Municipal Dock consists primarily of a rein- forced concrete river wall, 900 feet long, reach- ing from 10 feet below low water to the highest flood stage. Four of the new large Goverment barges can be placed alongside this dock for load- w O 212 213 214 RIVER TRANSPORTATION 215 ing and unloading simultaneously. Upstream from the concrete wall is a pile fender 2,000 feet long for tying up loaded barges prepara- tory to dropping them down before the dock for unloading and reloading - . Downstream from the concrete wall it is expected to build a similar pile fender to which reloaded barges may be dropped and tied up until the towboat is ready to take them away. On top of the dock are two twin overhead gantry cranes carrying four electric telpher hoists. These hoists can reach every point from the far outer edge of the barges to the warehouse floor, without interfering with any of the operations on top of the dock or on the railroad tracks. These have been in success- ful operation for several months and have al- ready proven the correctness of their design. An operator in a telpher easily handles twice as much tonnage as an operator in a locomo- tive crane. There are also several locomotive cranes on the dock, a spiral gravity conveyor, a continuous belt conveyor and several chutes. It has been the intention to install more spiral gravity con- veyors, continuous belt conveyors and over- head gantries to increase the mechanical han- dling capacity as requirements demand. On the land side there are now two ware- houses covering 40,000 square feet, and also railroad tracks on which 70 railroad cars may be placed at one time for loading and unload- ing. Space has been provided, and the ulti- mate plans call for warehouses cover- ing 150,000 square feet. The ultimate plans call for railroad tracks alongside platforms for loading and unloading 300 cars at one time, with storage tracks for 1,000 cars adjoining the terminal. Developments indicate that the North Mar- ket Street Dock is well located and designed, now has a capacity several times the amount that is moving and, Avhen finished, according to the plan's, will have a capacity of 10,000 tons per day, far in excess of the carrying capacity of the floating equipment. In view of the fact that the Government has appropriated funds for dock construction at St. Louis as well as elsewhere, it will be diffi- cult, if not impossible, to secure any more large appropriations from the City for dock construction, or for the completion of the North Market Street Dock. However, the City of- ficials have expressed a willingness to spend on the docks all amounts collected as wharfage. As this will not complete the dock fast enough, more money must be found. The completion of the North .Market Street Dock, according to the plans for its ultimate development, should be carried forward as rapidly as the requirements of river traffic necessitates. Improvement of St. Louis River Front As the Mississippi River hugs the high ground on the St. Louis side, there are stretches where the river front is quite narrow. As the East St. Louis levees have been com- pleted and as the bridges definitely fix the channel, no change is possible between the Merchants and the Municipal bridges. Below the Municipal Bridge it is possible to increase the space available for river front development in South St. Louis by shifting the harbor lines to the east starting at the Municipal Bridge, increasing to a maximum of about 140 feet at Lesperance street, and running out near Potomac street. There are no improvements on the east bank that would prevent the change. In fact, the east river front has never been filled out. An agree- ment was reached several years ago between the owners of the east river front who would lose land, and the owners of the west river front, including the City of St. Louis, who would gain land, but the City was not ready at that time to appropriate the necessary funds. This, improvement should be carried out as the extra width of river front that St. Louis would gain will be needed more and more as time goes on for railroad tracks and river landings. Above the Merchants Bridge the river makes a long bend to the w r est and then to the east for a distance of six miles to the Chain of Rocks. On the St. Louis concave side of the bend there is the usual swift cur- rent and bank cutting; which makes it diffi- Fig. 132 — Present and Proposed Harbor Lines Above Merchants Bridge. 216 MOTOR TRUCK RUNWAYS IN EACH BLOCK EXTENDING MOTOR TRUCK RUNWAY RECEIVING SHIPPING FLOORS. PROFILE OF NORTHMARKET ST. cc < 5 tn cc ft © o O < O cc ' .g7o 6r. < ft ^ L^. r : *?. JJ^^— £ PROFILE OF TYLER ST. H CO O 8 1 1 7o Gr. tD I 17 r >■ cc CD PROFILE OF BIDPLE ST. .&%£** O T3E- X I- C 7/2o loGr. W , MM w;;, '■' ' _^s^— >jj»}wm. PROFILE OF WASHINGTON AVE. in in o h- z in o cc o Ul u. 1.38 7o.Gr. i/) 3.n7o Gr. in cc X h PROFILE OF MARKET ST. TYPICAL CROSS SECTION OF PROPOSED ULTIMATE WAREHOUSE- RAILROAD AND DOCK DEVELOPMENT OF ST. LOUIS WATER FRONT too I92\ HORIZONTAL SCALE •--« VERTICAL SCALE PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING /• e ■STiVS!!f l . S "JE AS I STL0U » S RAILROAD TERMINALS C.E. SMIT H & CO. CONSULTING ENGINEERS Fig. 133— Proposed Ultimate Development of St. Louis Water Front. 217 218 RIVER TRANSPORTATION cult and expensive to maintain the bank, and will make any river terminal there extremely dangerous to operate. On the east convex side of the bend there is the usual shallow water and sand bars. Islands 1 and sloughs occupy the east bank for over two miles back to the main land at the wid- est point. To correct this condition by making the river cut across the bend, a dyke was built several years ago at the Chain of Rocks. Since that time the upper head of the island or sand bar has receded over 3,000 feet and a slough in a fairly direct line across the sand bar has widened appreciably. This process of river straightening should be controlled before the vagaries of the river result in further detours. If this river straightening be properly directed and con- trolled, the east river bank will be available for river terminal construction by reason of the worthless sand bar being washed away, the west river bank will be available for river terminal construction by reason of the sharp curve, bank cutting and swift current being eliminated, and about 2,700 acres of valuable river front land will be added to St. Louis. The riparian owners on both sides of the river should co-operate to direct control and expedite this straightening of the river above the Merchants Bridge. The river front above and below the Eads Bridge is somewhat inaccessible to the busi- ness district by reason of the steep grades on the east and west streets. At Washington avenue the grade from the wharf to First street is about 10 per cent, from Second to Third street is about 7.5 per cent. At Olive street the grade from the wharf to Commercial street is over 16 per cent and from Second to Third street is 5.25 per cent. Notwithstanding these heavy grades, the river front from Tyler street to Chouteau avenue is one of the best 1. c. 1. freight producing sections in the business dis- trict. In view of this fact the best economic de- velopment of this territory should be planned as a whole, taking into account particularly its strategic location, for industrial purposes. In recent years a great many plans have been suggested for the improvement of the river front, particularly the report of a Com- mittee of five Engineers submitted to the Chamber of Commerce and the Commercial Club, dated February 6th, 1917. The following suggestion which was origin- ally submitted to the City Plan Commission by C. E. Smith, consulting engineer, is also submitted. Although the wharf space owned by the City along this property is quite narrow, it is wide enough for the construction of a ver- tical river wall similar to the wall at North Market street, with fill behind. The clearance under the Merchants elevated structure will permit the fill behind the wall to be carried up six feet and the top of the wall placed above high water. Such a wall could be surmounted by several floors for shipment, receipt and storage of freight. Tenants of buildings as far west as Fourth street could have access to the river front over elevated runways and bridges, connecting through from Fourth street to the river front. The lower floor on the wharf could be used by trucks. The next floor, level Avith the ele- vated structure, would be served by railroad tracks. All floors would be served from the river by means of elevators and hoists. The upper floor or roof of the structure could be built level with the upper roadway of the Eads Bridge and serve as a river front plaza between the Eads and Municipal bridges. ELECTRIFICATION The electrification of the St. Louis terminals of the Terminal Railroad Association was stud- ied in 1911 by a Committee on Terminal Rail- road Electrification of the Civic League of St. Louis consisting of : Prof. A. S. Langsdorf, Acting Chairman. Jos. R. Barroll, House Manager, Butler Bros. V. W. Bergenthal, Assistant Sales Man- ager, Wagner Electric Manufacturing Company. Hanford Crawford. II. N. Davis, President, Smith-Davis Man- ufacturing Company. Dr. W. E. Fischel, Physician. Daniel N. Kirby, Nagel & Kirby, Lawyers. R. H. Phillips, Consulting Engineer. J. J. Wertheimer, President Wertheimer- Swarts Shoe Company. J. L. Van Ornum, Professor Civil En- gineering, Washington University. Pertinent extracts from that report are as follows : ''The chief difference between the New York situation on the one hand, and that in Chicago, Boston and St. Louis on the other, is that while electrification was forced in New York by the existence of the tunnels, no such rea- son exists in the other three cities. If the Bos- ton terminals should be electrified, it will be brought about largely because of a pro- posed tunnel to connect the North and South Stations. The arguments advanced in favor of electrification are based almost entirely upon the freedom from smoke that would come with it and the greater comfort and convenience of the traveling public. "It may be contended that the Eads Bridge would be much more useful if the tunnel form- ing part of its western approach were electri- fied. This is quite true, but the contention is not in itself a sufficient reason for the electri- fication of the entire terminal system ; the St. Louis tunnel is not vital to the system in the same sense as are the New York tunnels. Briefly, increased value of the St. Louis tunnel would follow as one of the benefits of general ■electrification ; it is not an impelling cause." Quoting from the Boston report the Com- mittee said : "If the terminals only of a steam railroad are electrified, and the steam locomotives are run to the limit of electrification, the only change is that, instead of runing into the ter- minal station, the steam, locomotives are dis- connected a few miles outside. The electri- fication of the terminal, therefore, does not very much decrease the expense of steam operation, but adds the expense of electrical operation In such a case it is not so much a question of steam vs. electricity, but rather a case of steam vs. steam plus electricity ; and it may be a measure of economy to extend electrifica- tion to a still greater distance from the ter- minal, because by such extension a saving can be effected in the operation by steam." "It is exceedingly desirable that the princi- pal grade crossings should be eliminated before electrification is carried out. If they are not eliminated, additional expense and waste will be incurred if the large expense of electrifica- tion precedes the elimination of these grade crossings, which is sure to follow in the not distant future." Referring to smoke control the Committee said : "It is generally conceded that electrification is the only complete solution of the problem of eliminating locomotive smoke, but it is nevertheless a fact that fuel-burning locomo- tives may be so handled as to considerably re- duce the volume of smoke and cinders ordina- rily emitted, even when the fuel is bituminous coal. Experiments with different types of mechanical stokers and other smoke-preven- tion devices indicates that thus far the most effective smoke-preventer is an intelligent fire- man. Several of the railroads have instituted a systematic campaign for the education of the firemen, with gratifying results, in minimizing smoke and in saving of fuel. In the absence of electrification, it would appear to be perfectly reasonable to require the railroads to reduce their contribution of about one-third of the City's smoke by enforcing active measures along these lines." The Committee estimated the cost of electri- fiction of 262 miles of Terminal Railroad tracks at $65,300 per mile in 1911. Including the mileage of all lines at the pres- ent time at prices that may be expected for a 219 220 ELECTRIFICATION long time in future, the cost of electrifying all railroads within the St. Louis-East St. Louis terminal district would be so great that it is financially impracticable. Neither does it seem to be necessary as a smoke prevention measure. It is possible that if air rights be developed over a suburban passenger station or over freight stations, the operation of the tracks under such stations and the approaches thereto may require electric locomotives, but that is the limit to which electrification would be justified. Investigations and Conclusions as to Electrification in Chicago The necessity, possibility and practicability of the electrification of railway terminals in Chicago was thoroughly investigated by a technical staff for the Chicago Association of Commerce Committee of Investigation on Smoke Abatement and Electrification of Rail- way Terminals. The investigation consumed four years and cost about $300,000. The personnel of the Committee follows : John J. Bernet, vice-president, New York Central Lines. Paul P. Bird, of the firm of Norton & Bird, Consulting Engineers ; formerly Chief Smoke Inspector, City of Chicago. Joseph H. Defrees, of the firm of Defrees, Buckingham & Eaton, attorneys-at-law. Charles L. Dering, president, the Chicago Association of Commerce ; manager the S. C. Scheneck Company, Coal. Thomas E. Donnelley, president, R. R. Don- nelley & Sons Company, Printers ; formerly chairman Smoke Abatement Commission of Chicago. Howard Elting, of the firm of Adams & Elt- ing, Manufacturers and Wholesalers of Paints. William A. Evans, professor of Sanitary Sci- ence, Northwestern Medical School. Milton J. Foreman, of the firm of Foreman, Levin & Robertson, Attorneys-at-Law ; for- merly chairman Committee on Local Trans- portation, City Council, Chicago. William A. Gardner, president, Chicago & Northwestern Railway. William F. M. Goss, dean of the College of Engineering of the University of Illinois. Ernest R. Graham, of the firm of Graham, Burnham & Company, Architects. Richard C. Hall, Western selling- agent of the United States Rubber Company. Howard G. Hetzler, president, Chicago & Western Indiana Railroad and the Belt Rail- way Company of Chicago. Hale Holden, president, Chicago, Burlington & Ouincy Railroad. Jesse Holdom, Judge of the Circuit Court of Cook County, Illinois, and Justice of the Illi- nois Appellate Court. Eugene U. Kimbark, vice-president and manager, the Paper Mills Company. Darius Miller, president, Chicago, Burling- ton & Ouincy Railroad. Frederick H. Rawson, president, Union Trust Company. Harrison B. Riley, president, Chicago Title & Trust Company. Charles E. Schaff, president, Missouri, Kan- sas & Texas Lines ; formerly vice-president New York Central Lines. John W. Scott, of the firm of Carson, Pirie, Scott & Company. Francis T. Simmons, president, Francis T. Simmons & Company. Mason B. Starring, president, United Rail- ways Investment Company. Harry A. AVheeler, vice-president, Union Trust Company. The report of the Committee, dated Novem- ber 22, 1915, is contained in a volume of about 1,200 pages, published by Rand-McNally and Company. The Committee adopted two very important conclusions as follows : "The complete elimination of steam locomo- tives from the railroad terminals of Chicago, as a means in smoke abatement, is not, under present-day conditions, necessary. "The complete electrification of the railroad terminals of Chicago as a betterment to be brought about by the railroads through the investment of free capital is, under present-day conditions, financially impracticable." As railroad conditions in St. Louis are so similar to conditions in Chicago the entire conclusions of the Committee may be applied to the St. Louis situation. As these conclusions are briefly summarized in the report they are repeated here as applicable to St. Louis. Summary of Conclusions with Reference to the Electrification of Railroad Terminals in Chicago "The purpose of the Committee : The pur- pose for which the Committee was organized ELECTRIFICATION 221 was early defined as embracing a determination as to : "1. The necessity of changing the motive power of steam railroads to electric or other power ; "2. The mechanical or technical feasibility of such a change ; "3. The financial practicability of such a change. "The Necessity of Changing the Motive Power of Steam Railroads to Electric or Other Power: In its efforts to reach a just decision with reference to the necessity of changing the motive power of steam railroads to electric or other power, the Committee, aided by the ac- tive co-operation of many different agencies, has concluded an elaborate research concerning the consumption of fuel and the origin of smoke in the city of Chicago. This research has covered coal deliveries, reshipments of coal and changes in amounts of coal stored within the Area of Investigation during the calendar year of 1912. The statistics gathered show the origin of all fuel delivered and the service in which it was used. "The investigations have shown that the va- rious activities of Chicago require the use of enormous quantities of fuel ; that the per capita consumption is greater than that of most other cities ; that the amount consumed by steam locomotives is less than a third of that burned under high-pressure steam boilers, one-half of that which is consumed in domestic heating, much less than that used in manufacturing fires, and but a small fraction (12 per cent) of the total burned by the combined fuel consum- ing- industries of the city. "The Committee has analyzed the character- istics of Chicago's fuels and considered the means which may be best employed in utiliz- ing the city's fuels ; it has shown that Chicago's problem in smoke abatement is difficult, be- cause the fuels tributary to Chicago, being high in volatile matter, are of a class usually designated as 'smoky.' "The Committee has studied the composition of the atmosphere of Chicago, the effect upon its purity of the smoke discharged and the ex- tent to which it is polluted by foreign material not of fuel origin. "The investigation has shown that smoke in the atmosphere presents three principal as- pects, namely, visible properties, solid constit- uents and gaseous products. It has shown that hitherto emphasis in smoke abatement has been given to smoke in its visible aspects, whereas it appears that the solid constituents of smoke are more important agencies affecting atmospheric pollution. It has shown also that gaseous products of combustion are important polluting agencies only with reference to their sulphurous constituents, and that the amount of sulphur in smoke is dependent upon the amount of fuel consumed and may be accepted as being independent of the particular service in which it is burned. "It has been made apparent that no single fuel consuming service nor single locality is alone responsible for the smoke of Chicago, but that all fuel consuming industries and all localities produce smoke. "The research has demonstrated that the elimination of the steam locomotive from Chi- cago will involve the electrification of the city's railroad terminals, since there is no other known form of motive power which can be accepted in all the services of the terminals as a substitute for the steam locomotive. It has further demonstrated that electrification im- plies increased capacity of existing electric gen- erating stations or the introduction of new stations which must be steam-driven, either of which expediences means new sources of fuel consumption and smoke ; and that the net effect of electrification upon atmospheric pollution will be represented by the difference between the amount of smoke now discharged by steam locomotives and the amount which, under elec- trification, will be discharged from the electric generating stations. "The study has shown that the elimination of all steam locomotives from the city of Chi- cago would reduce the amount of visible smoke entering the atmosphere by approximately one- fifth the present amount ; that it would reduce the dust and dirt content and the sulphurous content of the atmosphere of the city as a whole by a relatively small amount; and that as a consequence the locomotive is not at pres- ent a controlling factor as a source of atmos- pheric pollution. "The observations of the Committee, con- firmed by the records of Chicago's department of smoke inspection, are to the effect that great progress has in recent years been made in re- ducing locomotive smoke and that maximum results have not yet been obtained. Hence it cannot be urged that, with reference to smoke abatement, the steam locomotive service is an unmanageable service. "The investigations do not support the con- tention that elimination of steam locomotive smoke is a necessary next step in the city's progress in smoke abatement. They show, on the contrary, that before the complete elimina- tion of steam locomotive smoke can be re- garded as imperative, smoke from all existing 222 ELECTRIFICATION sources should be reduced to a minimum, and that to this end some of the city's more obvious undertakings should be : "1. The extension of the operations of Chi- cago's department of smoke inspection over the entire area of the city, instead of confining them to a selected portion of this area. "2. A material extension in the character of the city's activities in smoke abatement to the end that they may include such work of re- search and instruction as will make the city co-operatively helpful to coal consumers in the development of a constructive policy in smoke abatement. "3. A reduction to a minimum of all smoke discharged within the city, whatever its source. "4. Recognition by the city that smoke is not the only source of atmospheric pollution, that the dirt of the atmosphere is in part the result of imperfect cleaning processes, and that the whole problem of municipal housecleaning must be developed to a high state of efficiency before the complete elimination of the steam locomotive for the purpose of reducing atmos- pheric dirt can be justified. "The Committee is not unmindful of the ad- vantages which, in addition to those which would attend the abatement of smoke, would accrue through the electrification of Chicago's railroad terminals. It is not unmindful of the desire of certain portion of the traveling public to bring about the electrification of particular services of the individual roads. Its problem, however, as originally outlined, was that of de- termining the necessity for the electrification of all roads and all services within the city as a means of abating the smoke of the city. The conclusion of the Committee, based upon the facts of record, is to the effect : "That the complete elimination of steam locomotives from the railroad terminals of Chi- cago, as a means of smoke abatement, is not, under present-day conditions, necessary. "The Mechanical or Technical Feasibility of Electrification : In its study of the technical feasibility of electrification the Committee has made a world review of undertakings involving the electrification of steam railroads. It has studied the terminal situation in Chicago for the purpose of establishing a relation between that which has already been accomplished and that which will need to be done if Chicago's railroad terminals are to be electrified. It finds that experience elsewhere has demonstrated that: "1. Trains of any weight can be hauled elec- trically at any necessary speed, provided suf- ficient electric power can be conveyed to the train motors. "2. Where appliances can be properly in- stalled and maintained electric traction is reli- able. "3. Electrification introduces an added haz- ard incident to railroad operation, but to what extent is indeterminate. The returns from rail- roads electrically operated make it clear, also, that it introduces compensating influences which apparently equalize whatever additional hazard electric operation may involve. "It finds also that electrification has pro- ceeded, with reference to different railroad services, along lines as follows : "1. Electrification has most frequently been employed in operating suburban passenger service. "2. It has been used for all passenger serv- ice in connection with the intensive develop- ment of great passenger terminals, where un- derground operation has been involved. "3. It has been used for both freight and passenger operation in tunnels. "4. It has been applied to sections of through lines of routes to improve operation of both freight and passenger service on difficult grades. "5. It has been applied to sections of through route lines in anticipation of operating econo- mies through the utilization of water or other relatively inexpensive centralized power. "6. It has been employed by a single rail- road in this country in the operation of three switching yards, the work of which must still be regarded as being in an experimental stage. "The demonstrated facts disclose the exist- ence of a wide gap between that which has been accomplished and that which must be done to meet all the various conditions pre- sented by the proposed electric operation of the Chicago terminals. This is because : "1. Progress in the development of electric installations has thus far not resulted in the adoption of standards governing the electric system to be employed, the design of equip- ment or the methods of operation. The electri- fication of Chicago's railroad terminals would, therefore, involve definite decisions with refer- ence to many features for which there are as yet no approved standards. "2. The Chicag'o terminals involve the inter- ests of many railroads, whose joint action is essential to a satisfactory technical develop- ment of the problem. The fabric of electrifica- tion must be designed to meet the requirements of the entire terminal rather than those of any single road. "3. The Chicago terminals include both rail- roads' having their entire mileage within the city and the railroads operating continental lines, and possessing a terminal interest only in the city. Electrification of the lines wholly within ELECTRIFICATION 223 the city would affect their entire trackage and would mean, practically, reconstruction. Elec- trification of through lines implies the develop- ment of a local improvement. The methods by which roads sustaining widely diversified in- terests would seek to accomplish their work of electrification would involve technical as well as business procedures. "It has been shown to be technically feasible for each individual road in Chicago, for any group of such roads or for all such roads act- ing in common to provide for the generation and distribution of power to predetermined points of consumption along the rights-of-way of railroads. "It has been shown to be technically feasible for each individual road in Chicago, for any group of such roads or for all such roads acting in common to secure through purchase the en- ergy they require, delivered at predetermined points of consumption along the right-of-way. "Electrification implies the establishment of some form of contact system along each line of railroad track, whereby energy may be deliv- ered to the rolling equipment. A study of track and operating conditions reveals the following facts : "1. A limited mileage of track in Chicago (approximately one per cent of the total) can- not be equipped with any system of contact which could be accepted as satisfactory for the terminal as a whole. The electrification of this trackage as a part of a general system of elec- trification is, therefore, assumed to be not technically feasible. "2. "While the third-rail system of contact might be extensively used in Chicago, there are, at intervals throughout a considerable per- centage of the total trackage, conditions which would make difficult the use of this form of contact. The third rail is applied with diffi- culty wherever special track work abounds, where street and railroad crossings occur at frequent intervals, and in switching yards. In locations where employes must be between or must cross tracks, as in freight yards, it consti- tutes a physical obstruction which is highly objectionable. For these reasons the third rail is not considered feasible for general use in the Chicago terminals. "3. The facts developed show that any form of overhead contact which can be placed high enough above the rail to give the clearance nec- essary to permit men to ride and perform nec- essary duties on the tops of freight cars is not objectionable, from a technical point of view. The application of an overhead contact system to the terminals of Chicago will, however, re- quire the contact wire to be lowered in many places in order that it may pass under struc- tures presenting minimum clearance. The great number of points at which the contact wire must be lowered will require the installa- tion of many warning devices or the enforce- ment of rigid rules governing the presence of trainmen on tops of cars. "The adoption of an overhead contact system will permit the use of either of the so-called high voltage direct current or of alternating current at much higher voltage. The purposes of electrification can be accomplished through either of these means. "The Committee finds that the use of direct current by the railroads of Chicago would in- volve careful designing and construction to avoid the introduction of difficulties arising from electrolytic action. While the questions of standards to be observed in this respect are as yet undetermined, it is believed that difficul- ties arising from this source are not such as to affect the feasibility of any general plan of electrification which may involve the use of direct current. "It finds that the use of alternating current by the railroads of Chicago would involve care- ful designing and construction to avoid induc- tive interferences with existing telephone and telegraph circuits. While the means to be em- ployed in preventing and overcoming such dis- turbances are not yet standardized, it is be- lieved that the difficulties to be experienced from this source are not such as to affect the practicability of any general scheme of electri- fication involving the use of alternating current. "The general conclusion of the Committee concerning the technical feasibility of complete electrification of Chicago's railroad terminals is to the following effect : "1. The launching of such an undertaking, to be participated in by all the railroads at prac- tically the same time, will involve a large amount of experimentation. "2. The problem of contact design, when con- sidered in relation to normal railroad opera- tion, presents many difficulties. A limited amount of trackage in the Chicago terminals is so located that it has been found impractica- ble to equip it with any form of contact sys- tem. Operation over such trackage subsequent to electrification will need to be conducted by some form of self-propelled unit or there must be some rearrangement of tracks. The diffi- culties imposed at numerous points by insuf- ficient clearance of overhead structures will, under the plan of the Committee, be met by the installation of warning devices or the enforce- ment of regulations governing the presence of trainmen on tops of cars. "3. The technical difficulties to be met and overcome in bringing about the complete elec- 224 ELECTRIFICATION trification of Chicago's terminals will, through the general development of the art, diminish year by year. "The Financial Practicability of Electrifica- tion : In its consideration of this aspect of its problem, the Committee has made a detailed study of the work which will be necessary to bring about the complete electrification of Chi- cago's railroad terminals. It has fixed the lim- its to be observed by each railroad in the devel- opment of electric operation. It has deter- mined the amount of equipment which will be required, has designed contact systems, and has proceeded, in all important respects, by methods which would be necessary if electrifi- cation has been definitely determined upon. By such a process the cost of complete electrifi- cation has been estimated. "Studies have also been made to determine the operating results which would follow com- plete electrification of Chicago's railroad ter- minals, in order that profits and other forms of benefits which might be derived from such a change may be known. "With the data thus obtained, concerning the extent of the investment which must be made and the returns which may be expected as a result of such an investment, the Commit- tee concludes that : "The complete electrification of the railroad terminals of Chicago as a betterment to be brought about by the railroads through the investment of free capital is, under present- day conditions, financially impracticable. "Careful consideration has been eiven to proposals contemplating municipal co-opera- tion with the railroads in bringing about com- plete electrification of their terminals, with the conclusion that : "Any procedure designed to bring about the complete electrification of Chicago's railroad terminals, which is based upon a financial pro- gram involving municipal co-operation is, un- der the present state constitution, impossible. "The Committee has considered whether the funds necessary for the support of the invest- ment which must be made to bring about com- plete electrification might not be provided through the application of an arbitrary charge or tax whereby the railroads might develop added revenues, with the conclusion that : "Any procedure designed to bring about the complete electrification of Chicago's railroad terminals which is based upon the application of an arbitrary to the traffic of Chicago, will constitute a tax which must be borne, directly or indirectly, by the business interests of the city. The practicability of such a tax is a mat- ter which has not been studied by the Com- mittee. "Emphasis must be given to the fact that the Committee's conclusions as to financial prac- ticability apply to the complete electrification of Chicago's railroad terminals. The financial practicability, under present-day conditions, of electrification as it might be applied to indi- vidual roads, or to single services of indi- vidual roads, is a matter which has not been investigated by the Committee and concerning which no opinion is expressed." UNIFICATION OF RAILROAD TERMINALS General Discussion For some years there has been considerable discussion about the joint use of railroad freight terminal facilities which has led to nu- merous proposals for "Unit Operation" or "Unification" of facilities. The proponents and advocates of the idea point out that the pres- ent system of individually owned railroad ter- minals results in unnecessary duplication of facilities and service in the most congested portions of the railroads where the investments are greatest. Passenger facilities have been unified already to a great extent, especially in the large cities where groups of roads use Union Stations, in many cases all roads using a single station, as at 55t. Louis and Washington, D. C. The present system of development of freight facilities has been correctly referred to as the "Competitive" system ; the proposed system, the "Co-operative" system. Under the present system terminal facilities are usually provided by individual railroads for their ex- clusive use. Under the proposed system ter- minal facilities would be thrown together for common use by such railroads as could make the most use of them and profit most by their use. Future facilities would be provided for the joint use of all railroads, or by a terminal com- pany controlled by all. There are many exceptions to the competi- tive or individually owned system of railroad terminals, the most notable being the Terminal Railroad Association of St. Louis and its affili- ated companies, controlled by fifteen trunk lines and operated in the equal interest of all railroads in the St. Louis-East St. Louis Ter- minal District. Even here, however, the individual railroads, including those in control of the Terminal Rail- road Association, have also provided terminal facilities of their own. Mr. H. J. Pfeifer, Chief Engineer of the Ter- minal Railroad Association of St. Louis, in a paper appearing in Bulletin No. 213, January, 1919, American Railway Engineering Associa- tion, describes the function of a unified ter- minal as follows : "In a system of completely unified freight terminals the control by an individual railroad over its inbound freight train ceases with its delivery on a receiving track in an assigned yard, within the terminal limits, and does not begin over its outbound train until it is built up complete in readiness for road movement ; all intermediate service of every nature is per- formed by the terminal organization. It can readily be seen that the more railroads there are, and the greater the extent of the industrial district served, the greater and more compli- cated is the service to be performed." The proposals for unification or consolida- tion of facilities have run all the way from the mere joint use by more than one railroad of certain facilities that have sufficient capacity to accommodate other business than that of the owner to a complete consolidation of all rail- road facilities within a terminal district under one company. The latter plan has been given very careful study by the Chicago Railway Terminal Com- mission ; its most ardent advocates were the late John F. Wallace, well-known railroad ex- pert, for many years chairman, and Walter L. Fisher (formerly Secretary of the Interior), for many years General Counsel of the Com- mission. The following extracts from an address de- livered by Mr. Wallace before the United States Chamber of Commerce at Chicago, April 11, 1918, will be of interest: "The Terminal problem is really the big problem of our railroad transportation system, and its solution will automatically solve most of our transportation complexities. "AVhile the total mileage of terminal tracks may not be too much, and in certain localities may even be insufficient, the remedy lies not entirely in additional tracks and facilities, but in a correlation and readjusting of existing 225 226 UNIFICATION OF RAILROAD TERMINALS facilities, and the operation within the ter- minal zone along lines that will secure the maximum of efficiency. "Viewed from the standpoint of delays, the railway terminal becomes even a larger factor in the transportation problem. The average freight car travels about twenty-five miles a day. The average speed of a freight train be- tween terminals is ten to fifteen miles an hour. It is therefore evident that the average freight car spends twelve hours in the terminal for every hour it spends between terminals. "Since the remedy — whatever it may be — will eventually be applied by Congress, it is highly important that the general public com- prehend the fundamentals of the present trans- portation situation and the general nature of the changes in operation and control necessary to bring about a more efficiently operated transportation system. "Tnese changes will necessarily be of two kinds : First, physical changes in terminal fa- cilities ; and, second, changes in method of op- eration. "The interchange freight should receive first consideration. It frequently happens that a car of commodities consigned from a point in the West to a point in the East is handled succes- sively by several railroads, and at every place where it passes from one railroad to another it goes through a terminal, often passing through the hands of an intermediate company, occupying space in several railroad yards, con- gesting interchange tracks and encountering days of delay. "The remedy for this condition is more direct routing — and a routing that will pass the car around rather than through the larger railroad terminals. Under present practice, a car may be handled miles out of its direct course to destination in order to give a greater mileage to a preferential railroad. Frequently the ship- per is equally guilty with the railroad for this condition. The interest of economy demands that the car should pass in as direct a line as possible and with a minimum of delay from point of origin to destination over the most economical route. "To inaugurate unified operation it should be possible to provide that each railroad ter- minal zone should be operated as a unit by one local manager. This local manager should take over all of the railroad facilities within the ter- minal zone and handle all the traffic therein. "Railroads entering the terminal zone should turn over their traffic to the local manager at points designated by him, and he should pro- ceed to handle this traffic to its destination within the terminal zone alone the most direct and economic routes and with a minimum of switching and delays. Orig-inating traffic should be handled in the same way." This subject was gone into quite thoroughly in May, 1921, at a series of hearings before the Interstate Commerce Commission on the ap- plication of the New York Central for a certifi- cate of public convenience and necessity to authorize it to acquire certain control of the Chicago Junction Railway, a terminal and in- dustrial switching road. After cross-examining numerous railroad men experienced in railroad terminal operation and familiar with the Chicag-o terminal situa- tion, Mr. Fisher set his conclusions down in the form of a question, which he propounded to several of the witnesses as follows : "Suppose all the railroad terminals in Chicago Terminal District, except car yards, engine houses, etc., essential to trunk line operation, were turned over to a single terminal company under a perpetual lease, providing that the net profits of the terminal company were to be paid to the railroads so turning over their ter- minals, each of such railroads receiving the same proportion of the net profits as the value of the property turned over by it bears to the value of the total terminal property so turned over. The terminal company to operate the terminal as a whole, so as to produce the great- est efficiency and economy of service to avoid duplication of facilities or service, to develop terminal properties intensively, and release from railroad use all properties now held for competitive reasons but no longer necessary. "The terminal company would not necessarily handle all freight within the terminal area with its own power as a switching service, but would continue such direct movement of freight by the trunk lines under the power of the trunk lines to and from industries, industrial districts, freight houses or team tracks as can be moved more efficiently and economically in that way ; but even this movement would be routed and handled in the most direct and least congested routing without regard to the ow'nership of the rails. The rates for all such terminal service would be so revised and fixed by the I. C. C. as to give to the terminal company a return as favorable as that allowed to trunk line carriers generally." On this issue the majority decision of the Interstate Commerce Commission contains the following observations and conclusions : "Much testimony was adduced at the hear- UNIFICATION OF RAILROAD TERMINALS 227 ings, and divergent opinions were expressed, as to the relative merits of co-operative, singly controlled and independently controlled ter- minals. That discussion need not be repro- duced here. The policies and plans of the city with respect to the general terminal sit- uation have not yet fully developed, and it is obviously impossible for anyone to determine at this time the ultimate goal which ought to be attained. It is believed, however, that pending final determination of future policies, the greatest good can be attained by the con- tinuance, for the time being, of the competitive terminal situation. This can be best accom- plished by bringing the present neutral Junc- tion properties into closer relation with a trunk line like the Central. The Central's ter- minal facilities are relatively inadequate as compared with the competitor eastern trunk lines, but the Central controls extensive facili- ties for classification and interchange which are complementary to the Junction properties. The stronger competition and the connection between the junction properties and the Har- bor Belt facilities which would thus be brought about, would not only insure to the shippers of the Junction the necessary expansion and elasticity of facilities, together with the assist- ance of an interested trunk line in times of car shortag-e, and other emergencies. ..." The Committee on Railroad Terminals of the National Conference on City Planning, pre- sented at the Cincinnati Conference in 1920 certain general considerations which will be repeated here for the purpose of presenting the views of expert City Planners on this subject. "1. Unified control and operation of all standard railroad lines, within the limits of any city, is essential to the requirements of modern business and to the convenience of the public. It should be brought about with as little delay as possible, at the same time providing oppor- tunities for expansion both of trackage and ter- minals in connection with a well-considered plan of city development. Means should be found and taken for persuading or compelling all railroads entering the city to connect up with such a unified system at the city limits. The entire question of railroad service should be considered as a whole, not with relation to one system or one part of the city only. "2. The present wasteful and needless dupli- cation of lines and terminals inside of city lim- its cannot be permitted to continue. Many cities can show millions of dollars spent in un- necessary duplication of passenger stations when the same sums expended in added indus- trial lines would have increased both the busi- ness of the carriers and the prosperity of the city. This is a useles drain on the railroads, resulting in additional cost of operation, for which the public pays. It is needless inconven- ience to the public which can be remedied at comparatively small cost by proper co-opera- tion in planning by both the city and the rail- roads. Voluntary action on the part of one road is not to be expected and generally impractica- ble. The city, with the aid of the state or na- tional government, holds an advantageous po- sition to undertake bringing the railroads to- gether for such intra-city unification. "3. All shippers within the city should be free from dependence on one road for cars. In some cities shippers now have to maintain needless additional warehouses on a second line in order to insure prompt delivery of cars on the first line. This is a wasteful expense which must be added to the cost of shipping and do- ing business, particularly where a perishable product is involved. "4. All spurs and industrial tracks within the city limits should be "common user" tracks, served by a belt line connected with all main lines entering the city, a fair pro rata return being made to the original owner of each line for such use. "5. Municipal ownership of intra-city lines is probably not necessary, provided there is' uni- fied control. Expansion of existing terminal companies, quickest and easiest method of ac- complishment, unification in most cities. New trunk lines should be allowed to hook on to the city terminal lines at the city limits, at any time in the future. This would provide for competitive lines through the country without cutting the city into further pie-shaped sections or causing further blighted areas to property within a block or two of each side of the rail- road right-of-way through a city, as at present. "6. Provision of complete modern business facilities is essential to all industries. Railroad service, while important, is not the only one of these facilities necessary. Protected industrial districts or zones appropriately and conven- iently situated, free from hampering residential requirements, with wide heavy hauling- pave- ments, high pressure fire protection, extra large sewers for industrial wastes, etc., as well as un- limited spur tracks, are necessary in any city of consequence, and many of the progressive cities of the country have already established such zones. The fullest co-operation between the city and the railroad is necessary to make the facilities in these zones most useful in the development of business. Once such zones are established both railroads and shippers can feel safe in concentrating large investments for per- manent ultimate service, not otherwise justi- fied. 228 UNIFICATION OF RAILROAD TERMINALS "7. One of the greatest opportunities for railroads to cut down expenses and freight rates is by simplification of terminals. On most of the big roads it costs as much to get a car of freight out of the city limits as it does to haul it 250 miles or more on the main line. Some roads report as much as 35 per cent of their total freight cost in handling terminals (from reports of the O. W. R. & N. Railroad to Oregon Public Service Commission). This is by far the biggest single item to the rail- roads in their cost of doing business. A small saving, therefore, in terminal handling should effect a considerable amount of saving in freight cost and should be welcomed by rail- roads and shippers alike. "8. Whatever the origin or destination, a merchant or manufacturer should be able to receive and ship at the freight station which entails the shortest team haul. "9. Adequate expanded classification and freight yards must be provided in every city as part of its future plan as an adjunct of in- dustrial development. These yards should have long areas uninterrupted by grade cross- ing preferably located at one side or on the outskirts of the city, away from the probable expansion of business and main street traffic lines. Main railroad lines should be diverted around the city, and outside the city limits, Avherever practicable, so that through freights and other through trains need not pass through the congested parts of the city. In light of the development of modern street transit, consider- ation should also be given to the possible ad- vantages of relocating main passenger and freight stations away from the congested dis- tricts. "10. In cities which have water-borne com- merce, whether coast or inland ports, rail and water terminals should be considered as a single rather than as separate problems ; co- ordination of facilities for both methods of transportation should be insisted upon in the interest of the public and of the carriers them- selves. "11. The relation of the railroad to the street system of the city should be carefully worked out. The value of the railroad to the prosper- ity and the very life of the city should be rec- ognized. Wide heavy hauling pavements to freight terminals, docks and the industrial zones are equally essential and form a natural and important complement to the greatest use of railroad facilities. Direct and amply wide traffic thoroughfares should lead to all princi- pal passenger and freight stations. "12. The elimination of grade crossings on both steam and electric rapid transit lines is essential to public safety and convenience, to prevent the interruption of traffic and for the proper conduct of business. The problem of grade crossing eliminations should be studied in the most comprehensive way and not in a piecemeal fashion, even though the execution of the work is to be carried out gradually. "13. The fullest co-operation should be given cities by the railroads in planting and improv- ing the appearance of borders of rights-of-way, yards, bridges, viaducts, stations and terminals within the city limits. Much of the present damage to adjacent property values and rent- als can be done away with in this manner, at reasonably small expense, by closer working together of railroad officials, park boards and other city officers. "14. These fundamental considerations in the relation of railroads to city development we respectfully commend to railroad officials, city plan commissions, State Public Service Commissions, and to the distinguished mem- bers of the Interstate Commerce Commission, with the conviction that the grave questions of economy and public policy involved merit their fullest concurrence and co-operation." The Committee on Yards and Terminals of the American Railway Engineering Associa- tion has for some years been engaged in a study of the extent to which unit operation of railroad terminals, in large cities, is feasible. Comments of the Committee published in Bul- letin 213, January, 1919, are as follows: "Definition — Unit operation of railroad ter- minals contemplates such modified control and use of individual organizations and properties including physical changes therein as will serve the transportation purposes of the ter- minal district, considered as a unit, with the greatest expedition and economy. "The railroads of the country have been likened to a broad, deep canal, ample to bear all commerce which it may be desired to carry upon its surface ; and the terminals, to locks, which possibly are neither so wide nor so deep, and whose operation requires time, so that the capacity of the system is limited by the capac- ity of the locks. "It is necessary then, in order to make con- gestion as slight as possible, to concentrate en- deavor upon the locks — the terminals. "It is evident that if the terminals are kept open, the whole system may be kept in motion. "The most effective cure within the ter- minal is the adoption of good methods and practices of operation in a system of terminal facilities constructed or reconstructed upon a comprehensive plan developed to best fulfill the requirements of each particular situation. "At some cities or terminals, while pro- nounced benefits and advantages may be se- UNIFICATION OF RAILROAD TERMINALS 229 cured by pooling or unifying' existing 1 facilities, etc., it may be that the situation demands such relief as can be made effective only by large capital expenditures and the obliteration of exclusive interests, attended by extensive re- tirements, modifications and additions of facil- ities. "In such a case, where it can be foreseen that a plan of this kind would prove justifiably and permanently advantageous to the move- ment of traffic, the solution would seem to be the surrender of individual properties and the merger into a terminal company or association of all facilities in the terminal zone. "It is the earnest thought that each situation should be thoroughly studied, and a compre- hensive plan developed for each, before any extensive physical change be undertaken, and that either small or important changes which are made should be in line of development of the ideal plan. "In the operation of the unified facilities, the load should be distributed evenly among all units so as to secure their constant normal use at the most intense efficient rate, coupled with avoidance of any excess peak load on any unit, treating both the individual carrier's terminal and the unified terminal always as a part of the railroads as a whole." Some of the principles adopted by the Com- mittee are as follows : "(1) A terminal is a clearing point and not a storage point for cars. "(2) Each and every facility within the uni- fied terminal limits must be considered abso- lutely a part of the whole plant. "(3) The use of each individual part must be co-ordinated so as to obtain the best use of the plant as a whole." The Committee referred to has not yet adopted detail recommendations for the unifi- cation of railroad terminals, but by means of a catechism had adopted 57 questions which it is intended railroad operating officials shall in- quire of their own organizations to indicate the extent to which improvements may be made. This catechism is quite comprehensive, and is recommended to the earnest study of the railroad officials. It will be found on pages 164 to 172, Bulletin 213, January. 1919, and appears in volume 20 of the Proceedings of the American Railway Engineering Association. This subject has also been given much study by Mr. E. H. Lee, Vice-President and Chief Engineer of the Chicago & AYestern Indiana Railway Company, and the Belt Railway of Chicago, which operates the large clearing yards. Mr. Lee has been associated with the Belt Railway of Chicago for many years, and is an eminent authority on the subject of ter- minal operation. The following extracts from a paper prepared by Mr. Lee for presentation to the Yards and Terminals Committee of the American Railway Engineering Association in 1919 indicate the result of his experiences in Chicago : "It will doubtless be conceded that the facili- ties of the railroads are relatively much greater for handling traffic outside the more important terminals than within them, and therefore the inference seems plain that in order to secure the maximum improvement, any measure look- ing toward an increase in their capacity for handling traffic should be directed toward the terminals rather than toward the open country lines. "Of the requirements mentioned as funda- mentally necessary for the efficient manufac- ture of transportation only one remains, viz., good methods and practices. It is just here in the view of the writer, that important changes and improvements may be made which will quite radically improve the effi- ciency of the railroads as a whole, because they will reduce congestion in the terminals, this being, as already stated, the chief enemy to transportation efficiency as a whole. "Congestion is defined as a condition of undue pressure, a state of unnatural crowd- ing ; and congestion on the railroads, like con- gestion in the body, is a disease which inter- feres with the normal functions, and is to be reduced by the use of various devices and means adapted to remove the undue pressure in the parts affected. Two of the principal causes of congestion in terminals, which in turn act in a vicious circle with congestion itself, each to cause the growth of the other, are dead time and the rehandling of cars. It is safe to say that any method or practice which secures the maximum reduction in dead time, and in the rehandling of cars, will also secure maximum reduction in the congestion of terminals, and therefore maximum increase in the efficiency of the railroads of the coun- try as a whole. "For the purpose of this discussion, dead time is limited to and may be defined as time spent by the train crew after an engine has been manned, in getting out of the round- house, pulling up to and coupling onto the train, testing the air, etc., at the outgoing end of the trip ; time lost in setting out and picking 230 UNIFICATION OF RAILROAD TERMINALS up ; and time spent in putting away the train, with the various similar attendant operations at the incoming- end. This so-called dead time thus defined is to be distinguished from time spent in actually passing over the road. Its serious effect in terminal operation is not generally appreciated. "An investigation made by the writer some years ago, which is believed to have been rea- sonably accurate, disclosed that in an actual case under ordinary conditions and where no undue congestion existed dead time as above defined consumed 65 per cent of the total service time of all transfer trains. "Certain principles follow with the reasons therefor which are believed to be particularly applicable to terminal transfer railroads which operate trains with their own power and crews, although some of these principles are of more general application. "The operation of transfer railroads should usually be restricted as much as possible to the transfer of cars as distinguished from the classification of cars. It follows that the through line should so far as practicable de- liver its cars to the transfer line classified and straightened out into cuts for the various through lines, to which deliveries are to be made by the transfer line for through line ac- count. Such a transfer railroad as is being considered may be compared to a throughfare connecting two camps or cantonments. It ma}' be of ample width to handle all the travel between them, if team and foot travel is kept moving in column formation, at fair speed, and without unnecessary steps, columns hav- ing been formed in the streets and areas of the cantonments themselves. But if the thoroughfare is used as a drill ground, for the formation of columns, or as a recreation area, its capacity may be reduced to the vanishing point. The main tracks of most transfer rail- roads are ample for a larger volume of traffic than is handled over them, but in times of congestion they are frequently blocked at junc- tion points, yard entrances and connections by trains which are unable to get into yards by reason of their crowded condition. These yards in turn are congested by an oversupply of cars awaiting classification, which occupy room which should either be reserved for the receipt of main line transfer trains or which should be kept for the classifications which are necessary and which cannot be made to advantage elsewhere. "It should be observed that where through lines make direct deliveries to each other, they classify cars straight for the various railroads as a matter of course. There seems no g-ood reason why when delivery is made through the agency of a transfer line the through line should not continue to make the required clas- sifications, at least to a reasonable extent. In so far as the through business is concerned, it is believed that the practice of considering and using the transfer line as an agency for both classification and transfer, instead of restrict- ing its use so far as practicable to the transfer of cars, is responsible for much of the conges- tion of terminals. The present practice has been the growth of years. Until recently the transfer railroad depended upon the through lines for much of its business, and felt in no position to object to the dumping of business upon it regardless of congestion or of how badly the deliveries might be mixed. Under the old conditions the responsibility of the through line ceased once it had delivered its cars to the transfer or belt line, and every ef- fort was accordingly made (the more conges- tion increase, the more strenuous the effort) to unload on the transfer line, regardless of ultimate consequences, thus "shifting respon- sibility. "This preliminary classification could be made with little or no additional expense by the through line, because it must in any event switch out many cars, such as bad orders, holds, and those for other deliveries. Also a considerable amount of this preliminary classi- fication could be done to advantage at the division yards of the through line beyond the large terminals. "Where transfer or belt roads are of con- siderable length and where equipped with mo- tive power to handle transfer trains, it is the better practice to keep foreign engines off the belt line, performing the transfer service with belt crews. Better supervision can be secured where train crews are kept at home. It is difficult, if not impossible, to enforce discipline over crews while operating on a foreign road (particularly against loafing on the job), even though in theory they become the employes of that road while so engaged. Moreover, dis- cipline and standards of performance differ on different railroads, being better on some and worse on others. Where foreign trains and engines operate over a transfer road it ordi- narily happens that the general movement is regulated by the slowest and most indiffer- ently operated train. There is also a differ- ence in the standard of power maintenance as between railroads. A stalled train caused by the engine breaking down, not steaming or being overloaded, delays all following trains, and if a foreign crew, the railroad officers who should apply discipline have no direct stake UNIFICATION OF RAILROAD TERMINALS 231 in the failure, and find excuses ready to hand. The practice of using foreign crews on the transfer road is not sufficiently elastic. The crew may have a full train in one direction and a light train in the other, hecause it runs between two points only. The belt crew may be ordered to any one of several different points, as the business may indicate." Heretofore there has been no way to bring about the joint use or unification of railroad terminal facilities except by agreement of the owners. Very little was accomplished. In the passage of the "Transportation Act of 1920," Congress recognized the possibility of joint use of terminal facilities being neces- sary or desirable under certain conditions and provided the Interstate Commerce Commis- sion with legal power in the Esch-Cummins Bill, approved February 28, 1920, commonly referred to as the "Transportation Act."' to bring about such joint use. Under subdivision "C" of subsection 15 of section 402 of the Interstate Commerce Act, as amended by section 402 of the Transporta- tion Act, the Interstate Commerce Commis- sion is now authorized "to requiie such joint or common use of ter- minals, including main line track or tracks for a reasonable distance outside of such terminals, as in its opinion will best meet the emergency and serve the public interest, and upon such terms as between the carriers as they may agree upon, or, in the event of their disagree- ment, as the Commission may after subsequent hearing find to be just and reasonable." And under subsection 16 the Commision may "make such just and reasonable directions with respect to the handling, routing, and movement of the traffic of such carrier and its distribution over other lines of roads, as in the opinion of the Commission will best pro- mote the service in the interest of the public and the commerce of the people, and upon such terms as between the carriers as they may agree upon, or, in the event of this disagree- ment, as the Commission may after subse- quent hearing find to be just and reasonable," and section 3 of the Interstate Commerce Act, subdivision 4, has been further amended so that "if the Commission finds it to be in the public interest and to be practicable, Avithout substantially impairing the ability of a carrier owning or entitled to the enjoyment of ter- minal facilities, to handle its own business, it shall have power to require the use of any such terminal facilities, including main track or tracks for a reasonable distance outside of such terminal, of any carrier, by another carrier or other carriers, on such terms and fo such compen- sation as the carriers affected may agree upon, or, in the event of failure to agree, as the Com- mission may fix as just and reasonable for the use so required, to be ascertained on the prin- ciple controlling compensaton in condemna- tion proceedings. Such compensation shall be paid or adequately secured before the enjoy- ment of the use may be commenced. If under this paragraph the use of such terminal facil- ities of any carrier is required to be given to another carrier or other carriers, and the car- rier whose terminal facilities are required to be so used is not satisfied with the terms fixed for such use, or if the amount of compensation so fixed is not duly and promptly paid, the carrier whose terminal facilities have thus been required to be given to another carrier or other carriers shall be entitled to recover, by suit or action against such other carrier or carriers, proper damages for any injuries sustained by it as the result of compliance with such re- quirement, or just compensation for such use, or both, as the case may be." In the Transportation Act, Congress also placed all instrumentalities of commerce under control of the Interstate Commerce Commis- sion, to the end that the best use might be made of all railroad facilities in the common good. While the Transportation Act is quite spe- cific in ordering the Interstate Commerce Com- mission to recommend consolidation of the railroads into groups, the treatment of the ter- minals is covered only generally in the above quotations. As each railroad has been built, improved and developed to balance with its business, and as its mortgages and other obligations de- pend on that business, no change in the dis- tribution of terminal advantages may be made without seriously affecting the road haul busi- ness on its lines, to the great advantage of those roads that have not previously enjoyed it and to the great detriment of those roads that lose it which would then fail to have the business on which their whole physical and financial structure had been built. Certain railroads, by reason of favorable lo- 232 UNIFICATION OF RAILROAD TERMINALS cation, foresight and good management are favored with desirable sites for freight houses, team tracks, industries and other advantages which insure to them a better share of traffic than other roads without direct access to them. Through their direct control of service, car supply and switching at such sites they se- cure shipments which would be shared with competing carriers on an equal footing if the locations were controlled by a joint or unified agency, with a corresponding decrease in their business. As the decrease in business might reduce their profits more than could be made up to them by rentals for the use of their property by the unified company, they could not be ex- pected to give up, for the benefit of the other roads, the benefits inherent in their peculiar advantages. It may be taken for granted that the roads which build up their local facilities and locate industries on their lines are in at least as good a position to serve them as any unified com- pany. In fact, it may be said that the indi- vidual company which has a direct interest in the business of shippers on its lines will give better service to secure and retain that business than the service that would be given by a disinterested unified company. As the shipper is assured of preferential service of at least one company he may be better off than if given only average service. However, many details of operation may be so conducted that there will be great savings through the consolidation or unification of cer- tain activities. The advantage of unification include the following in whole or in part : The reciprocal interchange of cars by which the engines of each road deliver cars into the yards of other roads, the engines returning empty would be eliminated wherever possible, as provisions can be made for loading engines both ways in interchange movements. Where an industry with connections with several railroads is switched by more than one road, arrangements may be made for the switching to be done entirely by the road in best position to perform it. Freight stations may be consolidated, with a consequent reduction in stations and clerical forces. Previously it has been the practice, when freight cars were placed on interchange tracks, for the car inspectors of the delivering road, and also the car inspector of the receiving road to inspect the cars. Arrangements may be made for both roads to accept the results of the inspection of the road in best position to perform it. In some cases the interchange in- spection may be entirely eliminated, the only inspection made being after the arrival and before the departure of cars from the terminal. Certain freight yards may be abandoned, and cars of several roads handled in one yard, re- sulting in : Consolidation of car repair forces. Consolidation of mechanical department and engine house forces. Reduction in number of cars checkers. This consolidation is made, possible in some cases by one road having sufficient facilities to take care of the business of one or more other roads, without additional supervision or overhead, thus saving the cost of the other organization. Direct movement of freight may be made wherever possible in interchange between roads over the tracks of an intervening ter- minal carrier, thus avoiding the delay and ex- pense of the terminal carrier interchanging and classifying cars. Parallel single track roads may be operated as double track lines. Empty cars in terminals may be pooled, thus avoiding unnecessary dead movement of empty cars in both directions. At the present time each road maintains its own supply of empties. The total number of empties held for loading may be reduced by pooling. Yards of individual railroads which are too small for movements in both directions for one road, are sometimes entirely sufficient for movements in one direction of more than one road, when grouped with other yards. Shippers may look to an individual terminal organization for results, instead of to several. The most direct route and convenient rail- UNIFICATION OF RAILROAD TERMINALS 233 road facilities may he used regardless of owner- ship. Team tracks may he used reciprocally. The handling of competitive 1. c. 1. freight by railroads having very light shipments to certain points may he eliminated, and the freight concentrated on certain roads in better position to handle. Railroad Study in Chicago Since 1914 the city of Chicago has main- tained a municipal commission known as the "Chicago Railway Terminal Commission" for the purpose of investigating and reporting on the railroad situation there, and to advise the City Council in its dealings with the railroads. That Commission was ably led by its Chair- man and Chief Engineer, the late John F. Wal- lace, until his death in 1921, and by its Gen- eral Counsel, Walter L. Fischer, formerly Sec- retary of the Interior. Two reports of that Commission have been published; one in 1915 treating the entire rail- road situation in detail and another in 1921 relating particularly to the straightening of the Chicago River through the railroads' prop- erty for the better utilization of that property, the entire destruction of the present single level freight houses and their replacement by multiple level freight houses, the release by the railroads of considerable property adjoin- ing the "Loop" district at prices that would go far toward paying for the new construction, and the extension of more north and south streets through the released area to better serve the business district. The plan is now under serious consideration by the railroads. The Chicago Commission has expressed the opinion that the best method of solving its terminal problem is to form one large com- pany to take over all railroad facilities within the terminal district and perform all railroad service, the trunk line railroads to perform road service only. The Commission has not yet adopted this opinion as its final conclusion. That Commission is very much opposed to the "competitive" theory of railroad develop- ment as applied to terminals, and believes that all future facilities should be developed on the "co-operative" plan for the greatest good of all, and to enable the railroads and the public to conduct business in the cheapest, quickest and most convenient manner. The Commission has seriously considered and mentioned the abandonment of the 1. c. 1. freight stations of the individual railroads with- in the congested area and that they be re- placed by several group stations at the out- skirts of the district, the 1. c. 1. business of the city to be handled at numerous universal freight stations distributed throughout the city in proportion to the freight, service between the universal freight stations and the outlying stations of the railroads to be provided by trap cars, motor trucks, the freight tunnel, and when and where available, on freight cars on rapid transit lines in off-peak hours. The Commission is strongly in favor of the multiple level freight station as it believes the revenues from the upper floors will carry the fixed charges of the freight station below. The Commission recommends keeping out of the business district all freight not originating or destined there, and the handling of inter- change freight around the business districts. Although Chicago has nearly as many rail- roads as St. Louis and East St. Louis, and handles several times as much freight and pas- senger business, the railroad problem there is somewhat simpler than at St. Louis by reason of Chicago lying on one side of its main water- way, Lake Michigan, and the railroads forming only part of a circle, while at St. Louis the railroads form a complete circle with terminals on both sides of its main waterway. Chicago terminals somewhat resemble East St. Louis with St. Louis removed. APPENDIX "A"- -COPY OF QUESTIONNAIRE Data Desired by the Chamber of Commerce in Connection With Survey of Railroad Terminals St. Louis Terminal District. Physical Layout : 1. Blueprints showing entire physical prop- erty and all real estate, together with improve- ments, owned or leased, and all operating- trackage and terminal facilites rights within the area embraced by Alton and Dupo, Illi- nois, both inclusive, and from the bluffs on the east to the western boundary line of St. Louis County, Missouri ; and the following data as to facilities and traffic of your road : Freight Traffic Within the Above District Freight Houses — (for each house separately) : 2. Blue prints, scale not less than 100 feet to one inch, of freight house showing loca- tion, size, tracks and platform layout, and street and driveway approaches. 3. Distance between freight house and yards — to and from which empties and loaded merchandise cars are switched from and to freight house ; route of such swlitch move- ment ; by whom is such switching performed? 4. Average time required to completely switch freight house tracks, i. e., fully pull loads and set empties : (a) Under normal conditions, (b) When general traffic movement is heavy, (c) During period of Switchmen's strike April to September, 1920. 5. How often are house tracks usually switched in twenty-four hours? 6. To what extent, if any, is the operation of freight house to its normal capacity in- terfered with, by : (a) Insufficient number of house tracks, (b) Bad arrangement of house tracks, (c) Present switching methods, (d) Freight and passenger trains move- ment, and the hours and periods of interfer- ence from this cause, (e) Congested street and driveway ap- proaches to freight house. 7. Classified number of employes engaged directly and respectively in receiving, check- ing, trucking, loading, storing and handling 1. c. 1. merchandise. 8. Average normal operating (no overhead) cost per ton of freight house handling of 1. c. 1. merchandise. 9. Number and car capacity of house tracks. 10. Floor space, length, breadth, total square feet, covered and uncovered, respec- tively, — over which 1. c. 1. merchandise is handled — of : (a) Freight house proper, (b) Platforms adjacent to house on team side, (c) Platforms adjacent to house on track side, (d) Island platforms (each and number) between tracks, (e) Any other platforms. 11. Number and capacity of trucks employed at freight house : (a) Two-wheel hand trucks, (b) Four-wheel hand trucks and trailers, (c) Electric trucks, size and type. 12. Crane facilities, location, number, type and capacity : (a) Hand cranes, (b) Power cranes. 13. Number and size of door openings through which freight is : (a) Received team side, (b) Delivered team side, (c) Handled to and from cars, track side. 14. Total St. Louis proper freight tonnage received and forwarded respectively per year for years ending June 30, 1915, and |une 30. 1920 : (a) Carload tonnage, (b) 1. c. 1. tonnage. 15. Total St. Louis proper 1. c. 1. merchan- dise tonnage, calendar year 1919: (a) Received, (b) Forwarded. 16. Total 1. c. 1. merchandise tonnage mov- ing through this gateway, having origin and destination beyond St. Louis, calendar vear 1919: (a) Received from connecting lines, (b) Delivered to connecting lines. 17. Approximate or estimated tonnage of 1. c. 1. merchandise handled direct to and from cars, from and to drays and trucks, that does 234 COPY OF QUESTIONNAIRE 235 not pass through freight house, calendar year 1919: (a) From drays for out movement originat- ing St. Louis, (b) Delivered to drays and trucks from in movements for St. Louis delivery. (c) From drays and trucks received from connecting lines. (d) To drays and trucks for transfer to connecting lines. 18. Average number of pounds of 1. c. 1. merchandise held in freight house beyond free time, from failure of consignee to receive. 19. Amount of floor space consumed by merchandise so held. 20. Amount of freight house floor space leased to private parties and location, i. e., basement, platform, main or upper floors. 21. Trap cars, movement during October, 1920: (a) Number of cars loaded at your freight houses, and average tonnage per car: (1) For deliver)' direct to consig-nees in St. Louis, (2) For delivery to connecting lines for reworking and road movement out- bound. (3) Average time consumed per car in loading, (4) Average time consumed per car in switching to consignee's place of un- loading, (5) Average time consumed per car in switching to connecting line, (6) What billing is made by you to ac- company above cars, and average time consumed per car in preparing same. (b) Number of cars loaded by consignors in St. Louis on your rails, and average tonnage per car : (1) Average time consumed per car in loading, (2) Average time consumed per car in switching to your freight houses, (3) Average time consumed per car in switching to connecting lines. (c) Number of cars coming to your freight houses at St. Louis and East St. Louis, respec- tively, for reworking by you. and average ton- nage per car : (1) Average time consumed per car in switching from connecting line and placing at house, (2) Average time consumed per car in reworking. 22. St. Louis proper 1. c. 1. tonnage outbound and inbound separately, between freight houses of Terminal Railroad Association, Cupples Sta- tion and railroad transfer companies severally on the one hand and your road on the other hand, shown separately as to east and west road movement, calendar year, 1919. 23. St. Louis proper 1. c. 1. tonnage handled by railroad transfer dray and trucks direct between your road and store-door of St. Louis consignors and consignees, calendar year, 1919. — (Note: Eastern lines only need answer this.) 24. Are your present freight house facil- ities inadequate to properly take care of cur- rent business : (a) During what period, (b) To what extent, (c) What are the causes. 25. To what extent, if any, have your freight house facilities and merchandise han- dling capacity been enlarged within the past fifteen years and location of such enlarge- ments : (a) 1906—1910, (b) 1911—1915, (c) 1916—1920. Tracks and Yards — (for each location separ- ately) : 26. Location, number and car capacity of team tracks on each side of river, and blue- print, scale not less than 100 feet to one inch, thereof, showing also streets by name and driveways serving same, and give any sug - - gestions as to needed widening and improve- ments. 27. Daily average number of cars, loads and empties, consigned to and from team tracks. 28. Extent to which, respectively, cars, loads and empties, cannot be placed on team tracks account tracks occupied : (a) During normal movement. (b) During heavy movement. 29. Average number of carloads daily brought to team tracks for inspection and the principal such commodities. 30. Extent to which same are subsequently switched from team tracks for unloading or movement beyond, and average daily deten- tion of such cars on team tracks : (a) During normal movement. (b) During heavy movement. 31. Location, number and capacity of hold tracks on each side of river, and blueprint, scale not less than 100 feet to one inch, of same. 32. Average number of cars occupying hold tracks daily : (a) During normal movement. (b) During heavy movement. 33. Kind of principal commodities for "hold." 236 COPY OF QUESTIONNAIRE 34. Average daily number of cars for hold tracks that cannot be placed thereon ac- count tracks occupied : (a) During normal movement. (b) During heavy movement. 35. Location, number and capacity of re- pair tracks on each side of river, with blue- print, scale not less than 100 feet to one inch, of same; average number of men engaged thereat, average detention of cars thereon, and average number of cars repaired daily. 36. Average daily number of cars for re- pair tracks that cannot be placed thereon ac- count tracks occupied : (a) During* normal movement. (b) During heavy movement. 37. Location and capacity of classification and storage yards on each side of river with blueprint, scale not less than 100 feet to one inch, of same. 38. Average daily number of cars that can- not be placed in these yards, or any of them account yard full : (1) During normal movement, (2) During heavy movement, and reasons: ( a ) Account your yard inadequate. (b) Account connecting lines' yards in- adequate. 39. Extent to which carload business for St. Louis consignees is delivered by eastern lines on east bank of river, account inability of Terminal Railroad Association to receive and handle in switch movement: (a) During normal movement. (b) During heavy movement. Carload Freight interchange : For the month of October, 1920, number of loads and empties, route of switch move- ment, and points of interchange, from roads and industries on west side of river: 40. To roads and industries on east side of river via : (a) Merchants Bridge. fb) Eads Bridge. (c) Alton Bridge. (d) Ivory Ferry Transfer. 41. To Terminal Railroad Association (ex- cept West Belt) : fa) Team Tracks. (b) Local Industries. 42. To Terminal Railroad Association West Belt: fa) Team Tracks. (b) Local Industries. 43. To Missouri Pacific (except I M & S. and Oak Hill Branch) : (a) Team Tracks. (b) Local Industries, fc) For Beyond. 44. To St. Louis, Iron Mountain & South- ern : fa) Team Tracks. (b) Local Industries. (c) For Beyond. 45. To Missouri Pacific— Oak Hill Branch- fa) Team Tracks. (b) Local Industries. fc) For Beyond. 46. To Frisco : (a) Team Tracks. (b) Local Industries. fc) For Beyond. 47. Wabash (U. D. Line) : fa) Team Tracks. (b) Local Industries. 48. To Manufacturers' Railway: (a) Team Tracks. (b ) Local Industries. To Roads and Industries in North St. Louis. 49. To Wabash : (a) Team Tracks. (b) Local Industries. fc) For Beyond. 50. To C. B. & O. : fa) Team Tracks. fb) Local Industries. (c) For Bevond. 51. To C. R. I. &P. : fa) Team Tracks, (b) For Bevond. 52 To M. K. '& T.: fa) Team Tracks. (b) For Beyond. From Roads and Industries on East Side 53. To Roads and Industries on West Side via. : fa) Merchants Bridge, (b) Eads Bridge. fc) Alton Bridge. (id) Ivory Ferry Transfer. 54. The Terminal Railroad Association (ex- cept West Belt) : fa) Team Tracks. fb) Local Industries. 55. To Terminal Railroad Association, West Belt: fa) Team Tracks. (b) Local Industries. 56. To Missouri Pacific (except I. M. & S and Oak Hill Branch) : fa) Team Tracks. fb) Local Industries. (c) For Bevond. 57. To St. L. I. M. & S. : fa) Team Tracks. (b) Local Industries. fc) For Beyond. COPY OF QUESTIONNAIRE 237 58. To Missouri Pacific Oak Hill Branch: (a ) Team Tracks. (b) Local Industries. (c) For Beyond. 59. To Frisco : (a) Team Tracks. (b) Local Industries. (c) For Beyond. 60. To Wabash (U. D. Line) : (a) Team Tracks. (b) Local Industries. (c) For Beyond. 61. To Manufacturers' Railway: (a ) Team Tracks. (b) Local Industries. To Roads and Industries in North St. Louis. 62. To Wabash: (a ) Team Tracks. (b) Local Industries. (c) For Beyond. 63. To C. B. & 0. : (a) Team Tracks. (b) Local Industries. (c) For Beyond. 64. To C. R. I. & P. : (a ) Team Tracks. (b) Local Industries. (c) For Beyond. 65. To M. K. & T. : (a) Team Tracks. (b) For Beyond. Fast Side (Proper) Interchange. 66. Through carload and less-than-carload tonnage, respectively, calendar year, 1919, de- livered by east side lines to connecting lines on the east side, not passing to the west side ; routes of switch movement, and points of in- terchange. 67. Interchange to and from North Market Street Dock, calendar year, 1919, carload and less-than-carload tonnage separately. Passenger Traffic. 68. Number of trains and cars into Union Station, calendar year, 1919, by railroads: (a) Regular trains. (b) Suburban trains. 69. Number of passenger trains and cars during year 1919, crossings : (a) Merchants Bridge. (b) Eads Bridge. 70. Route of movement in St. Louis and East St. Louis of passenger trains crossing Merchants Bridge. 71. Route of movement in East St. Louis of passenger trains crossing Eads Bridge. General. Have you in contemplation any immediate, or early improvements, expansions or rear- rangements of local facilities for the receipt, forwarding and terminal handling of freight and passenger traffic in St. Louis-East St. Louis District, and through this gateway? APPENDIX "B"— TABULATION OF ANSWERS TO QUESTIONNAIRE The following pages include summaries of the answers to questionnaires, except where the answers could be better shown by graphs. The tabulations of the answers to such ques- tions as could be best shown graphically are indicated on diagrams accompanying this re- port. The questionnaire was answered by all railroads except the Chicago and Eastern Illi- nois. Answers to Questions 1 and 2 Physical Layout: These questions were answered by the rail- roads furnishing maps that were used in the preparation of exhibits to accompany the re- port. Answers to Questions 3, 4, 5, 6 Freight House Operation. Baltimore & Ohio Railroad Distance, freight house to Cahokia Yard, is one-fourth mile, and to Cone Yard one-half mile. The Cone Yard is used for both in- bound and outbound freight. Switching per- formed by B. & O. Railroad. Under normal conditions, fully pull loads and set empties in three hours. When general traffic movement is heavy, three hours and thirty minutes. During the Switchmen's strike, April to September, 1920, four hours. The time stated is average time. House tracks are completely switched at night — partially switched at noon. The operation of freight house to its normal capacity is not interfered with by any of causes mentioned in questionnaire. Chicago & Alton Railroad Yard is adjacent to freight houses. Switch- ing performed by C. & A. engines. Completely switch freight house tracks, un- der normal conditions, in four hours; when traffic movement is heavy, in six hours; dur- ing period of Switchmen's strike, six hours. House tracks are usually switched once in twenty-four hours. The operation of freight house to its normal capacity is not interfered with by any cause mentioned in questionnaire. Chicago, Burlington & Quincy Railroad East St. Louis freight house is one-half mile from yards in East St. Louis. The St. Louis freight house is four miles from the St. Louis freight yards. Switching is per- formed by the C. B. & O. engines. The average time required to completely switch freight house tracks under normal con- ditions is eight hours. Same time required when general traffic movement is heavy and also during Switchmen's strike of 1920. House tracks are normally switched once of outbound cars, and twice of inbound cars, in twenty-four hours. The operation of freight houses to normal capacity is not interfered with by any cause mentioned in questionnaire. Cleveland, Cincinnati, Chicago & St. Louis Railway Distance from freight houses to outbound yards is 1.7 miles. The inbound yards are adjacent to the freight houses, the center of freight houses to center of gravity of vards being about 900 feet. Switching is performed by C. C. C. & St. L. engines. Under normal conditions, average time to pull loads and set empties is one and one-half hours. When general traffic movement is heavy, one and one-half hours. During Switch- men's strike 1920, one and one-half hours. 238 TABULATION OP ANSWERS TO QUESTIONNAIRE 239 Mouse tracks are usually switched twice in twenty-four hours. Operation of freight house to normal capacity is interfered with : When inbound is heavy, usually hold out twenty-rive cars. In isolated cases, by inbound freight trains between 11:45 a. m. and 1:00 p. m. and be- tween 4:45 p. m. and 6:00 p. m. Xo interference account of other causes cited by questionnaire. Chicago, Peoria & St. Louis Railroad The yard is adjacent to the freight house. In and outbound freight are handled through same house, cars are handled in yard adjacent to freight house from yard track to house track. Switching is performed by C. P. & St. L. engines. Average time to completely switch freight house track, under normal conditions, is one hour ; when general traffic movement is heavy, one hour and twenty-five minutes ; dur- ing Switchmen's strike in 1920, one hour and thirty minutes. House tracks are usually switched twice in twenty-four hours. The operation of freight house to normal capacity is not interfered with by any cause mentioned in questionnaire. Chicago, Rock Island & Pacific Railway The freight facilities of the C. R. I. & P. Railway Company, the C. & E. I. Railroad, and the St. L.-S. F. are used jointly. Distance from Carrie Avenue Yard to the Biddle street freight house is 3.97 miles. Switching is performed by the Terminal Rail- road Association engines. Tt appears that insufficient number of house tracks, and bad arrangement of house tracks interfere with operation of freight house to its normal capacity to some extent, which is stated as 5 per cent in each case. The average time required to completely switch freight house tracks is not given. Illinois Central Railroad Average switching distance between new yard and freight house is two miles. Between Lumber Yard and Freight Plouse, three-fourths mile. Between Broadway Yard and Freight House, one-fourth mile. All switching performed by Illinois Central engines. Under normal conditions, pull loads and set empties in eight hours. No increase of time required when general traffic movement is heavy, or during the Switchmen's strike in Apni, 1920. The outbound house track is switched once, and the inbound house track twice, in twenty- four hours. Operation of freight house to normal capacity is not interfered with by any cause mentioned in the questionnaire. Illinois Traction System Yard in Granite City is six and one-half miles from freight house in St. Louis. All switching- is performed by I. T. S. engines. Time required to switch freight house track under all conditions is ten hours. The freight is switched once in twenty-four hours. Operation of freight house to normal capac- ity is not interfered with by any cause men- tioned in the questionnaire. Louisville & Nashville Railroad The East St. Louis freight house is adjacent to the yard. The St. Louis freight house is ten miles from the yard. The east side house is switched by L. & N. engines, west side house is switched by the Terminal Railroad Associa- tion engines. Under normal conditions the east side house is completely switched in one hour and fourteen minutes ; the west side house in two hours. During heavy traffic the east side house is switched in two hours and thirty minutes and the west side house in three hours. During the Switchmen's strike, April to September, 1920, it required four hours to switch each house. The houses are switched twice in twenty-four hours. Operation of freight house to normal ca- pacity is not interfered with by any cause mentioned in the questionnaire. 240 TABULATION OF ANSWERS TO QUESTIONNAIRE Missouri, Kansas & Texas Railway Distance from Broadway and Mullanphy freight house to Baden Yard 5.8 miles. Switch- ing performed by Terminal Railroad Associa- tion engines. The average time required to completely switch freight house tracks, under normal con- ditions, is three hours ; when general traffic movement is heavy, four hours ; during Switch- men's strike, April to September, 1920, four to six hours. During a twenty-four-hour period, empties are placed once and loads are removed once. Regarding the operation of freight house to normal capacity, the trackage is sufficient and the arrangement satisfactory. Outbound team track loads and merchandise are pulled out by Terminal Switch engines between hours of 6 p. m. and 8 p. m. Empties placed for loading outbound set between mid- night and 8 a. m. Inbound merchandise loads and team track loads placed same hour. Oc- casionally inbound loads are placed between 8 a. m. and 2 p. m. There being four other freight houses on the same main track and many industries lo- cated on this single main track between Mul- lanphy street and Carrie avenue, the handling of outbound merchandise and inbound mer- chandise empties is badly interfered with at all hours, due to opposing engines working on the same single track, handling empties and loads for industries and other freight houses. Missouri Pacific Railroad Seventh Street Freight Station : Empties : 25 per cent from Ivory Yard via Oak Hill Branch 11.8 miles. 25 per cent from Lesperance Street Yards via Poplar Street Connection, 2.3 miles. 50 per cent from Spring avenue, via Mo. Pac. rails through Mill Creek Valley, 2.5 miles. Switching performed by Missouri Pacific en- gines. Loads : Move from and to yards at Twenty-third street over Mo. Pac. rails, distance 1.1 miles; switched by Missouri Pacific engines. Biddle Street Freight Station: Empties : Moved from Twelfth Street Yards, 2.4 miles. Switched by Terminal Railroad Association via Terminal Elevated. Loads : Received at Twelfth street, and moved over Terminal Elevated by Terminal Railroad As- sociation, distance 2.4 miles. Gratiot Street Station : Empties and Loads : Move from and to the Lesperance Street Yards direct, distance 0.5 miles. Switched by Mo. Pac. engines. Time required to pull loads and set empties : Seventh Street Station — Under normal con- ditions, twelve hours. Not affected by heavy general traffic move- ment or by strike. Biddle Street Freight Station — Under normal conditions, four hours. Gratiot Street Freight Station — Under nor- mal conditions, eight hours. At the Seventh Street Station house tracks, cars are set twice and pulled three times in twenty-four hours; at Biddle street they are set once and pulled once; at Gratiot Street Station they are set twice and pulled three times in twenty-four hours. The operation of freight houses to their normal capacity is interfered with in the case of the Gratiot Street Station, by poor arrange- ment of tracks serving local shed, a rearrange- ment of which would increase capacity five or six cars. Also, at the same station, the lack of hard surface on Gratiot and First streets causes stalling of vehicular traffic and consequent congestion. Mobile & Ohio Railroad Distance freight house to yards, 2,000 feet. Switching performed by M. & O. engines. Under normal conditions, fully pull loads and set empties in about three hours; when general traffic movement is heavy, about three hours; during the Switchmen's strike, April to September, 1920, from three to six hours were required. TABULATION OF ANSWERS TO QUESTIONNAIRE 241 In twenty-four hours, the house tracks are completely switched once, and the inbound cars, three to four times. Operation of freight house to its normal ca- pacity is not interfered with by any cause mentioned in questionnaire. Pennsylvania Railroad. East St. Louis Freight Houses : Rose Lake Westward Yard to Inbound Freight House over Pennsylvania Railroad main line and running tracks, 4.5 miles. Outbound Freight House to Rose Lake East- ward Yard, over Pennsylvania Railroad tracks, distance 3.5 miles. All switching performed by Pennsylvania engines. St. Louis, Main and O'Fallon Street Freight Flouse (when in operation, 1920) : Inbound freight, from Rose Lake Westward Yard to Willows, over Pennsylvania tracks ; thence over St. Louis Merchants Bridge Ter- minal Railwav main tracks, across Merchants Bridge and southwardly, a distance of 9.6 miles. Outbound freight, the reverse of above, dis- tance 8.6 miles. All switching performed by St. L. M. B. T. Railway. Average time required to switch freight houses : East St. Louis : Under normal conditions, three hours. Under heavy traffic, four hours. During Switchmen's strike, 1920, three hours. Main and O'Fallon Freight House : Under normal conditions, forty-five minutes. Under heavy traffic conditions, one hour. During Switchmen's strike, one and one- half hours. Freight houses are switched as follows : East St. Louis : Inbound, twice in twenty-four hours. Outbound, once in twenty-four hours. Main and O'Fallon House: Switched once in twenty-four hours. The operation to normal capacity of freight houses is not interfered with to any appreci- able extent by any of causes mentioned in questionnaire. St. Louis-San Francisco Railway. Distance, Clifton Heights Yard (outbound) to Seventh Street Freight House is ten miles ; to Broadway Station, 12.2 miles. Distance, Chouteau Avenue Yards (inbound yard) to Seventh Street Station is 3.6 miles. Inbound freight is brought to Chouteau Ave- nue Yards, sorted and turned over to Terminal Railroad Association at Twenty-third street, which handles to the freight houses. Out- bound freight is brought from freight houses to Twenty-third street by Terminal Railroad Association ; from Twenty-third street it is handled by St. L.-S. F. engines to their yards at Clifton Heights. The average time required to completely switch freight house tracks under normal con- ditions : Seventh Street House, five hours. Broadway House, five hours. When general traffic movement is heavy, depends upon congestion of terminal. Ex- act time not obtainable. No information to answer as to time required during the strike period. House tracks are usually switched once in twenty-four hours. The present switching method at both Broadway and Seventh Street houses is to set empties for outbound and loads from in- bound trains at night, usually pulling both houses at 6 :00 p. m. If not performed as above, the pulling and placing at both houses is interfered with by passenger trains up to 8 p. m. St. Louis Southwestern Railway. Distance, freight house to yard, 11^4 miles. Routing via Merchants Bridge and Illinois Transfer. Switching is performed by Terminal Rail- road Association. Average time to completely switch freight house tracks, under normal conditions, six hours. When general traffic movement is heavy, six hours. 242 TABULATION OF ANSWERS TO QUESTIONNAIRE During Switchmen's strike, 1920, four hours. House tracks are usually switched once in twenty-four hours. Operation of freight house to normal ca- pacity not interfered with by any cause men- tioned in questionnaire. Southern Railway Distances between freight houses and Coap- man Yard is as follows : Broadway Freight House to Coapman Yard, 2.52 miles. Sixth Street Freight House to Coapman Yard, 2.27 miles. Route is direct, from freight house to yard. Switching is performed by Southern Rail- way engines. Under normal conditions, fully pull loads and set empties in fifty minutes. When gen- eral traffic movement is heavy, one hour and thirty minutes. During Switchmen's strike, April to September, 1920, two hours. House tracks usually switched three times in twenty-four hours. Operation of freight house to normal ca- pacity is not interfered with by any cause men- tioned in questionnaire. Terminal Railroad Association Switching performed by own engines. Freight houses Nos. 1 and 2 and yards are together, from Tenth to Twelfth street, St. Louis. No data available as to average time re- quired to completely switch freight house tracks. House tracks are switched once in every twenty-four hours. The operation of freight house to normal capacity is not interfered with by any cause mentioned in questionnaire. Toledo, St. Louis & Western Railway Distance from freight house to yards is 3.78 miles. Switching performed over T. St. L. & W. main line by T. S. L. & W. engines. Average time required to completely switch freight house tracks, under normal conditions, is thirty-five minutes ; when general traffic movement is heavy, time required is forty-five minutes ; during the Switchmen's strike in 1920, fifty-five minutes required. House tracks are usually switched once in twenty-four hours. The operation of freight house to normal ca- pacity is not interfered with by any cause men- tioned in the questionnaire- Wabash Railway Distance North Market Street Yards to Franklin Avenue Freight House, one and one- half miles. Distance, Bridge Junction Yards, Fast St. Louis to Front Street Freight House, three- fourths mile. Switching in both cases is performed by Wabash engines. The average time required to completely switch freight house tracks, in St. Louis, is eight hours, under normal conditions, or when general movement is heavy, and same time was required during Switchmen's strike of 1920. In East St. Louis, four hours per day is average time required under all conditions. House tracks are switched twice in twenty- four hours, at noon and at night. Applies to both East St. Louis and St. Louis. The operation of freight houses to normal capacity is not interfered with by any cause mentioned in questionnaire. Answers to Question 7 Number of Employes : As the number of employes varies with the amount of business the answers are not readily comparable; therefore they have not been tab- ulated. Answers to Questions 8, 9, 10, 11, 12, 13, 14, 15 and 16 Freight House Data : The answers to these questions are shown on statement of Freight House data for each road in Appendix D. Answers to Question 17 L. C. L. merchandise tonnage that passed direct between cars and drays not passing through Freight Houses for the year 1919 : The only roads that reported 1. c. 1. freight handled in this manner are the C. C. C. & St. L., Pennsylvania and St. L--S. F. The amounts TABULATION OF ANSWERS TO QUESTIONNAIRE 243 of freight so handled were very small in com- T. R. R. A. — No data available. parison to the freight passing through the T. St. L. & W. — Not over 100 pounds per freight houses. day. Practically no space occupied. Wabash (St. Louis) — 10,000 pounds per day. Answers to Questions 18 and 19 Wabash (East St. Louis;— 1,500 pounds per Amount of 1. c. 1. merchandise held in day. freight house beyond free time and floor space Answers to Question 20 consumed by such merchandise : Freight house floor space leased to private B. & O. — 300 pounds per month, occupying parties: 4 square feet. The following are the only railroads that C. & A. None. lease freight house space to private parties : C. B. & Q. — 3,000 pounds daily, occupying 30 square feet. M. K. & T. C. C. C. & St. L.— 700 pounds average Three inbound platforms on the Broadway amount, occupying 200 square feet. level, three driveways on the Broadway level, C. P. & St. L-— 2,000 pounds per month, fonr tmcks on track kvel with island plat _ occupying 20 square feet. £orm ]eased to the United States Government L. R. I. & P. — 42,000 pounds average per „ ., c . . r . r T _ , m™ Quartermaster temporarilv for the storing- of month from January to September, 1920. ~ .. '„ o>f-,,o I. C-1,300 pounds per day, occupying 150 Government supplies. Total area, 37,318 square feet. square feet exclusive of driveway. L. & N. — 2,000 pounds per day, occupying 50 square feet. St. L. S. W. M. K. & T. — 75,000 pounds per day, occupy- Four floors of Florida Street Station are ing 6,000 square feet. leased to the Main Street Warehouse Co. Mo. Pac. (Seventh street)— 2,000 pounds per Second Floor Storage 15,420 Square Feet day, occupying 400 square feet. Cold Storage 1,291 Square Feet Mo. Pac. (Gratiot street)— 2,000 pounds per Office, etc 5,265 Square Feet day, occupying 400 square feet. Third Floor Storage 17,850 Square Feet M. & O— Not over 500 pounds per day, oc- Warm Storage 2,430 Square Feet cupying 30 square feet. Fourth Floor Storage 20,280 Square Feet Pennsylvania (East St. Louis)— 500 pounds Fifth Floor Storage 20,280 Square Feet daily, occupying 20 square, feet. Pennsylvania (St. Louis)— 2,500 pounds Total i 82,816 Square Feet daily, occupying 100 square feet. St. L.-S. F. (Seventh street)— 142,283 Wabash pounds per month, occupying variable space. St. Louis, Platform 14,440 Square Feet St. L.-S. F. (Broadway)— 5,927 pounds per St. Louis, Second Floor 2,400 Square Feet month occupying variable space. Since October, 1920, Pennsylvania has bt. L. S. W. — 1,000 pounds per day; space . , . 0j T . , . , unknown leased its St. Louis house for warehouse pur- Southern — Practically none. poses. 244 TABULATION OF ANSWERS TO QUESTIONNAIRE CM C o 4> 3 a o 4-» w u 4) CO C o 3 PQ u a) O a to (i c ^ bo bo re re rtrj ^ r- i. > 5 " ^«o Zp5 W J> |m u c v- > O 4» GO O j- y; (ft «° 5r s 'i ,„. o v « o •" ^ ^ CJ bo bo re re «o <£«£ V- O (/: re +- w- = ^ c o iO io iq in to n fi oo d oo ai is in »n i^ as t-^ as O >-i 00 O CD CM O • 00 • O 1^ Tfi • 2 ° ■zi O O N h o IO 00 m • 00 Oo ■>* rt N (N CO ■ CO (N IN '- ' in CO 00 O! 00 O CM CO O (D 00 h 00 O) O U5 O " 03 io rt i< ■ Tt< O i^ oo to oo f i« • • «5 >C5 ON co • in >n m t3 "i ; ." °° >o 00 CO ; m -r CO CO jU CU is to (3 CU +-» o ri CO m ■ to CO co • CO 'M ■* lO g lo tu 3 a CO N 00 N • in lO lO in m° © : 2 : § a w 6 > en w 3 3 1/3 ^B CO .c . erf TABULATION OF ANSWERS TO QUESTIONNAIRE 245 Answers to Question 22. Tons of L. C. L. Freight in 1919 Delivered to and Received from B. & O C. & A C. B. & Q C. C. C. & St. L C. P. & St. L C. R. I. & P I. C I. T. S L. & N M. K. & T Mo. Pac M. & O Pennsylvania St. L.-S. F St. L.-S. W Southern T. St. L. & W Wabash (East St Louis) Wabash (St. Louis) T. R. R. A. Transfer Freight House Cupples Station Companies To From To From To From 4,800 2,656 1,171 3,913 21,707 15,111 Information not available 229 648 7,382 23,000 16,113 3,348 2,445 2,349 45,626 40,207 1,362 1,558 117 937 3,531 7,023 145 498 7,608 Information not available 1,869 10,861 Information not available 44,585 3,257 Information not available 1,422 14,688 22,092 994 2,452 561 1,214 2,086 34,787 2,193 2,671 2,993 4,131 4,801 13,854 449 12,611 227 18,151 62 3,709 16,027 4,469 1,818 2,293 2,976 Question not answered 480 992 2,861 15,892 1,824 1,967 2,436 1,786 171,576 178,495 Answers to Question 23 St. Louis proper 1. c. 1. tonnage handled by railroad transfer drays and trucks direct be- tween railroad and store doors of St. Louis consignors and consignees, calendar year, 1919: Of the East Side lines requested to answer this question the B. & O— Reports 2,085 tons delivered to St. Louis stores and 1,460 tons received. C. C. C. & St. L.— 9,126 tons delivered (stated westbound) and 668 tons received (stated eastbound). Pennsylvania — Reports 467 tons total deliv- ered to and received from St. Louis stores. I. C. — Reports none delivered or received. St. L. S. W. — Reports none delivered or re- ceived. Wabash — Reports none delivered or re- ceived. The other East Side roads did not answer the question. Answers to Question 24 Adequacy of freight house facilities to prop- erly take care of current business : B. & O. — Reports that their facilities are frequently inadequate at no special period ; during heavy seasons continuously inade- quate. The congestion is such that they are forced to load trap cars for relief. The cause is that the transfer service is not sufficient. C. B. & Q. — Reports that facilities are ade- quate to care for normal business. C. R. I. & P. — Facilities inadequate from 3:00 p. m. to 5:00 p. m. to extent of 20 per cent on account of late deliveries. Practically 35 per cent of freight, on the average, is deliv- ered after 3 :00 p. m. for outbound movement. St. L.-S. F. — Reports that at times during the year freight house facilities are inadequate to handle business. The exact causes are so variable that they cannot be set out. All other roads report their freight house facilities are adequate to handle properly the current business. Answers to Questions 25 Extent to which freight house facilities and merchandise handling capacity have been en- larged within the past fifteen years : The following railroads report that no en- largements have been made within the past fifteen years in freight house facilities and merchandise handling capacity : B. & O.— C. R. I. & P.— C. P. & St. L.— St. L.-S. F.— Southern— T. R. R. A. Of the above railroads the C. R. I. & P. and Southern state that no immediate improve- ments are contemplated. The B. & O., C. P. & St. L., St. L.-S. F. and T. R. R. A. made no statement as to pro- posed improvements. 246 TABULATION OF ANSWERS TO QUESTIONNAIRE Other railroads report improvements as fol- lows : C. & A.— From 1906 to 1910 little or no ex- pansion took place. From 1911 to 1915, con- siderable expansion was made. (Extent and nature not stated.) During period 1916 to 1920, freight terminals were rebuilt and en- larged, and are now said to be ample for their needs. Additional expansion is not con- templated for some years. C. B. & Q.— From 1906 to 1915 no improve- ments were made. During period from 1916 to 1920 one transfer dock opposite freight house, to accommodate 12 cars, was built. Under existing conditions no immediate ex- penditures anticipated. Several projects un- der investigation but not completed. C. C. C. & St. L.— From 1906 to 1910, the inbound freight house was extended 330 feet and platform at east end extended 55.6 feet. From 1911 to 1915 no additional improve- ments. During 1916 to 1920, the outbound platform was extended 40 feet at east end. Contemplate building of a large terminal freight yard at Lenox. Work has already been started on the first unit of this yard. I. C. — From 1906 to 1915 no changes were made. Both inbound and outbound freight houses existing in 1915 were replaced with modern structures — the outbound house in 1917 and the inbound in 1919. The new in- bound house floor space is approximately 7,468 feet greater than the old one. The new outbound freight house floor space is not any larger than that of the old house, but the trans- fer platform greatly increased capacity of fa- cilities for handling merchandise through house. No additional immediate or early im- provements are contemplated. I. T. S. — Present freight house was built entirely new about 1910. L. & N. (East St. Louis) — Five tracks built since 1910, with total car capacity of 85 cars. Large freight house constructed and later large addition built to freight office and sta- tion. L. & N. (St. Louis) — New receiving office built to expedite receipt of freight, straight- ened lead tracks. New incline driveway built for handling machinery and other heavy ma- terial. Teaming alley widened and paved. M. K. & T. — The present freight house was constructed in 1911 and certain rearrange- ments of platforms and facilities at track level were made in 1914. Missouri Pacific — From 1906 to 1915 no in- crease in facilities were made. During period 1916 to 1920 an addition, 24x240 feet, was made to the east inbound shed, at the Gratiot Street Freight Station. No immediate or early improvements contemplated. M. & O.— From 1906 to 1915 no improve- ments were made. From 1916 to 1920 addi- tions were made to the Cahokia Yard, three tracks being added, aggregating a length of 6,105 feet. During this same period an en- tirely new freight house was built in East St. Louis of ample size to handle the business. Pennsylvania — The freight house facilities at East St. Louis have not been enlarged dur- ing the past fifteen years. The freight house at .Main and OFallon streets, St. Louis, was taken over in June, 1911, from the M. K. & T. Railway, to which road it was leased until that time. The house is 60x705 feet (42,000 square feet), covered platform in track side 705 feet by 5 feet 9 inches, and the unloading platform 86 feet long by 35 feet 6 inches at one end and 11 feet wide at other end. The enlargement of Rose Lake Yard with the view of making more classification at that point is now being considered. St. L. S. W.— The former freight station at Second and LaSalle streets (43 feet 4 inches by 248 feet 6 inches), with two tracks, was given up January 31, 1913, at which time the present station at Florida and Main streets was opened. No other improvements are re- ported during last fifteen years, and none are contemplated at the present time or immediate future. T, St. L. & W. — A modern office and new freight house were built and tracks rearranged in 1913. No other improvements reported dur- ing past fifteen years. Wabash — Two additional freight houses TABULATION OF ANSWERS TO QUESTIONNAIRE 247 were established in St. Louis during- period from 1Q06 to 1910, total area 82,171 square feet. In 1917 a 1,500-car yard was constructed in Granite City. No immediate or early im- provements, expansions, or rearrangements are contemplated. Answers to Questions 26 and 27 Number, capacity and daily cars to team tracks : Answers to these questions shown else- where in graphic form. Answers to Question 28 Extent to which cars, loads and empties cannot be placed on team tracks on account of tracks occupied : C. B. & 0. — Reports that team track facil- ities are adequate to handle 50 per cent more than normal business. C. P. & St. L. — Reports that during normal movement all cars can be placed. During heavy movement cars to extent of ten loads cannot be placed. Southern — States they can place all cars. Have been able to set all team track cars, ex- cept in cases of accumulation, due to interrup- tion of transportation, such as during the Switchmen's strike. The question was not answered by C. R. I. & P. and T. R. R. A. All other roads report ability to place all cars during both normal and heavy movement. Answers to Questions 29 and 30 Number of cars to team tracks for inspec- tion and unloading : The answers to these questions are shown elsewhere in graphic form. Answers to Questions 31, 32 and 33 Number, capacity and average daily cars to hold tracks : Answers to these questions shown else- where in graphic form. Answers to Question 34 Average daily number of cars for hold tracks that cannot be placed thereon account of tracks occupied : C. B. & O. and Pennsylvania — Reports that when regular hold tracks are filled, other ad- ditional tracks are assigned for this purpose. C. C. C. & St. L. — During normal move- ment all cars can be placed. During heavy movement an average of 10 cars cannot be placed. T. St. L. & W. — Reports that all cars can be placed during normal movement. During heavy movement 100 cars cannot be placed. C. R. I. & P. and T. R. R. A.— Make no re- ply to this question. The other roads report that hold tracks are sufficient to accommodate all cars both during normal and heavy movement. Answers to Question 36 Repair Tracks : Average daily number of cars for repair tracks that cannot be placed there on account of tracks occupied : B. & O. — During normal movement all cars can be placed. During heavy movement aver- age of 25 cars cannot be placed. C. B. & Q. (East St. Louis)— Average of 25 cars cannot be placed both during normal and heavy movement. C. R. I. & P. — During normal movement all cars can be placed. During heavy movement average of 60 cars cannot be placed. C. C. C. & St. L. — Reports that 10 cars dur- ing normal movement and 25 cars during- heavy movement cannot be placed on account of tracks occupied. Pennsylvania — All cars can be placed dur- ing normal movement. During heavy move- ment about 30 cars per day cannot be placed on repair tracks. St. L.-S. F. — Reports that about 50 cars cannot be placed, after all rip tracks are full at Chouteau avenue. Question not answered by T. R. R. A. The other roads report that repair tracks are ample to take all cars both during normal and heavy movement. 248 TABULATION OF ANSWERS TO QUESTIONNAIRE Name of Road A. & S B. & O C. & A C. B. & Q. (East)... C. B. & Q. (West)... C. & E. I 1 C. R. I. & P| C. C. C. & St. L C. P. & St. L East St. lvouis & Sub I. C I. T. S L. & N. (East) L. & N. (West) Manufacturers , M. K & T Mo. Pac. (East) Mo. Pac. (West) M. & O Pennsylvania (East)., Pennsylvania (West) St. L.-S. F St. L.-S. W St. L. T. & E St. L. & O'F Southern T. R. R. A. (East).. T. R. R. A. (West).. T. St. L. & W Wabash (East) Wabash (West) Answers to Questions 26, 35 and 37 Capacity of Classification and Capacity of Storage Tracks Team Tracks 750 25 934 148 259 43 604 62 2,213 388 667 102 906 126 450 51 41 1,738 140 109 512 96 30 365 1,050 42 2,418 5,432 595 945 44 1,151 143 50 1,177 230 894 54 14 475 1,790 98 11,175 104 3,704 1,558 917 50 2,484 115 1,903 221 Capacity of No. of Cars Repair Tracks Repaired Daily 50 84 82 112 60 60 60 40 30 150 96 52 50 37 19 60 12 155 100 25 5 75 60 8 176 75 165 453 413 621 60 35 128 40 179 80 57 42 50 23 170 60 681 280 54 15 95 61 80 48 Answers to Question 38 Classification and Storage Yards : Average daily number of cars that cannot be placed account yard full: B. & O. — During normal movement none, except when offered by all direct connections at same time may be a few hours' delay. Dur- ing heavy movement 25 to 100 cars cannot be placed. All lines become congested and all come or offer heavy cuts of cars and they are unable to relieve us of cars ready for delivery to them. 25 to 100 cars cannot be placed on account of connecting line's yards inadequate. C. B. & 0. — States they cannot answer. C. R. I. & P. — During normal movement 75 cars cannot be placed. During heavy move- ment 150 cars cannot be placed. Cause stated to be both account of the inadequacy of C, R. I. & P. Yards and of yards of connecting lines. C. C. C. & St. L. — During normal move- ment all can be placed. During heavy move- ment about 30 cars cannot be placed. Cause due to inadequacy of C. C. C. & St. L. Yards and to connecting line's failure to accept cur- rently. M. K. & T. — None. Unless eastern lines embargo freight. Missouri Pacific — All tracks, main line west between Twelfth street and Tower Grove Sta- tion : During heavy movement 200 cars can- not be placed account of connecting line's yards inadequate. Lesperance Street Yard : All cars can be placed, both during heavy and normal movement. River Line, south end Lesperance Street Yard to and including Jef- ferson Barracks : 400 cars cannot be placed during heavy movement, account of Missouri Pacific Yards inadequate. Dupo, Bixby and East Ivory Yards : 300 cars cannot be placed during heavy movement account connecting line's yards inadequate. During- normal move- ment all cars can be placed at each of the above yards. T. R. R. A. — Did not answer this question. The other roads state that all cars can be placed, both during normal and heavy move- ment. TABULATION OF ANSWERS TO QUESTIONNAIRE 249 Answers to Question 39 Extent to which carload business for St. Louis consignees is delivered by eastern lines on east bank of river, account of inability of Terminal Railroad Association to receive in switch movement : B. & O. — Reports none during normal move- ment. During heavy movement only when cars are badly needed — occasionally. C. C. C. & St. L. — Reports none except in case of accident or strike, etc. I. C. — Reports practically none. Pennsylvania — Reports none except during Switchmen's strike. Other eastern lines report none either dur- ing normal or heavy movement. Answers to Questions 40 to 67, Inclusive Carload freight interchange October, 1920: Answers to these questions have been sub- stituted by routing and density diagrams and by tabulations showing interchange between railroads. Answers to Questions 68, 69, 70 and 71 Routes of Passenger Trains': Answers to these questions are shown else- where in graphic form as routing and density diagrams. APPENDIX "C"— FREIGHT HOUSE OPERATING SCHEDULES Baltimore & Ohio Railroad The doors are closed against receiving freight at 4 :30 p. m. daily, except Saturday, when they are closed at 3 :30 p. m. The cars are sealed at 4 :45 and pulled from the house at about 5 p. m. Most of the cars leave East St. Louis in trains Nos. 90 and 88 at 7 p. m. and 9 p. m., respectively. The remainder are put in a local train leaving at 7 :20 a. m. the follow- ing morning. Inbound merchandise trains ar- rive at 2 :45 a. m., the cars being placed at the house at 7 a. m. Chicago & Alton Railroad The doors are closed against receiving freight at 4 :30 p. m. The cars are sealed at 4 :45 and pulled from the house at 5 :45 p. m. Chicag-o and Springfield cars are pulled at 2:15 p. m., leaving East St. Louis on train No. 80 at 3 :30 p. m. The other cars go out in a train at 7:30 p. m. Inbound merchandise cars arrive in the Venice and Brooklyn yards in trains at 8 a. m. and 11 a. m. and are set at the house at 1 :30 p. m. Local merchandise cars arriving during the night are set before 7 a. m. Chicago, Burlington & Quincy Railroad The East Side and West Side houses oper- ate on about the same schedule. The doors are closed against receiving freight at 5 p. m. The cars are sealed between 5 and 6 p. m. Northbound trains leave at 6:45 p. m. and westbound at 9 p. m. South Illinois freight is pulled from the St. Louis house at 4:30 p. m., is handled via Alton Bridge and leaves East St. Louis at 10 p. m. Inbound cars arriving Cleveland, Cincinnati, Chicago & St. Louis Railway The doors are closed against receiving freight at 4 :30 p. m. The cars are sealed at 4:45 and pulled at 5:10 p. m. Through cars leave East St. Louis at 7 p. m. Local cars do not leave until the following morning at 7 :30. The inbound merchandise train arrives about 6 a. m. and is set at the house as soon there- after as possible. Chicago, Peoria & St. Louis Railroad The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled at 5 :30 p. m. They leave East St. Louis in a train at 6 p. m. The in- bound merchandise train arrives between 4 and 5 a. m. and is set at the house before 7 a. m. Chicago, Rock Island & Pacific Railway The doors are closed against receiving freight at 5 p. m. ; Saturday, 3:30 p. m. The cars are sealed at 5 :05 p. m. and pulled at 5 :15 p. m. They leave St. Louis in a train at 7 :30 p. m. Merchandise cars arriving during the night are placed at the house before 7 a. m. Illinois Central Railroad The doors are closed against receiving freight at 4:30 p. m. The cars for the Spring- field division are sealed at 3 p. m. and pulled at 3 :05 p. m., leaving East St. Louis at 5 p. m. Cars for the St. Louis division are sealed at 5 p. m. and pulled immediately thereafter. These cars leave East St. Louis at 7 p. m. Inbound merchandise cars over the St. Louis division arrive at 4 :30 a. m. and 9 :30 a. m. and are during the night are set before 7 a. m. Early placed at the house at 8 a. m. and 1 p. m., re- morning arrivals are set at noon. spectively. Inbound Springfield division trains 250 FREIGHT HOUSE OPERATING SCHEDULES 251 arrive at 4:30 p. m. and are placed at the house at 8 a. m. on the following morning. Louisville & Nashville Railroad East Side House : The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled about 5 :30 p. m. They leave East St. Louis in trains at 8 p. m. and 10 p. m. Inbound merchandise cars arriving before 6 :30 a. m. are placed at the house before 7 a. m. Other cars arriving before 3:30 p. m. are placed the same day. West Side House : The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 4:45 p. m. and pulled immediately thereafter, a special run being made to the L- & N. Yard in East vSt. Louis. These cars leave in the same trains as do cars from the East Side house. Inbound merchandise cars arriving in East St. Louis during the day are placed at the West Side house between 9 p. m. and mid- night by the same engine on its return trip from East St. Louis after having made the special run with outbound merchandise cars. Missouri, Kansas & Texas Railway The doors are closed against receiving freight at 5 p. m. The cars are sealed at 5:10 p. m. and pulled at 5 :40 p. m. The cars leave St. Louis in a train at 9 :30 p. m. Inbound merchandise cars arriving before 5 a. m. are placed at the house before 7 a. m. Missouri Pacific Railroad Seventh Street House : The doors are closed against receiving freight at 5 p. m. The cars are sealed at 5 :30 p. m. and pulled at 6 p. m., except Kansas City cars, which are pulled at noon. These cars leave on the following trains : No. 77 to 9 p. m.. No. 91 at 7:30 a. m., No. 193 at 9:10 a. m., No. 79 at 10 a. m. and No. 195 at 12 :50 p. m. Inbound merchandise trains arrive at 12 :20 p. m., 1 p. m., 2 p. m., 3:50 p. m., 5 a. m. and 5 :45 a. m. The afternoon trains are placed be- fore 7 a. m. the next morning; the morning trains are placed at noon the same day. Gratiot Street House : The doors are closed and cars pulled the same as at the Seventh street house. The cars leave in the following trains : No. 63 at 10 p. m., No. 71 at 9 p. m., No. 93 at 7 :50 a. m. In- bound merchandise trains arrive at 3 p. m., 8:35 p. m. and 8:50 p. m. These are all placed at the house before 7 a. m. on the following morning. Biddle Street House : The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled as soon thereafter as possi- ble. These cars leave on the same trains as cars from the two other houses. This being only an outbound house no inbound merchan- dise is placed here for distribution. Mobile & Ohio Railroad The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 6 p. m. and pulled at 6:25 p. m. The cars leave in trains at 6:45 p. m. and 7:45 p. m. Inbound merchandise cars are placed at the house be- fore 7 a. m. Pennsylvania Railroad The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled immediately thereafter. Through cars for the East leave at 11 p. m Cars for Terre tlaute leave at 6 :30 p. m. Local merchandise cars leave the following morning at 5 a. m. Inbound merchandise cars arriv- ing before 4 a. m. are placed at the house be- fore 7 a. m. Cars arriving later in the morning are placed at noon. St. Louis-San Francisco Railway Seventh Street House : The doors are closed against receiving freight at 5 p. m. The cars are sealed at 5:15 p. m. and pulled at 5:30 p. m. and 6:20 p. m. The cars leave in trains at 9 p. m. and lip. m. Inbound merchandise cars arriving before midnight are placed at the house before 7 a. m. Cars arriving after midnight are placed at noon. 252 FREIGHT HOUSE OPERATING SCHEDULES Broadway House: The doors are closed against receiving freight at 5 p. m., on Saturday at 3 :30 p. m. The cars are sealed at 5:05 and pulled at 5:15 p. m. They leave at 9 p. m. and lip. m. In- bound merchandise cars are placed before 7 a. m. This house is used very little by the St. L.-S. F. for inbound freight. St. Louis Southwestern Railway The doors are closed against receiving freight at 5 p. m. The cars are sealed imme- diately thereafter and pulled at 6 p. m. The cars leave the Valley Yard in a train at 9 p. m. All inbound merchandise cars are placed at the house at 7 a. m. Southern Railway The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled at 5 :30 p. m. The cars leave in trains at 7 p. m. and 10:30 p. m. Inbound merchandise cars arriving before 4 :30 a. m. are placed at the house before 7 a. m. Cars arriv- ing later in the morning are placed at 1 p. m. Toledo, St. Louis & Western Railway The doors are closed against receiving freight at 4:30 p. m. The cars are sealed at 5 p. m. and pulled before 7 p. m. The cars leave in trains at 7 p. m. and 8 a. m. the fol- lowing morning. Inbound merchandise cars arrive at 5 a. m. and are placed at the house before 7 a. m. Wabash Railway West Side House : The doors are closed against receiving freight at 4:30 p. m. The cars for Western points are sealed at 5 p. m. and pulled at 5 :30 p. m. Chicago freight, however, is pulled at 2 p. m., leaving on a train at 4:30 p. m. Cars for Eastern points are pulled at 4:30, leaving on a train from Granite City Yard at 7:30 p. m. Cars for the West leave at 8 p. m. All inbound merchandise cars arriving before 6 a. m. are placed at the house at 7 a. m. The house is reset at noon if conditions require. East Side House : The same schedule is followed as for the West Side house. Very little West freight, however, is handled in the East Side house. APPENDIX "D"— FREIGHT HOUSE DATA Baltimore & Ohio Railroad. Length, Freight House : Feet. (a) Inbound 601 (b) Outbound 601 Platforms : (a) Adjacent to house (track side only) — Inbound house — covered 601 Outbound house — covered 601 (b) Island — 5 each 601 (c) Others— Transfer Platform 130 Door Openings : (a) Track side 504 (b) Team side 504 House tracks, 6 tracks, total 90 cars. Team tracks, 8 tracks, total 108 cars. Team track driveways (scaled from map) : Paved (3 ) each 655 Unpaved ( 1 ) 380 (1) 400 (1) 570 (1) 530 Trucks : 48— Two-wheel hand, 1200 lbs. to 2000 lbs. capacity. 60 — Four-wheel hand, 2500 lbs. capacity. Cranes (1) — hand crane, 3,000 lbs. capacity. Cost of handling freight (no overhead), $0.92 per ton. St. Louis Total 1. c. 1. freight 1919 : Proper (a) Inbound 27,678 (b) Outbound 21,680 St. Louis proper 1. c. 1. freight: 1915. (a) Inbound 25,349 ( b ) Outbound 1 7,590 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 1.51 tons Outbound 3.05 tons Per lineal foot of house tracks 26.14 tons Chicago & Alton Railroad. Length, Freight House : Feet. (a) Inbound 594 (b) Outbound 594 Platforms : (a) Adjacent to house (track side only) — Inbound house — covered 594 Inbound house — uncovered 220 Outbound house — uncovered 50 Outbound house — uncovered 210 (b) Island — uncovered 600 ( c) Others — None. Door Openings : (a) Track side 829 (I)) Team side 270 253 Width, Feet. 60 24 6 20 18 18 18 18 18 Area, Sq. Ft. 34,000 14,000 4,808 4,808 18,030 2.600 Connecting Total Lines. Tons. 41,519 69,197 32,520 54,200 1919. 1920 27,678 26,548 21,680 20.548 1920: (per year) (per year) (per year) Width. Area, Feet. Sq. Ft. 45 26.730 30 17.820 10 5,940 10 2.200 30 1.500 15 3,150 10 6.000 254 FREIGHT HOUSE DATA House tracks. 5 tracks, total 115 cars. Team tracks, 5 tracks, total 43 cars. Team track driveways (scaled from map) : Paved ( 1 ) 700 (1) 200 (1) 320 (1) 470 Unpaved (None) Trucks: 20 — Two-wheel hand; 16 — Four-wheel hand. Cranes (1) — hand crane, 5-ton capacity. Cost of handling freight (no overhead), $0.80 per ton. St. Louis Total 1. c. 1. freight. 1919: Proper fa) Inbound 17,451 (b) Outbound 17,001 St. Louis proper 1. c. 1. freight: 1915. (a) Inbound (b) Outbound _ 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 1.54 tons Outbound 1.93 tons Per lineal foot of house tracks 16.44 tons 40 15 30 25 Connecting Lines. 49,493 32,995 1919. 17,451 17,001 1920: (per year) (per year) (per year) Total Tons. 66,944 49,996 1920. Chicago, Burlington & Quincy Railroad. East St. Louis : Length, Freight House : Feet. (a) Inbound L w u . 7A (b) Outbound/ fwo ^ a - v House 47 ° Platforms : (a) Adjacent to house (track side only) : 670 (b) Island — None. t (c) Others — Icing Platform 200 Door Openings : (a) Track side 85 ( b ) Team side 187 House tracks, 2 tracks, 26 cars. Team tracks, 4 tracks, 62 cars. Team track driveways (scaled from map) : Paved _ ( 1 ) 860 Unpaved ( 1 ) 550 (1) 500 Trucks : 12 — Two-wheel hand ; 10 — Four-wheel hand. Cranes, none. Cost of handling freight (no overhead), $0.99 per ton. St. Louis Total 1. c. 1. freight, 1919 : Proper. (a) Inbound 26,110 (b) Outbound 107,871 St. Louis proper 1. c. 1. freight: 1915. Total for St. Louis and East St. Louis : ( a ) Inbound 21 ,902 (b) Outbound 94,622 1920 — Total tons handled on basis of business during Oct. 18-23, 1920 Per square foot two-way house 0.37 tons Per lineal foot of house tracks 5.35 tons Width, Feet. 38 32 30 20 33 Area, Sq. Ft. 17,860 5,360 6,400 Connecting Line. 17,406 58,085 Total Tons. 43.516 165,956 1919. 1920. 26,110 107,871 29,345 121,952 (per year) (per year) FREIGHT HOUSE DATA 25: Chicago, Burlington & Quincy Railroad. Length, Width, St. Louis House : Feet. Feet. Freight House : (a) Inbound, St. Louis 780 42 (b) Outbound, St. Louis 780 42 Platforms : (a) Adjacent to house (track side only) : Inbound house, none. Outbound house, none. (b) Island 240 20 (c) Others— Auto platform 150 20 Door Openings : (a) Track side None (b) Team side 1,105 House tracks, 5 tracks, 95 cars. Team tracks, 8 tracks, 97 cars. Team track driveways (scaled from map) : Paved (1 ) 520 20 (1) 640 20 (1) 490 20 Unpaved (None) Trucks : 92 — Two-wheel hand. 164 — Four-wheel hand. 2 — Electric trucks. Cranes : 2 — Hand cranes, 20,000 lbs. capacity. Cost of handling freight (no overhead), $0.99 per ton. Total 1. c. 1. freight, 1919: St. Louis Connecting- Total for St. Louis and East St. Louis : Proper. Lines. (a) Inbound 26,1 10 17,406 (b) Outbound 107,871 58,085 St. Louis proper 1. c. 1. freight : 1915 1919. Total for St. Louis and East St. Louis : (a) Inbound 21,902 26,110 (b) Outbound 94,622 107,871 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — Inbound 1.37 tons (per year) St. house Outbound 3.94 tons (per year) St. house Per lineal foot of house tracks 45.80 tons (per year) St. house Cleveland, Cincinnati, Chicago & St. Louis Railway. Length, Width, Freight House : Feet. Feet. (a) Inbound 1 .000 50 (b) Outbound 347 35 Platforms : (a) Adjacent to house ( track side only) — Inbound house — covered 1,055 12 Inbound house — covered 85 8 Outbound house — covered 335 8 Outbound house — uncovered 64 40 Outbound house — uncovered 124 15 (b) Island, outbound — uncovered 1,000 6 Island, inbound — uncovered 880 6 (c) Others, none. Area, Sq. Ft. 32,760 32,760 4,800 3,000 Total Tons. 43,516 165,956 1920. 29,345 121,952 Louis Louis Louis Area, Sq. Ft. 50.000 11.451 12.660 680 2,680 2,560 1,860 6.000 5,280 256 FREIGHT HOUSE DATA Door Openings : (a) Track side 390 (b) Team side _ 581 House tracks, 5 tracks, total 93 cars. Team tracks, 7 tracks, total 126 cars. Team track driveways (scaled from map) : Paved (1) 730 (1) 900 (1) 1,000 Unpaved (None) Trucks : 46 — Two-wheel hand, 800 lbs. capacity ; 47 — Four- wheel hand, 2,000 lbs. capacity. Cranes: 1 — Hand crane, 10,000 lbs. capacity. Cost of handling freight (no overhead) not furnished. St. Louis Total 1. c. 1. freight 1919: Proper. (a) Inbound 53,310 (b) Outbound 48,515 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 49,385 (b) Outbound 48,866 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 2.16 tons Outbound 4.22 tons Per lineal foot of house tracks 42.57 tons Chicago, Peoria & St. Louis Railroad. Length, Freight House : Feet. (a) Inbound W ' , , , 10 (b) Outbound / T wo-way house-covered 318 Platforms : (a) Adjacent to house (track side only) : Inbound house — uncovered 318 Outbound house — uncovered 76 (b) Island — None. (c) Others — None. Door Openings : (a) Track side 120 ( b ) Team side 160 House tracks, 2 tracks, total 20 cars. Team tracks, 3 tracks, total 51 cars. Team track driveways (scaled from map) : Paved (None) Unpaved ( 1 ) 1 ,000 Trucks: 10 — Two-wheel hand, 1,000 lbs. capacity; 4 — Four-wheel hand, 3,000 lbs. capacity. Cranes : 1 — Hand crane, 10,000 lbs. capacity. Cost of handling freight (no overhead) $0.88 per ton. St. Louis Total 1. c. 1. freight 1919: Proper (a) Inbound 12,390 (b) Outbound 9,546 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 3,559 (b) Outbound 6,549 1920 — Total tons handled on basis of business during week October 18- Per square foot freight house — two-way house 1.81 tons Per lineal foot of house tracks 28.47 tons 30 30 30 Connecting Total Lines. Tons. 67,899 121,209 11,147 59,662 1919 1920 53,310 57,169 48,515 1Q?0- 56,954 (per year) (per year) (per year) Width, Area, Feet. Sq. Ft. 39.5 5 40 35 12,571 1,590 3.040 Connecting Total Lines. Tons. 2,324 14,714 1,199 10,745 1919 1920 12,390 7,806 9,546 6,400 -23, 1920: (per year) (per year) FREIGHT HOUSE DATA 257 Chicago, Rock Island & Pacific Railway Freight House : Length, Width, Feet. Feet. (a) Inbound _ 575 45 (b) Outbound 570 24 Platforms : (a) Adjacent to house (track side only) — Inbound house — None. Outbound house — covered 362 14 \ Outbound house — uncovered _ 100 10 / (b) Island — uncovered 400 10 uncovered 135 7 uncovered 420 10 uncovered 70 8 uncovered _ 195 15 (c) Others — Machinery, uncovered _ 115 20 Dickson Street, uncovered _ 60 10 Dickson Street, uncovered 144 10 Door Openings — See St. L.-S. F. Railroad. House tracks, 3 tracks, total 38 cars. Team tracks, 8 tracks, total 102 cars. Team track driveways (scaled from map) : Paved ( 1 ) 640 25 (1) 600 25 (1) 535 25 (1) 505 25 Unpaved (None) Trucks — See St. L.-S. F. Railroad. Cranes — See St. L.-S. F. Railroad. Cost of handling freight (no overhead) $0,911 per ton. St. Louis Connecting Total 1. c. 1. freight 1919: Proper. Lines. (a) Inbound 2.967 2.829 (b) Outbound _ 34,950 23,420 St. Louis proper 1. c. 1. freight: 1915 1919 (a) Inbound 2,856 2,967 (b) Outbound 38,912 34,950 1920— Total tons handled (including St. L.-S. F. and C. & E. I.) based on Oct. Per square foot freight house — Inbound 1.16 tons (per year) Outbound 8.07 tons (per year) Per lineal foot of house tracks 31.93 tons (per year) Illinois Central Railroad. Length, Width, Freight House : Feet. Feet. (a) Inbound 576 50.6 (b) Outbound 1 ,008.8 32.2 Platforms : (a) Adjacent to house (track side only) — Inbound — None. Outbound — -None. (b) Island— covered _.. 1,044 12. (c) Others — Crane platform, uncovered „ 170 27. Door Openings : (a) Track side 1,443 (b) Team side 664 Area, Sq.Ft. 25,875 13,680 6,068 4,000 945 4,200 560 2,925 2,300 600 1,440 Total Tons 5,796 58,370 1920 3,135 34,591 18-23, 1920: Area, Sq. Ft. 29.483 32.483 12,526 4.590 258 FREIGHT HOUSE DATA House tracks, 5 tracks, total 105 cars. Team tracks, 7 tracks, total 140 cars. Teamtrack driveways (scaled from map) : Paved ( 1 ) 600 15 (1) 1,000 25 (1) 1,200 25 (1) 900 35 (1) 600 30 Unpaved (None) Trucks: 263 — Two-wheel hand, 1,500 lbs. capacity; 125 — Four-wheel hand, 3,000 lbs. capacity. Cranes : 1 — Hand crane, 40,000 lbs. capacity. Cost of handling freight (no overhead) $0.71 per ton. St. Louis Connecting Total Total 1. c. 1. freight 1919: Proper. Lines. Tons. (a) Inbound , 95,982 173,208 269,190 (b) Outbound 256,958 141,071 398,029 St. Louis proper 1. c. 1. freight: 1915 1919 1920 (a) Inbound 57,990 95,982 (b) Outbound 166,242 256,958 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — Inbound 1.27 tons (per year) Outbound 3.49 tons (per year) Per lineal foot of house tracks 35.92 tons (per year) St. Louis Electric Terminal Railway Company (Illinois Traction System,) Length, Width, Freight House : Feet. Feet. (a) Inbound /„• _ (b) Outbound \ T wo-way house 292 35 Platforms : (a) Adjacent to house (track side only) : Inbound house 1 2SS 8 Outbound house J (b) Island 200 6 (c) Others Irregular sh Door Openings : (a) Track side. (b) Team side. House tracks, 2 tracks, total 8 cars. Team tracks, 1 track, total 4 cars. Team track driveways (scaled from map) — Paved Trucks: 20 — Two-wheel hand; 4 — Four-wheel hand, ca- pacity 2 tons. Cranes — None. Cost of handling freight (no overhead), $0.80 per ton. St. Louis Connecting Total Total 1. c. 1. freight, 1919: Proper. Lines. Tons. (a) Inbound . 14,840 1,560 16,400 (b) Outbound 43,680 100 43,780 St. Louis proper 1. c. 1. freight : 1915 1919 1920 (a) Inbound 6,247 14,840 17,640 (b) Outbound 23,490 43,680 48,890 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — two-way house 4.23 tons (per year) Per lineal foot of house tracks 135.20 tons (per year) Area, Sq. Ft. 10,220 2,040 1,200 ape 1,245 FREIGHT HOUSE DATA 259 Louisville & Nashville Railroad. Length, Width, East St. Louis House : Feet. Feet. Freight House : (a) Inbound \„ , C/ ,_ (b) Outbound / a wo " wa y house 562 48 Platforms : (a) Adjacent to house (track side only) : Inbound house — 1 uncovered \ Outbound house- — 1 uncovered / (b) Island — covered 635 15j^ (c) Others — None. Door Openings : (a) Track side 529 (b) Team side 495 House tracks, 4 tracks, total 56 cars. Team tracks, 3 tracks, total 65 cars. Team track driveways (scaled from map) — Paved ( 1 ) 615 27 Unpaved _ ( 1) 750 20 Trucks: 33 — Two-wheel hand, 1,500 lbs. capacity; 61 — Four-wheel hand, 4,000 lbs. capacity. Cranes : 1 — Hand crane, 20,000 lbs. capacity. Cost of handling freight (no overhead), $0.75 per ton. St. Louis Connecting Total I. c. 1. freight 1919: Proper. Lines. (a) Inbound 4,053 7,665 (b) Outbound _ 55,286 22,600 St. Louis proper 1. c. 1. freight: 1915 1919 (a) Inbound 2,403 4,053 (b) Outbound 43,864 55,286 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — two-way house 2.18 tons (per year) Per lineal foot of house tracks 26.24 tons (per year) Area, Sq. Ft. 26,976 2,760 9,842 Total Tons. 11,818 77,886 1920 2,451 58,314 Louisville & Nashville Railroad. St. Louis House: Freight House: (a) Inbound l Two _ way house (b) Outbound/ y Platforms : (a) Adjacent to house (track side only) Inbound house — None. Outbound house — None. (b) Island — None. (c) Others — None. Door Openings : (a) Track side (b) Team side House tracks, 3 tracks, total 39 cars. Team tracks, 2 tracks, total 30 cars. Length, Feet. .. 500 483 364 Width, Feet. 50 Area, Sq. Ft. 25,000 260 FREIGHT HOUSE DATA Team track driveways (scaled from map) — Paved : ( 1 ) 540 Unpaved (None) Trucks: 30 — Two-wheel hand, 1,500 lbs. capacity; 26 — Four-wheel hand, 4,000 lbs. capacity. Cranes — None. Cost of handling freight (no overhead), $0.60 per ton. St. Louis Total 1. c. 1. freight 1919: Proper. (a) Inbound : 13,344 (b) Outbound 19,820 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 13,756 (b) Outbound 17,471 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — two-way house 0.91 tons Per lineal foot of house tracks 44.53 tons Missouri, Kansas & Texas Railway. Length, Freight House : Feet. (a) Inbound . 392 230 (b) Outbound 400 100 80 Platforms : (a) Adjacent to house (track side only) — None. (b) Island 392 392 264 94 165 50 30 (c) Others — None. Door Openings : (a) Track side 400 (b) Team side 638 House tracks, 11 tracks, total 111 cars. Team tracks, 3 tracks, total 42 cars. Team track driveways (scaled from map) — Paved ( 1 ) 602 (1) 602 Trucks : 90 — Two-wheel hand ; 50 — Four-wheel hand. Cranes: 1 — Power crane (electric), 15 tons capacity. Cost of handling freight (no overhead), $0.96 per ton. St. Louis Total 1. c. 1. freight 1919 : Proper. (a) Inbound 5,400 (b) Outbound , 65,880 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound - 4,860 (b) Outbound 43.896 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 0.41 tons Outbound 2.16 tons Per lineal foot of house tracks 13.56 tons 22 Connecting Total Lines. Tons. 1919 1920 13,344 14,651 19,820 20,162 1920: (per year) (per year) Width, Area, Feet. Sq. Ft. 25.9 10,150 83 19,090 39 15,600 40 1 34/ 6,720 11.3 4,430 11.3 4,430 11.3 1 6.9/ 3,630 8.0 1,320 9.0 \ 11.3/ 790 19.5 43 25,886 11.739 Connecting Total Lines. Tons 3,600 9.000 43,920 109.800 1919 1920 5,400 5,400 65,880 65.880 1920 : (per year) (per year) (per year) FREIGHT HOUSE DATA 261 Missouri Pacific Railroad. Seventh Street House. Length, Freight House : Feet. (a) Inbound ( 1 ) 574 ( 1 ) 655 ( b) Outbound (2 ) 553 Platforms : (a) Adjacent to house (track side only) : Inbound house — None. Outbound house — None. ( b) Island ( 2 ) 553 (c) Others — None. Door Openings : (a) Track side None (b) Team side 827 House tracks, 8 tracks, total 112 cars. Team tracks, 6 tracks, total 114 cars. Team track driveways (scaled from map) : Paved " 680 710 710 Unpaved 700 600 600 Trucks: 93 — Two-wheel hand, 1,500 lbs. capacity; 50 — Four-wheel hand, 2,500 lbs. capacity. Cranes : 1 — Hand derrick, 5 tons capacity. Cost of handling freight (no overhead), $1,136 per ton. St. Louis Total 1. c. 1. freight 1919: Proper. (a) Inbound 24,192 (b) Outbound 44,029 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 781 (b) Outbound 49,074 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 0.80 tons Outbound 3.93 tons Per lineal foot of house tracks 19.57 tons Width, Area, Feet. Sq. Ft. 24 22 28,186 20 22,120 24 30 30 30 25 30 25 26,544 Connecting Total Lines. Tons. 26,261 50,453 24,663 68,692 1919 1920 24,192 1.022 44,029 50.724 1920: (per year) (per year) (per year) Missouri Pacific Railroad. Gratiot Street House. Freight House : (a) Inbound (b) Outbound ength, Width, Area, Feet. Feet. Sq. Ft. 193 43 7.798 240 52 12.480 572 44 25.168 625 59 32.094 Platforms : (a) Adjacent to house (track side only) : Inbound house — None. Outbound house — None. (b) Island — None. (c) Others — .Mach. Load. Platform — uncovered- Door Openings : (a) Track side (b) Team side _ 94 144 216 23 2.102 262 FREIGHT HOUSE DATA House tracks,, 13 tracks, total 101 cars. Team tracks, 4 tracks, total 45 cars. Team track driveways (scaled from map) : Paved 380 500 Unpaved (None) Trucks: 85 — Two-wheel hand, 1,500 lbs. capacity; 65 — Four-wheel hand, 2,500 lbs. capacity. Cranes — None. Cost of handling freight (no overhead), $1,038. Total 1. c. 1. freight 1919: St. Louis Proper. (a) Inbound 31,808 (b) Outbound _ , 55,771 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound , 1,072 (b) Outbound _ 65,004 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 1.30 tons Outbound 1.83 tons Per lineal foot of house tracks _ 32.46 tons Missouri Pacific Railroad. Length, Biddle Street House (Outbound only). Feet. Freight House : (a) Inbound — None. (b) Outbound 542 Platforms : (a) Adjacent to house (track side only) : Inbound house — None. Outbound house 562 (b) Island — None. (c) Others — None. Door Openings : (a) Track side 540 (b) Team side 558 House tracks, 5 tracks, total 60 cars. Team tracks, 6 tracks, total 38 cars. Team track driveways (scaled from map) : Paved 20 18 18 Unpaved (None) Trucks: 25 — Two-wheel hand, 1,500 lbs. capacity; 23 — Four-Wheel hand, 2,500 lbs. capacity. Cranes — None. Cost of handling freight (no overhead), $1,045. St. Louis Total 1. c. 1. freight 1919 : Proper. (a) Inbound — None. (b) Outbound 63,272 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound — None. (b) Outbound 73,920 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound None Outbound 2.75 tons Per lineal foot of house tracks 23.60 tons 30 35 Connecting Total Lines. Tons 34,529 66,337 31,241 87,012 1919 1920 31,808 1,350 55,771 64,357 1920: (per year) (per year) (per year) AVidth, Area, Feet. Sq. Ft. 38 590 220 170 20,596 4,496 Connecting Total Lines. Tons 35,442 98,714 1919 1920 63,272 72,911 1920: (per year) (per year) FREIGHT HOUSE DATA 263 Mobile & Ohio Railroad. Length, Freight House: Feet. (a) Inbound \„ (b) Outbound /Two-way house 700 Platforms : (a) Adjacent to house (track side only) : Inbound house \ --, , „,. Outbound house J Covered 744 (b) Island — uncovered 744 (c) Others — Auto platform — uncovered 125 Door Openings : (a) Track side : 230 (b) Team side 315 House tracks, 4 tracks, total 77 cars. Team tracks, 2 tracks, total 44 cars. Team track driveways : Paved (None ) Unpaved ( 1 ) 900 Trucks: 30 — Two-wheel hand, 1,500 lbs. capacity; 40 — Four-wheel hand, 2,500 lbs. capacity. Cranes — None. Cost of handling freight (no overhead), $1.08 per ton. St. Louis Total 1. c. 1. freight 1919: Proper. (a) Inbound * 3,641 (b) Outbound . 37,953 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound « 3,584 (b) Outbound , 36,588 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — two-way house 2.34 tons Per lineal foot of house tracks 20.78 tons Pennsylvania Railroad. East St. Louis. Length, Freight House : Feet. (a) Inbound 570 (b) Outbound __ 540 Platforms : (a) Adjacent to house (track side only) : Inbound house — covered 570 Outbound house — uncovered 540 (b) Island — uncovered ( 1 ) 570 — uncovered ( 1 ) 540 (c) Others (1) 97 (1) 51 (1) 84 (1) 385 Door Openings : (a) Track side 570 (b) Team side 570 House tracks, 5 tracks, total 66 cars. Team tracks, 10 tracks, total 143 cars. Width, Feet. 41 30 Area, Sq. Ft. 28,700 8 5,952 15 10 11.160 1,250 Connecting Total Lines. Tons 5,825 9,466 31,267 69,220 1919 1920 3,641 3,218 37,958 30,335 1920: (per year) (per year) Width, Area, Feet. Sq. Ft. 60 34,200 40 21,600 8 4,560 9 4,860 13 7,410 13 7,020 19 1,843 8 408 18 1,512 12 4,620 264 FREIGHT HOUSE DATA Team track drivewavs (scaled from map) : Paved ( 1 ) 1 ,070 (1) 590 (1) 800 (1) 590 (1) 350 (1) 255 Unpaved (None) Trucks : 75 — Two-wheel hand, 2,000 lbs. capacity ; 100 — Four-wheel hand, 4,000 lbs. capacity. Cranes : 1 hand crane, 40,000 lbs. capacity. Cost of handling freight (no overhead), $0.76 per ton. St. Louis Total I. c. 1. freight 1919: Proper. (a) Inbound 39,646 (b) Outbound 25,672 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 37,892 (b) Outbound 17,664 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Inbound 1.73 tons Outbound 2.16 tons Per lineal foot of house tracks 40.00 tons Pennsylvania Railroad. Main and O'Fallon House. Length, Freight House : Feet. (a) Inbound \„ (b) Outbound /Two-way house 705 Platforms : - ■ (a) Adjacent to house (track side only) : Covered 705 (b)' Island — None. (c) Others — uncovered (1) 86 Door Openings : (a) Track side 482 (b) Team side 482 House tracks, 3 tracks, total 50 cars. Team tracks, 3 tracks, total 50 cars. Team track driveways (scaled from map) : Paved ( 1 ) 680 Paved : ( 1 ) 850 Unpaved ( None ) Trucks: 40 — Two-wheel hand, 2,000 lbs. capacity: 74 — 'Four-wheel hand, 4,000 lbs. capacity. Cranes : 1 hand crane, 40,000 lbs. capacity. Cost of handling freight (no overhead), $0,806 per ton. St. Louis Total 1. c. 1. freight 1919: Proper. (a) Inbound 40,683 (b) Outbound 18,341 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound 39,559 (b) Outbound 18,977 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight house — Two-way house : Outbound 0.45 tons Per lineal foot of house tracks _ 9.36 tons 30 35 22 35 25 30 Connecting Lines. 69,964 38,508 1919 39,646 25,672 1920: (per year) (per year) (per year) Width, Feet. 60 5.9 35.6 35 35 Total Tons 109,610 64,180 1920 30,537 21,288 Area, Sq. Ft. 42,000 4,054 2,000 Connecting Lines. None None Total Tons 40,683 18,341 1919 40,341 18,341 1920 40,525 9,723 1920: (per year) (per year) FREIGHT HOUSE DATA 265 St. Louis-San Francisco Railway. Seventh Street House. Length, Width, Area, Freight House : Feet. Feet. Sq. Ft. (a) Inbound 368 48 17,664 (b) Outbound 650 118 76,700 Platforms : fa (Adjacent to house (track side only) : Inbound 435 7 3,045 Outbound - 130 30 3.900 (b) Island— None. (c) Others — None. Door Openings : (a) Track side 671 (b) Team side 147 House tracks, 9 tracks, total 86 cars. Team tracks, 5 tracks, total 40 cars. Team track driveways (scaled from map) : Paved 560 23 500 27 650 35 Unpaved (None) Trucks : 700 — Two-wheel hand ; 6 — Four-wheel hand. Cranes: 1 hand crane, 10 ton capacity. Cost of handling freight (no overhead), $0.95 per ton. St. Louis Connecting Total Total 1. c. 1. freight 1919: Proper. Lines. Tons (a) Inbound „ 15,1 54 7,577 22,73 1 (b) Outbound 72,606 48,404 121 ,010 St. Louis proper 1. c. 1. freight : 1915 1919 1920 (a) Inbound 15,654 18,581 (b) Outbound 136,899 74,267 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — Inbound 1.27 tons (per year) Outbound 1.43 tons (per year) Per lineal foot of house tracks 38.11 tons (per year) St. Louis-San Francisco Railway. Frisco — Rock Island House. Length, Freight House : Feet. (a) Inbound 575 (b) Outbound 570 Platforms : (a) Adjacent to house (track side only) : Inbound — None. Outbound — covered 362 Uncovered 100 (b) Island — uncovered 400 Uncovered 135 Uncovered 420 Uncovered 70 Uncovered _ 195 (c) Others — Machinery — uncovered 115 Dickson Street — uncovered 60 Dickson Street — uncovered 144 Door Openings : ( a ) Track side 1,375^ (b) Team side (None) Width, Area, Feet. Sq. Ft. 45 25,875 24 13,680 14 1 10 / 6.068 10 i 7avg. / 10 I 8avg. / 15 4.945 4.760 2,925 20 2.300 10 600 10 1.440 266 FREIGHT HOUSE DATA House tracks, total 40 cars. Team tracks, 3 tracks, total 23 cars. Team track driveways (scaled from map) : Paved 100 20 140 20 Unpaved (None) Trucks: 110 — Two-wheel hand; No Four-wheel hand. Cranes: 1 hand crane, 10 ton capacity. Cost of handling freight (no overhead), $0,911 per ton. St. Louis Connecting Total Total 1. c. 1. freight 1919: Proper. Lines. Tons (a) Inbound 510 765 1,275 (b) Outbound 64,294 4,091 68,385 St. Louis proper 1. c. 1. freight: 1915 1919 1920 (a) Inbound 13,743 15,664 (b) Outbound 59,592 1 36,899 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — Inbound, including C. & E. I. and C. R. I. & P 1.16 tons (per year) Outbound 8.07 tons (per year) Per lineal foot of house tracks 31.93 tons (per year) St. Louis Southwestern Railway. Freight House : Length, Width, Feet. Feet. (a) Inbound 1~ , 689^ 301 (b) Outbound /Two-way house ^ tapering U f Platforms : Length, Width, (a) Adjacent to house (track side only) : Feet. Feet. Inbound house, covered \ 7 - 1 in Outbound house, covered / (b) Island, covered 286 12^ Projection 40 tapering 6 1 (c) Others None None Door Openings : (a) Track side 552 (b) Team side 552 House tracks, 5 tracks, total 62 cars. Team tracks, 7 tracks, total 54 cars. Team track driveways (scaled from map) : Paved ( 1 ) 670 31 (1) 720 30 (1) 360 28 (I) 630 28 Unpaved (None) Trucks: 45 — Two-wheel hand; 34 — Four-wheel hand. Cranes : 1 — hand crane, 25-ton capacity. Cost of handling freight (no overhead), $1.15 per ton. St. Louis Connecting Total Total 1. c. 1. freight, 1919: Proper. Lines. Tons (a) Inbound 2,123 2,274 4,397 (b) Outbound , 42,696 23,642 66,338 St. Louis proper 1. c. 1. freight : 1915 1919 1920 (a) Inbound 1,429 2,123 2,728 (b) Outbound 30,078 42,696 48,740 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot freight house — two-way house 3.24 tons (per year) Per lineal foot of house tracks 28.62 tons (per year) Area, Sq. Ft. 21,976 Area, Sq. Ft. 7,510 3,792 None FREIGHT HOUSE DATA Southern Railway. Length, Width, Broadway House (Inbound) — Feet. Feet. Freight House : (a) Inbound house (only) * 357 36 Platforms : (a) Adjacent to house (track side only) : Inbound house (only) — uncovered 452 8 (b) Island — None. (c) Others — uncovered 66 16 Door Openings : (a) Track side (Broadway and Sixth Street) 310 (b) Team side (Broadway and Sixth Street) 318 House tracks, 2 tracks, total 25 cars. Team tracks, 1 track, total 5 cars. Team track driveways (scaled from map) : Paved 460 irregular Unpaved (None ) Trucks (Broadway and Sixth street) : 63 — -Two-wheel hand ; 32 — Three-wheel hand ; 1 — Four-wheel hand. Cranes — None. Cost of handling freight (no overhead), $0.85 per ton. St. Louis Connecting Total 1. c. 1. freight. 1919: Proper. Lines. Inbound 32,580 6,782 St. Louis proper 1. c. 1. freight: 1915 1919 Inbound 17,514 32,580 1920 — Total tons handled on basis of business during' week Oct. 18-23, 1920: Per square foot freight house — Inbound 3.08 tons (per year) Per lineal foot of house tracks 37.74 tons (per year) 267 Area, Sq. Ft. 12,852 3,616 1,056 2,616 Total Tons 39,362 1920 28,020 Southern Railway. Length, Sixth Street House (Outbound) — Feet. Freight House : (b) Outbound 260 Platforms : (a) Adjacent to house (track side only) : Outbound house — covered 80 (b) Island — None. (c) Others — uncovered 65 Door Openings : (a) Track side (Broadway and Sixth Street) 310 (b) Team side (Broadway and Sixth Street) 318 Width, Feet. 24 12 9 Area, Sq. Ft. 6,240 960 585 268 FREIGHT HOUSE DATA House tracks, 4 tracks, total 65 cars. Team tracks, 3 tracks, total 43 cars. Team track driveways (scaled from map) : Paved ( None ) Unpaved 665 240 Trucks ( Broadway and Sixth street) : 63 — Two-wheel hand ; 32 — Three-wheel hand ; 1 — Four-wheel hand. Cranes — None. Cost of handling freight (no overhead), $0.85 per ton. St. Louis Total 1. c. 1. freight, 1919 : Proper. (b) Outbound 29,762 St. Louis proper 1. c. 1. freight: 1915 (b) Outbound 32,353 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot freight houses — Outbound 5.63 tons Per lineal foot of house tracks 12.80 tons Terminal Railroad Association. Freight House: Length, Feet. (a) Inbound 597 (b) Outbound '. 622*4 Platforms : (a) Adjacent to house (track side only) : Inbound house — None. Outbound house — None. (b) Island 394y 2 622,4 (c) Others — None. Door Openings : ( a ) Track side 1 50 ( b ) Team side 450 House tracks, 6 tracks, total 100 cars. Team tracks, none. Team track driveways, none. Trucks : 40 — Two-wheel hand ; 50 — Four-wheel hand. Cranes : 1 hand crane, 20-ton capacity ; 1 hand crane, 10 tons capacity ; 1 hand crane, 6 tons capacity. Cost of handling freight (no overhead), $0.80 per ton. St. Louis Total 1. c. 1. freight, 1919: Proper. (a) Inbound 42,763 (b) Outbound 34,011 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound - 55,864 (b) Outbound 46,011 24 32 7y 3 10 Connecting Lines. Not Available 1919 42,763 34,011 15,960 7,680 Connecting Lines. 26,420 Total Tons 56,182 1919 29,762 1920 41,997 1920: (per year) (per year) Width, Feet. 40 U9y 2 Area, Sq. Ft. 25,670 57,670 3,520 6,223 Total Tons 1920 48,171 32,465 FREIGHT HOUSE DATA [ 269 Toledo, St. Louis & Western Railway. Freight House: T ,, ,,-• ,., . & Length, \\ ldth, Area, , x T i i Feet - Feet. Sq. Ft. (b) Outbound Platforms : (a) Adjacent to house (track side only) : Covered 410 6 2,460 (b) Island — uncovered _ 400 6 2,400 (c) Others — None. Door Openings : (a) Track side 192 (b) Team side 192 House tracks, 4 tracks., total 40 cars. Team tracks, 2 tracks, total 50 cars. Team track driveways (scaled from map) : Paved .' ( 1 ) 630 25 Unpaved (1) 600 20 Trucks: 22 — Two-wheel hand;" 16 — Four-wheel hand. Cranes : 1 hand crane, 20-ton capacity. Cost of handling freight (no overhead), $0.8761 per ton. Total 1. c. 1. freight, 1919 — data not available. St. Louis Proper 1. c. 1. freight data not available. 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot of two-way freight house 2.27 tons (per year ) Per lineal foot of house tracks 24.47 tons (per year) Wabash Railway. East St. Louis House: Length, Freight House : Feet. (a) Inbound 652 (b) Outbound 820 Platforms : (a) Adjacent to house (track side only) : Inbound house 84 Outbound house _ 361 (b) Island : 700 (c) Others : 50 Door Openings : (a) Track side 615 (b) Team side....: 615 House tracks, 4 tracks, total 55 cars. Team tracks, 4 tracks, total 115 cars. Team track driveways (scaled from map) : Paved ( 1 ) 1 ,320 28 (1) 1,145 28 Unpaved (None ) Trucks : 50 — Two-wheel hand ; No Four-wheel hand. Cranes : 1 hand crane, 20-ton capacity. Cost of handling freight (no overhead), $1.00 per ton. Width, Area, Feet. Sq. Ft. 50 32,600 24 19,680 16 1,344 6 2,166 10 7,000 45 2,250 270 FREIGHT HOUSE DATA St. Louis Connecting Total 1. c. 1. freight, 1919: Proper. Lines. (a) Inbound 19,802 40,324 (b) Outbound 36,992 46,087 St. Louis proper 1. c. 1. freight: 1915 1919 (a) Inbound 185,626 (b) Outbound _ 177,512 1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: Per square foot of freight house — Inbound 1.27 tons (per year) Outbound 1.50 tons (per year) Per lineal foot of house tracks 32.15 tons (per year) Total Tons 60,126 83,079 1920 Wabash Railway. St. Louis House: Freight House: Length, Feet. (a) Inbound 845 541 293 (b) Outbound 857 Platforms : (a) Adjacent to house (track side only) : Inbound house — covered 834 Outbound house — covered 820 (b) Island— uncovered (1) 800 Uncovered (2) , each 400 (c) Others, auto platform — uncovered 320 Door Openings : (a) Track side 1,992 (b) Team side 1,992 House tracks, 8 tracks, total, 164 cars. Team tracks — None. Team track driveways (scaled from map) : Paved — None. Unpaved — None. Trucks : 125 — Two-wheel hand ; 24 — Four-wheel hand. Cranes : 1 hand crane, 20-ton capacity. Cost of handling freight (no overhead), $1.00 per ton. St. Louis Total 1. c. 1. freight, 1919: Proper. (a) Inbound _ 165,824 (b) Outbound - 140.520 St. Louis proper 1. c. 1. freight: 1915 (a) Inbound - - (b) Outbound - 1920 — Total tons handled on basis of business during week Oct. 18-23, Per square foot of freight house — Inbound _ 1.62 tons Outbound 2.67 tons Per lineal foot of house tracks. 36.77 tons Width, Area, Feet. Sq. Ft. 413^ 35,067 67 36,247 67 19,631 32 27,424 8 6,672 24 19,680 6 4,800 6 2,400 10 3,200 Connecting Lines. 50,892 66,673 1919 165,824 140,520 1920: (per year) (per year) (per year) Total Tons 216,716 207,193 1920 APPENDIX "E"— PRESENT METHOD OF CARLOA D INTERC HANGE Distribution of Carload Freight — October, 1 920 Baltimore & Ohio Railroad, October, 1920. Total carloads inbound and outbound 10,179 Inbound. Loaded beyond switching district 4,841 Loaded within switching- district for other roads - 546 A. & S. L. T. Direct L. T. Total. 90 678 43 40 1 13 22 188 1 29 1 1 130 10 1 171 524 183 Total _ 5,387 For setting at B. & O. Freight House For local delivery on B. & O For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins Roads. L. T. L. T. L. T. A. & S C. & A C. & E. 1 1 C. B. & O.— East C. C. C. & St. L 2 C. P. & St. L 4 E. St. L. Jet I. C I. T. S L. & M L. & N M. P.— Dupo M. & O Penn St. L.-S. W St. L.-T. & E Southern T. R. R. A Wabash — East 17 12 324 Totals 90 Total for local delivery in East St. Louis.. Total for through movement St. Louis: C. B. & Q.— West 4 16 C. R. I. & P 5 146 L. & N. House 25 M. K. & T 23 150 M. P.— West 177 225 6 M. P.— South St. L.-S. F 47 255 20 8 10 T. R. R. A 423 Wabash— West 20 197 254 127 4 180 Totals 667 480 278 506 385 15 Total for local delivery in St. Louis Total for through movement Total delivered.. 43 525 1 183 2 4 171 40 1 3 17 212 30 1 136 13 21 778 326 4 679 342 34 394 45 2 181 736 2,507 34 151 25 173 408 254 330 747 209 2,331 549 1,029 1,478 1,330 1,001 5,387 271 272 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Baltimore & Ohio Railroad, October, 1920. Total carloads inbound and outbound .,,.... 10,179 Outbound. For movement beyond switching district. For delivery within switching district 4.528 264 4.792 Loaded at B. & O. Freight House- Loaded locally on B. & O Received from other roads: (L — Local, T — Through). East St. Louis: Roads. A. & S C. & A C. & E. I -.... C. B. & Q C. C. C. & St. L- C. P. & St. L E. St. L. & Sub E. St. L. Tct I. C L. & M L. & N M. P.— Dupo M. & O Penn St. L.-S. W St. L.-T. & E Southern T., St. L. & W T. R. R. A Wabash — East Terminal Merchants Wiggins A.&S. L. T. L. T. L. T. L. T. Direct L. T. Total. 36 168 15 13 18 3 1 17 46 393 554 71 3 31 1 44 1 16 32 15 9 380 81 750 31 17 Total for local delivery on B. & O.. Total for through movement St. Louis : C. B. & O— West C. R. I. & P Manufacturers M. K. & T M. P.— West 57 380 M. P.— South St. L.-S. F _ 170 T. R. R. A 95 Wabash— West , 5 50 313 72 105 18 30 4 120 35 55 Totals 57 650 10 540 Total for local delivery on B. & O Total for through movement on B. & O 4 258 3 432 3 90 9 21 4 750 28 5 39 558 88 21 232 15 24 4 486 12 Totals 37 10 49 582 42 750 3 53 62 1,236 2.824 18 50 30 313 437 124 170 207 170 1,519 439 10 193 2,631 71 1,448 Total received 4.792 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 273 Chicago & Alton Railroad, October, 1920. Total carloads, inbound and outbound _ 1 1 ,408 Inbound. Loaded beyond switching district 5,365 Loaded bevond switching district for other roads * 81 Total 5,446 For setting at C. & A. Freight House For local delivery on C. & A __ For delivery to other roads: (L — Local, T — Through). East St. Louis: Roads. Terminal Merchants Wiggins Direct L. T. L. T. L. T. L. T. Total 87 -East. B. & O C. B. & O.- C. & E. I C. C. C. & St. L C. P. & St. L E. St. L. & Sub 5 E. St. L. Tct I. C __ 1 I. T. S 1 L. &M L. & N M. P.— Dupo M. &0 Penn St. L. & O'F 1 St. L. S. W Southern 6 T. St. L. & W T. R. R. A __ 293 Wabash — East „ _ River 1 15 380 1 6 35 5 1 13 3 1 1 734 17 3 245 1 2 1 11 12 154 10 13 261 1 199 13 79 6 248 2 216 83 13 86 2 1 209 40 9 483 7 40 13 1 10 734 266 4 1 177 284 200 92 1 254 303 42 592 10 13 Totals _ 394 88 Total for local delivery in East St. Louis.. Total for through movement 217 7 114 1046 850 811 3527 460 1,575 1,952 St. Louis: C. B. & O.— West C. R. I. & P _ L. & N. Hse _ M. K, & T M. P.— West 105 44 M. P.— South St. L.-S. F.__ 69 80 St. L. S. W. House T. R. R. A 456 Wabash — West _ 160 22 152 236 22 8 5 92 149 152 149 14 852 16 Totals 630 124 169 88 440 Total for local delivery in St. Louis Total for through movement ■— 1459 1,239 220 Total delivered .-. 5,446 274 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago & Alton Railroad, October, 1920. Total carloads, inbound and outbound Outbound. For movement beyond switching district For delivery within switching district Total 11,408 5,880 82 5,962 Loaded at C. & A. Freight House- Loaded locally on C. & A 420 13 Received from other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins Roads. B. & O C. & E. I C. B. & Q.— East. C. C. C. & St. L C. P. & St. L E. St. L. & Sub. E. St. L. Jet I. C L. & M L. & N M. P.— Dupo M. & O Penn St. L. S. W St. L. T. & E Southern T. St. L. & W T. R. R. A Wabash — East L. L. L. T. Direct L. T. Total 30 2 92 1 3 "96 ... 1007 .... 344 1 85 .... 172 7 189 1 38 1 1 524 525 6 9 9 2 55 58 4 30 .... 619 619 96 2 .... 300 300 1007 345 86 172 92 1 822 824 .... 92 93 237 1 Totals 1 7 319 3 1746 4 2421 4506 Total for local delivery on C. & A „. Total for through movement on C. & A... St. Louis: C. B. & Q.— West C. R. I. & P — Mfrs M. K. & T M. P.— West 11 M. P.— South St. L.-S. F : 53 T. R. R. A Wabash — West 3 15 4,491 99 351 57 4 15 75 160 40 15 65 25 50 40 15 15 75 110 65 404 242 57 Totals 67 511 250 195 1023 Total for local delivery on C. & A Total for through movement on C. & A. 67 956 Total received 5,962 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 275 Chicago, Burlington & Quincy Railroad (East), October, 1920. Total carloads inbound and outbound 12,740 Inbound. Loaded beyond switching district 6,878 Loaded within switching district for other roads 10 Total 6, For setting at C. B. & 0., East St. Louis Freight House 270 For local delivery on C. B. & Q From Hannibal Division to Paducah Division via Alton Bridge 691 From Paducah Division to Hannibal Division via Alton Bridge 1,587 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total A. & S 1 1 B. & 9 81 90 C. & A 9 9 C. & E. I - 13 13 C. C. C. & St. L 2 75 77 C. P. & St. L 5 5 E. St. L. & Sub 4 1 5 E. St. L. Jet 25 1292 1317 I. C 90 422 512 L. & N _ 24 5 215 244 M. & 28 197 225 M. P.— Dupo 4 2 5 117 128 Penn 7 6 90 103 St. L. & O'F 1 _ 1 St. L. SW 2 1 108 Ill St. L. T. & E : 3 3 Southern 1 16 7 30 267 321 T. St. L. & W 1 67 68 T. R. R. A 536 1 35 572 Wabash — East _ 5 5 River 2 2 9 81 9 75 5 1292 422 5 215 197 117 90 108 7 30 267 67 5 2 Totals 543 216 1 2 47 1020 1336 647 3812 Total for local delivery in East St. Louis 1,927 Total for through movement 1,885 St. Louis: C. B. & O.— West 16 16 M. K. & T.__ 5 5 M. P.— West 70 23 ^ 93 M. P.— South 20 m. 20 St. L.-S. F , 5 35 .". 40 T. R. R. A 93 138 85 316 Wabash— West 23 5 10 - 38 5 23 35 138 5 10 Totals 191 63 138 15 121 528 Total for local delivery in St. Louis - - 450 Total for through movement — ... 78 Total delivered _ 6,888 276 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago, Burlington & Quincy Railroad (East), October, 1920. Total carloads, inbound and outbound _ 12,740 Outbound. For movement beyond switching district 5,650 For delivery within switching district 202 Total 5,852 Loaded at C. B. & O. — East St. Louis Freight House Loaded locally on C. B. & Q From Hannibal Division to Paducah Division via Alton Bridgfe.. 86 691 From Paducah Division to Hannibal Division via Alton Bridge 1,587 For delivery to other roads: (L — Local, T — Through). East St. Louis: Roads. & s Terminal Merchants Wig gins Direct A L. T. 1 21 2 11 L. 4 83 22 T. 5 4 12 2 2 11 44 L. 9 4 1 4 3 T. 1 4 267 264 91 11 77 15 16 28 5 L. 2 10 T. 183 6 76 199 39 375 820 1 Total 5 183 7 4 76 10 4 199 331 16 377 269 174 11 79 11 849 20 105 5 B & o C & A C & E. I c. c. F C. C. & St. L P. & St. L St. L. & Sub K St. L. I'ct I. L C & M T, & N M & o M P.— Dupo nn. Pe St L. S. W St. T.. T. & tt..._. _ Southern T St. L. & W T R. R. A W abash — East Totals 35 Q &Q.. 9 224 109 80 21 779 12 1699 2735 Total for local Total for throu St. Louis: B. & Q.— West . K. Rr T. delivery on C. gh movement on B. & C. B. 142 .. 2,593 C 30 17 60 5 5 398 5 5 30 5 458 9 246 M. Mfrs M P.— South . L.-S. F R. R. A Totals St T 233 ) &Q... 47 60 413 753 Total for local delivery on C. E Total for through movement on Total received 1. &£ C. B. .... 60 .... 693 5,852 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 277 Chicago, Burlington & Quincy Railroad (West), October, 1920. Total carloads, inbound and outbound 10,569 Inbound. Loaded beyond switching district 4,897 Loaded within switching district for other roads 308 Total 5,205 For setting at C. B. & 0. Freight House and Team Tracks 1,097 For local delivery on C. B. & Q 341 For delivery to other roads: (L — Local, T — Through). St. Louis : Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total C. R. I. & P 3 22 25 I. T. S 5 26 2 1 35 L. & N. House 18 18 Mfrs 130 130 M. K. & T 10 4 1 30 45 M. P.— West 90 1 91 M. P.— South 377 107 484 St. L.-S. F 44 194 238 River 5 5 T. R. R. A 832 263 1095 Wabash— West 101 2 74 20 197 Totals 1103 249 772 113 75 50 2362 Total for local delivery in St. Louis 1,950 Total for through movement 412 East St. Louis : B. & O _.. 18 18 C. & A 40 40 C. B. & O.— East 5 5 C. C. C. & St. L 30 30 I. C 15 410 425 L. & N 24 20 44 M. & O. — 16 173 189 M. P.— Dupo 210 210 Penn 30 45 75 St. L. SW _ 5 24 43 72 Southern 19 5 10 95 129 T. R. R. A 95 73 168 Totals 174 29 113 1089 1405 Total for local delivery in East St. Louis _ _ 287 Total for through movement _ _ „ 1,118 Total delivered 5,205 278 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago, Burlington & Quincy Railroad (West), October, 1920. Total carloads, inbound and outbound 10,569 Outbound. For movement beyond switching district 4,439 For delivery within switching district _ _ 925 Total 5,364 Loaded at C. B. & 0. Freight House and Team Tracks 1,458 Loaded locally on C. B. & Q 798 Received from otber roads: (L — Local, T — Through). St. Louis: Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total C. R. I. & P 7l 27 38 Mfrs 2 58 60 M. K. & T 2 6 18 26 M. P.— West 44 7 51 M. P.— South 253 309 562 St. L.-S. F 112 356 468 T. R. R. A 10 79 23 129 52 113 406 Wabash— West 2 6 103 6 117 2 58 2 6 44 7 253 309 112 356 23 129 52 113 2 6 103 Totals 10 79 196 583 305 422 109 24 1728 Total for local delivery on C. B. & Q 620 Total for through movement on C. B. & Q __ 1,108 East St. Louis: B. & O , 4 16 4 10 34 C. & A 22 22 C. & E. I l 30 : _.. 30 C. B. & Q.— East 16 16 C. C. C. & St. L 25 25 I. C 34 138 172 L. & M „ 20 20 L. & N.__ 10 10 M. & 240 240 M. P.— Dupo 15 225 240 Penn 14 15 55 84 St. L. S. W 16 120 136 St. L.T. &E :- 125 125 Southern 65 28 93 T. R. R. A 60 5 8 73 Wabash— East 60 : :..... 60 Totals 34 251 271 824 1380 Total for local delivery on C. B. & Q 305 Total for through movement __ 1,075 Total received — _ 5,364 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 279 Cleveland, Cincinnati, Chicago & St. Louis Railway, October, 1920. Total carloads, inbound and outbound 10,897 Inbound. Loaded beyond switching district 5,773 Loaded within switching district for other roads Ill Total 5,884 For setting at C. C. C. & St. Louis Freight House 2,034 For local delivery on C. C. C. & St. L - C For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total A. & S 14 4 2 20 B. & 1 7 8 C. & A 1 2 55 58 C. & E. I - 1 1 C. B. & Q.— East — 76 76 C. P. & St. L 1 1 E. St. L. & Sub 3 1 1 5 E. St. L. let 76 76 I. C 3 47 50 I.T.S 1 1 L. & N 18 16 34 M. P. — Dupo 6 5 65 192 268 M. & O. 1 29 30 Penn 2 4 3 9 S. L. & O'F 1 1 St. L. S. W __ ; . 2 141 143 St. L. T. & E 1 3 4 Southern 19 9 28 T. St. L. & W 1 1 T. R. R, A 86 260 94 1 441 Wabash— East 1 2 3 River 1 1 Totals 112 16 265 1 166 378 118 203 1259 Total for local delivery in East St. Louis — _ 661 Total for through movement 598 St. Louis: C. B. & O.— West 25 25 C. R. I. & P 150 150 M. K. & T 180 170 350 M. P.— West 162 419 581 M. P.— South 122 122 St. L.-S. F 110 180 290 T. R. R. A 610 121 201 932 Wabash— West 126 15 141 Totals 882 599 301 320 474 15 2591 Total for local delivery in St. Louis -- 1,657 Total for through movement 934 Total delivered - 5,884 280 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Cleveland, Cincinnati, Chicago & St. Louis Railway, October, 1920. Total carloads, inbound and outbound 10,897 Outbound. Fore movement beyond switching district For delivery within switching district .., 4,909 ... 104 Total 5,013 Loaded at C. C. C. & St. Louis Freight House _ 560 Loaded locally on C. C. C. & St. L , Received from other roads: (L — Local, T — Through). East St. Louis: Roads. B. & O - C. & A C. & E. I..: C. B. & 0.— East. C. P. & St. L E. St. Louis Jet I. C L. & M L. & N M P.— Dupo M. & O Penn St. L.-S. W St. L.-T. & E T. St. L. & W T. R. R. A Wabash — East Terminal Merchants Wiggins L. T. L. T. L. T. 1 Direct L. T. Total 1 62 331 5 2 20 1 626 2 116 261 1 59 13 Total for local delivery on C. C. C. & St. L Total for through movement on C. C. C. & St. L.. 13 75 2 13 2 71 5 415 415 28 1 6 7 627 118 2 261 3 1 455 13 64 335 7 1103 2 509 2030 74 1,956 St. Louis: C. B. & O.— West C. R. I. & P Mfrs M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West 665 457 85 25 20 ... 30 170 ... 95 272 6 44 245 ... 35 180 ... 90 4 1232 20 867 6 294 Total for local delivery on C. C. C. & St. L Total for through movement on C. C. C. & St. L- 30 170 95 272 665 50 461 385 295 2423 30 2,393 Total received ... 5,013 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 281 Chicago & Eastern Illinois Railroad, October, 1920. Total carloads, inbound and outbound 5,762 Inbound. Loaded beyond switching district 2,667 Loaded within switching district for other roads Total _ __ ... 2,667 For setting at C. & E. I. Freight House For local delivery on C. & E. I - 470 For delivery to other roads: (L — Local, T — Through). East St. Iouis: Roads. B. & O C. & A C. B. & Q.— East C. C. C. & St. L C. P. & St. L E. St. L. & Sub E. St. L. Jet I. T. S L. & N M. P.— Dupo M. & O St. L. S. W St. L.-O'F Southern T. R. R. A - Totals Terminal Merchants Wiggins Direct L. T. L. T. L. T. L. T. Total 2 2 8 36 1 S 1 12 150 21 1 48 4 39 1 1 2 3 6 4 2 2 2 8 57 2 56 4 39 2 13 153 1 1 221 130 353 Total for local delivery in East St. Louis.. Total for through movement 222 131 St. Louis: C. B. & 0.— West. C. R. I. & P L. & N. House M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West 30 25 30 85 34 120 534 15 15 iT 15 30 25 30 85 _ 154 15 276 650 941 534 30 Totals 613 290 15 276 650 1844 Total for local delivery in St. Louis.. Total for through movement 940 904 Total delivered 2,667 282 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago & Eastern Illinois Railroad, October, 1920. Total carloads, inbound and outbound 5 ,762 Outbound. For movement beyond switching districts 3,095 For delivery within switching districts Total 3,095 Loaded at C. & E. I. Freight House Loaded locally on C. & E. I Received from other roads: (L — Local, T — Through). 215 East St. Louis: Roads. C. & A C. B. & Q.— East. C. C. C. & St. L E. St. L. Jet I. C L. & N M. P.— Dupo M. & O Penn St. L.-S. W _.... St. L.-T. & E Southern T. R. R. A Terminal Merchants Wiggins Direct L. T. L. T. L. T. L. T. Total 35 13 1 22 Totals 80 Total for local delivery on C. & E. I Total for through movement on C. & E. I... St. Louis: C. R. I. & P Mfrs M. K. & T M. P.— West 128 M. P.— South St. L.-S. F T. R. R. A 48 Wabash — West Totals 176 Total for local delivery on C. & E. I Total for through movement on C. & E. I. Total received — _. 15 1 22 347 51 4 318 4 27 64 859 100 150 46 42 338 11 11 30 60 50 41 13 1 15 1 22 347 73 4 319 4 27 83 950 100 30 150 128 60 1276 1276 144 42 140 1276 1930 950 1,930 3,095 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 283 Chicago, Peoria & St. Louis Railroad, October, 1920. Total carloads, inbound and outbound 3,815 Inbound. Loaded beyond switching district 1,581 Loaded within switching district for other roads Total 1,581 For setting at C. P. & St. L. Freight House. For local delivery on C. P. & St. L 128 For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct L. T. L. T. L. T. Total Roads. A. & S B. & O C. & A C. B. & O.— East. C. C. C. & St. L E. St. L. let I. C I. T. S L. & M L. & N M. P.— Dupo M. & O Penn St. L.-S. W Southern T. St. L. & W T. R. R. A L. T. L. T. 62 13 1 9 62 79 20 62 44 17 45 90 86 133 90 21 4 10 5 86 79 1 6 6 21 62 44 17 45 60 193 7 7 124 Total 62 1 86 284 90 219 71 815 Total for local delivery in East St. Louis.. Total for through movement St. Louis: C. R. I. & P M. K. & T M. P.— West 15 St. L.-S. F 81 T. R. R. A 141 Wabash — West 3 53 61 117 14 42 1 110 14 42 68 143 141 230 Totals 240 114 117 57 110 638 457 358 Total for local delivery in St. Louis 467 Total for through movement 171 Total delivery 1,581 284 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago, Peoria & St. Louis Railroad, October, 1920. Total carloads inbound and outbound 3,81 5 Outbound. For movement beyond switching district 2,176 For delivery within switching district 58 Total 2,234 Loaded at C. P. & St. L. freight house 206 Loaded locally on C. P. & St. L 72 Received from other roads: (L. — Local, T — .Through) : East St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total B. & O ■. 4 4 C. & A 1 1 C. & E. 1 2 2 C. B. & 0.— East 5 5 C. C. C. & St. L 1 1 E. St. L. & Sub 5 1 1 7 E. St. L. Tct 31 31 I. C 41 41 L. & M 41 41 L. & N 93 93 M. P.— Dupo 6 507 3 516 M. & 204 6 210 Penn 1 29 30 St. L.-S. W 1 1 169 171 Sou 1 1 230 232 T. St. L. & W - _.. 4 4 T. R. R. A 5 1 63 1 5 75 Wab.— East 2 6 8 Totals 6 ~~ 6 67 10 1,067 :. 9 42 265 1,472 Total for local delivery on C. P. & St. L 58 Total for through movement on C. P. & St.L 1,414 St. Louis: Mfrs 45 45 M. K. & T 30 _.. 30 M. P.— West 58 58 M. P.— South 40 40 St. L.-S. F 171 171 T. R. R. A 33 62 20 115 Wab.— West 25 25 Totals 262 117 105 484 Total for local delivery on C. P. & St. L Total for through movement on C. P. & St. L 484 Total received 2,234 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 285 Chicago, Rock Island & Pacific Railway, October, 1920. Total carloads, inbound and outbound 5,400 Inbound. Eoaded beyond switching district 2,627 Loaded within switching district for other roads 92 Total _ 2,719 For setting at C. R. I. & P. freight house 154 For local delivery on C. R. I. & P For delivery to other roads: (L — Local, T — Through). East St. Louis: Roads. Terminal L. T. Merc L. hants T. Wiggins A. & S. L. T. L. T. Direct L. T. Total C. B. & O.— West .... 11 2 2 55 36 388 17 27 4 1 6 20 2 45 49 1 151 38 4 2 45 3 61 50 56 388 170 I. T. S L. & N. House Mfgrs M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West Totals St. L« ent 511 3U1S 60 94 1 151 817 Total for local deli igh very in movem 756 Total for throt 61 East St. Louis B. & O 205 50 35 280 10 50 15 100 170 85 55 303 245 50 85 10 - - 50 15 100 170 205 85 55 303 295 85 85 280 20 C. & A C. & E. I C. C. C. & St. L E. St. L. Tct I. C L. & N._ M. & O Penn Southern T. St. L. & W. T. R. R. A Wabash — East del erer Totals Total for local Total for throu ivery in moveme 1 East nt 580 1168 St. Louis < 1748 580 .. 1,168 i Total deliv .. 2.719 286 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Chicago, Rock Island & Pacific Railway, October, 1920. Total carloads, inbound and outbound _ 5,400 Outbound. For movement beyond switching- district. For delivery within switching district 2,512 169 Total 2,681 Loaded at C. R. I. & P. Freight House Loaded locally on C. R. I. & P Received from other roads: (L — Local, T — Through). St. Louis: Roads. C. B. & Q.— West. Mfgrs M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash— West Terminal Merchants Wiggins A. & S. L. T. L. T. L. T. L. T. Direct L. T. Total 38 ??, 1 16 ?, 39 6 42 60 2 8 6 Totals 38 11 171 3 30 Total for local delivery on C. R. I. & P Total for through movement on C. R. I. & P. C. C. C. E. East St. Louis: B. & O C. & A & E. I C. C. & Ct. L P. & St. L , St. L. & Sub E. St. L. Tct i. c : L. & M L. & N M. & O Penn St. L. & O'F St. L.-S. W St. L. T. & E Southern T. St. L. & W T. R. R. A Wabash — East 5 146 21 5 15 45 15 35 150 14 230 32 74 15 205 20 109 275 15 295 55 30 25 Totals 115 1725 Total for local delivery on C. R. I. & P Total for through movement on C. R. I. P. 30 30 25 17 3 42 6 43 112 44 7 292 151 8 35 150 14 239 32 74 15 205 20 130 275 5 30 340 70 35 25 1853 536 46 246 123 1,730 Total received 2,681 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 287 East St. Louis & Suburban Railway, October, 1920. Total carloads, inbound and outbound 2,889 Inbound. Loaded beyond switching district - 2,750 Loaded within switching: district for other roads - _ 74 Total 2,824 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total A. & S 17 17 B. & O __ 3 1 4 C. & A 30 30 C. B. & O.— East 4 4 C. P. & St. L 5 1 1 7 I. C 3 2 5 I. T. S 13 13 L. & N 1 1 M. P.— Dupo 60 40 100 M. & 1 9 10 Penn _ 30 12 42 St. L.-S. W 4 14 18 Southern 5 6 52 63 T. St. L. & W 1 1 T. R. R. A 325 41 366 Wabash — East 22 22 E. St. L. Jet 6 1 7 Totals 447 93 48 38 32 52 710 Total for local delivery in E. St. Louis 527 Total for through movement 183 St. Louis: C. R. I. & P 9 230 239 Mfgrs 25 25 M, K. & T 15 185 200 M. P.— West 155 10 165 M. P.— South 60 60 St. L.-S. F 270 260 _ 530 T. R. R. A 555 555 Wabash— West 330 10 340 Totals 1334 695 85 _ 2114 Total for local delivery in St. Louis - - 1,419 Total for through movement 695 Total delivered 2,824 No tabulation made of outbound carloads on account of small number. Outbound move- ment consists almost entirely of empty coal cars. 288 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Illinois Central Railroad, October, 1920. Total carloads, inbound and outbound Inbound. Loaded beyond switching district- Loaded within switching: district for other roads 23.639 10,759 19 Total 10,778 For setting at I. C. Freight House From South line to North line From North line to South line 1,236 2,532 693 For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Roads. L. T. L. T. L. T. L. T. Direct L. T. Total A. & S B. & 1 C. & A C. & E. I C. B. & O.— East C. C. C. & St. L C. P. & St. L E. St. L. & Sub E. St. L. Jet 1 L. & M L. & N M. & O M. P.— Dupo Penn St. L.- S. W St. L. T. & E Southern T. St. L. & W T. R. R. A Wabash — East River 21 5 2 22 1 415 1 2 1 2 1 3 1 9 6 10 29 1 18 96 267 20 41 28 15 20 34 1 1 31 101 10 203 1 701 ... 203 ... 28 ... 96 1 ... 292 ... 28 ... 41 3 ... 703 2 33 15 53 503 589 47 1 95 99 _.. 11 26 223 250 33 466 103 10 Totals Total for local delivery in East St. Louis.. Total for through movement 68 416 16 62 683 203 782 821 3053 1,465 1,588 St. Louis : C. B. & Q.— West C. R. I. & P L. & N. House Mfgrs M. K. & T M. P.— West 150 M. P.— South St. L.-S. F 65 T. R. R. A 584 Wabash— West 95 20 65 120 4 74 140 34 138 105 175 12 423 35 220 10 650 145 172 74 20 105 140 215 187 185 1227 939 Totals 894 189 478 224 1184 295 Total for local delivery in St. Louis Total for through movement 3264 2,556 708 Total delivered _ 10,778 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 289 Illinois Central Railroad, October, 1920. Total carloads, inbound and outbound 23,639 Outbound. For movement beyond switching district 12,766 For delivery within switching district 95 Total 12,861 Loaded at I. C. Freight House '. 2,159 Loaded locally on I. C From South line to North line 2,532 From North line to South line _ - — _ 693 Received from other roads: (L — Local, T — Through). East St. Louis : Terminal Merchant Wiggins A. & S L. T. L. T. L. T. L Roads. A. & S B. & O C. & A C. B. & Q.— East C. C. C. & St. L... C. P. & St. L - E. St. L. & Sub. E. St. L. Jet L. & N M. & O M. P.— Dupo Penn St. L.- S. W St. L.-T. & E Southern ... T. St. L. & W T. R. R. A Wabash — East T. Direct L. T. Total 17 90 3 40 245 422 1 4 15 2 1 79 216 2 22 8 27 214 1 2 108 145 7 13 10 47 7 40 266 512 50 79 575 575 81 82 1 232 1174 1176 34 979 979 15 45 45 11 358 145 Totals 3 115 28 233 7 1281 38 4 2902 4611 Total for local delivery on I. C Total for through movement on I. C. 42 4,569 St. Louis: C. B. & O.— West 15 C. R. I. & P 85 Mfgrs M. K. & T 174 M. P.— West 30 380 M. P.— South St. L.-S. F 282 T. R. R. A 275 285 Wabash— West 30 5 320 410 "62 3 125 275 110 425 85 62 174 410 128 282 835 465 Totals 30 976 20 864 Total for local delivery on I. C Total for throusrh movement on I. C 3 982 2866 53 2,813 Total received 12,861 290 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Illinois Traction System, October, 1920. Total carloads, inbound and outbound 1 ,456 Inbound. Loaded beyond switching district 379 Loaded within switching district for other roads 7 Total - - 486 For setting at I. T. S. Freight House and Team Tracks 172 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total C. & A 4 4 I. C 3 3 E. St. L. Jet 5 , 5 L. & M 1 1 L. & N 4 4 M. P.— Dupo 2 2 M. & 16 16 Penn 1 1 Southern 8 8 T. R. R. A 67 67 Totals 73 30 8 Ill Total for local delivery in East St. Louis _ 81 Total for through movement - 30 St. Louis : C. B. & Q.— West 6 6 C. R. I. & P — 1 1 Alfgrs : 1 1 M. K. & T 1 1 M. P.— West 17 46 63 M. P.— South 15 3 18 St. L.-S. F 25 3 28 T. R. R. A 64 64 Wabash— West 20 1 21 Totals : 132 52 16 3 203 Total for local delivery in St. Louis 148 Total for through movement 55 Total delivered __ 486 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Illinois Traction System, October, 1920. Total carloads, inbound and outbound ... 1,456 291 Outbound. For movement beyond switching district 844 For delivery within switching district 126 Total - 970 Loaded at I. T. S. Freight House and Team Tracks 438 Received rom other roads: (L. — Local, T. — Through East St. Louis : Roads. Terminal Merchants Wiggins Direct L. T. L. T. L. T. L. T. Total B. & O 1 36 13 45 1 2 1 1 1 1 3 21 1 1 2 20 29 1 2 1 5 — — - 1 4 57 1 1 13 2 65 30 3 2 2 24 25 6 r C. & A _ C. &. E. I C. C, C. & St. L C. P. & St. L E. St. L. & Sub L. & N M. P.— Dupo M. & O Penn St. L.-S. W St. L.-T. & E Southern T. R. R. A - Totals 101 87 24 212 Total for local deli" irery mo-\ on I. T. •ement i S 3n 101 Total for through I. T. S- 8 6 111 St. Louis: C. B. & Q.— West . . 5 2 6 26 4 17 113 26 2 1 2 1 6 39 50 34 4 6 17 48 127 84 C. R. I. &P MfgTS. M. P.— West 6 M. P.— South St. L.-S. F T. R. R. A Totals . 6 14 13 186 5 96 320 Total for local delh r&ry on I. T. S. movement on 24 Total for through I. T. s. 296 Total received 970 292 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Litchfield & Madison Railroad, October, 1920. Total carloads, inbound and outbound _ 2,548 Inbound. Loaded beyond switching district 2,325 Loaded within switching district for other roads , 9 Total 2,334 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wigreins A. & S. Roads. L. T. L. T. L. T. L. T. Direct L T. Total A. & S 305 305 b. & o :.: ::: 5 5 c. & A 2 2 C. B. & O.— East 4 12 16 C. C. C. & St. L 1 C. P. & St. L ... 41 ... 41 L. & N 1 1 M. P.— Dupo 24 14 38 Penn 2 4 6 Southern 7 7 T. R. R. A 115 115 Wabash — East 2 2 Totals 145 48 ouis... 305 ... 41 ... 539 Total for local delivery in East St. L .. 491 Total for* through movement: 48 St. Louis : C. B. & Q:— West 20 20 C. R. I. & P 15 15 M. P.— West 280 130 410 M. P.— South 190 190 St. L.-S. F 25 5 30 T. R. R. A 610 610 Wabash— West 500 20 520 Totals 1415 190 190 1795 Total for local delivery in St. Louis .. 1,605 Total for through movement .. 190 Total delivered a 2.334 No tabulation made of outbound carloads on account of small number. Outbound move- ment consists almost entirely of empty coal cars. DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 293 Louisville & Nashville Railroad, October, 1920. Total carloads, inbound and outbound 8,317 Inbound. Loaded beyond switching district Loaded within switching- district for other roads Total 4,598 58 4,656 For setting at L. & N. — East St. Louis Freight House.. For local delivery on L. & N 265 8 For delivery to other roads: (L — Local, T — Through). East St. Louis: R oacis. Terminal Merchants Wig-grins L. T. A. & S B. & O C. & A C. & E. I C. B. & Q.— East C. C. C. & St. L C. P. & St. L E. St. L. Jet 122 I. C I. T. S L. & M M. & O M. P.— Dupo Penn St. L.-S. W Southern 1 T. St. L. & W T. R. R. A 11 Wabash — East L. L. T. A. & S. L. T. Direct L. T. Total 81 12 93 270 491 9 2 55 14 84 24 31 2 1 252 1 57 81 24 8 39 300 300 12 375 377 6 7 93 374 82 2 1 3 762 9 57 61 14 108 85 Totals 134 81 15 281 749 24 1 344 773 2410 Total for local devilery in East St. Louis. Total for through movement 864 1,546 St. Louis: C. B. & 0.— West C. R. I. & P L. & N.— House M. K. & T M. P.— West 100 M. P.— South St. L.-S. F 35 T. R. R. A 88 Wabash — West 175 225 181 155 205 102 15 10 320 255 12 95 10 205 181 102 275 320 260 498 122 Totals 223 400 336 322 597 95 Total for local delivery in St. Louis Total for through movement 1973 1.156 817 Total delivered 4,656 294 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Louisville & Nashville Railroad, October, 1920. Total carloads, inbound and outbound 8,317 Outbound. For movement beyond switching- district 3,284 For delivery within switching district , 377 Total 3,661 Loaded at L. & N. — East St. Louis Freight House 538 Loaded locally on L. & N 37 Received from other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total A. & S 1 1 B. &. 20 17 37 C. & A 11 5 12 154 182 C. & E. 1 31 1 32 C. B. & 0.— East 24 5 215 244 C. C. C. & St. L 18 16 34 C. P. & St. L 1 20 21 E. St. L. & Sub 1 1 E. St. L. Tct 650 650 I. C 1 20 3 28 52 L. & M 1 1 M. & 2 6 16 24 M. P.— Dupo 1 138 139 Penn __ 15 3 21 39 St. L. S. W 1 23 24 S. L. T. & E 5 _ 5 Southern 8 8 T. St. L. & W 27 2 2 4 35 T. R. R. A 2 13 7 104 6 30 162 Wabash— East 1 1 47 49 Totals 2 50 134 112 19 313 2 21 35 1052 1740 Total for local delivery on L. & N - 192 Total for through movement on L.& N 1,548 St. Louis: C B. & O.— West 42 20 62 C. R. I.~& P 2 55 57 L. & N — House 208 208 Mfgrs 30 30 M. K. & T 70 70 M. P.— West 75 185 7 267 M. P.— South 8 62 70 St. L.-S. F 44 58 102 T. R. R. A 95 96 30 221 Wabash— West 7 175 77 259 Totals 119 338 58 604 8 219 1346 Total for local delivery on L. & N 185 Total for through movement on L. & N 1,161 Total received - 3,661 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBKR. 1920 Manufacturers' Railway, October, 1920. Total carloads, inbound and outbound 2,477 295 Inbound. Received from other roads: (L — Local, T — Through). St. Louis : Roads. Terminal L. T. Merchants L. T. Wiggins L. T. Direct L. T. Total C. B. & Q.— West... 45 45 2 8 130 3 5 82 55 130 45 45 2 58 15 82 C. R. I. & P M. K. & T M. P.— West M. P.— South T. R. R. A Wabash — West 2 Totals 2 100 220 55 377 Total for local delivery 377 East St. Louis : C. P. & St. L E. St. L. & Sub. I. C M. P.— Dupo 25 5 210 60 10 60 105 90 50 90 120 23 60 60 25 105 95 50 210 90 60 120 23 10 60 M. & O S. L. & O'F St. L.-S. W St. L.-T. & E Southern T. St. L. & W. T. R. R. A Wabash — East Totals 310 598 908 Total for local delivery _* 908 ved Total recer 1,285 296 DISTRIBUTION OF CAREOAD FREIGHT— OCTOBER, 1920 Manufacturers' Railway, October, 1920. Total carloads, inbound and outbound , 2,477 Outbound. Loaded on Mfgrs for other roads Loaded on Mfgrs. for industries on Mfgrs. Total Loaded on Mfgrs. and delivered to industries Mfgrs. For delivery to other roads: (L — Local, T — Through). St. Louis : 1,068 124 1,192 124 Roads. Terminal Merchants Wiggins Direct L. T. L. T. L. T. L. T. Total C. B. & 0.— West C. R. T. & P 2 2 1 55 2 1 41 5 58 16 6 24 2 78 112 60 17 6 24 115 2 57 41 83 I. T. S M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West Totals 4 56 49 184 112 405 Total for local del ivery move in St. Louis 53 Total for througfh jment 352 East St. Louis: B. & O C. & A C. & E. I C. B. & O.— East 45 30 15 30 5 45 95 62 30 74 43 50 34 25 20 60 30 15 30 5 45 95 62 30 74 43 50 34 25 20 45 60 C. C. C. & St. L C. P. & St. L I. C L. & N M. P.— Dupo M. & O Penna. St. L.-S. W Southern T. St. L. & W. T. R. R. A Wabash — East Totals 45 618 663 Total for local del ivery move ed in East St. Louis .... 45 Total for through ■ment .... 618 Total deliver> ... 1.192 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 297 Missouri, Kansas & Texas Railway, October, 1920. Total carloads, inbound and outbound 8,544 Inbound. Loaded beyond switching district 3,465 Loaded within switching district for other roads 62 Total 3,527 For setting at ,M. K. & T. freight house 243 For local delivery on M. K. & T For delivery to other roads: (L — Local, T — Through). St. Louis: Roads. t Terminal L. T. Merc' L. hants T. Wiggins L. T. Direct L. T. Total C. B. & 0.— West C. R. I. & P 2 1 32 3 213 23 2 1 3 10 6 45 36 2 6 18 26 3 45 33 36 6 215 33 6 Mfgrs M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West River Totals lis 274 22 83 6 18 403 Total for local de livery movei in St. nent Lot .... 363 Total for through East St. Louis: B. & C. & A .... 40 398 90 14 80 403 75 30 150 272 30 174 70 10 440 30 555 150 403 75 30 150 272 30 398 174 90 70 10 440 44 555 80 150 C. B. & 0.— East C. & E. I C. C. C. & St. L C. P. & St. L E. St. L. Jet I. C L. & M L. & N M. & O Penn Southern T. St. L. & W T. R. R. A Wabash — East Totals Louis 582 2,299 2,881 Total for local del ivery in Eas i movement t St. .... 582 Total for through .... 2,299 Total delivered 3,527 298 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Missouri, Kansas & Texas Railway, October, 1920. Total carloads, inbound and outbound 8,544 Outbound. For movement beyond switching district. For delivery within switching district 4,439 578 Total 5,017 Loaded at M. K. & T. freight house.. Loaded locally on M. K. & T Received from other roads: (] St. Louis: Roads. C. B. & O.— West C. R. I. & P Mfgrs M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West Totals .ocal, T — Through). Terminal Merchants Wiggins L. T. L. T. L. T. Direct L. T. Total Total for local delivery on M. K. & T Total for through movement on M. K. & T. 10 2 11 1 ... 24 34 ... 37 23 177 1 12 29 1 33 268 1 73 30 45 3 24 45 37 23 197 32 1 30 406 1,073 35 371 East St. Louis: B. & O C. & A C. & E. I C. B. & Q.— East C. C. C. & St. L C. P. & St. L E. St. L. & Sub E. St. L. Jet I. C L. & N M. & O M. P.— Dupo Penn St. L. T. & E Southern T. St. L. & W T. R. R. A Wabash — East Totals 180 "l5 146 15 115 65 150 88 85 5 170 42 185 22 140 102 10 10 393 610 45 208 145 580 .... 543 2990 Total for local delivery on M. K. & T Total for through movement on M. K. & T... 153 92 85 5 350 42 200 22 140 102 10 10 539 610 45 223 265 645 3538 543 2,995 Total received 5,017 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 299 Missouri Pacific Railroad (East Side), October, 1920. Total Carloads, inbound and outbound 19,546 Inbound. Loaded beyond switching district _ 12,916 Loaded within switching district for other roads 488 Total 13,404 For setting at Mo. Pac. freight house and team tracks, via Ivory Ferry 1,152 For local delivery on Mo. Pac, via Ivory Ferry 456 For through movement on West Side, via Ivory Ferry 701 For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total A. & S 83 5 322 5 2 568 1 347 7 20 8 41 2 22 1 1 1573 3 1 6 2 1 70 554 1007 91 626 507 2 138 12 3 12 4 955 5 43 6 1 3 667 230 796 1174 10 955 558 1007 347 174 627 516 12 324 1176 25 8 139 10 725 4 22 277 815 638 1578 B. & C. & A C. & E. I C. B. & 0.— East C. C. C. & St. L C. P. & St. L E. St. L. & Sub E. St. L. let I. C I. T. S L. & M L. & N. M & O Penn St. L. & O'F. St. L. T. & E Southern T. St. L. & W T. R. R. A Wabash — East deli igh very move ivery move Totals Total for local in Eas' iment 1 985 2022 t St. Louis . 83 2956 1009 1697 1184 9937 2,077 Total for throv 7,860 St. Louis: C. B. & O.— West I. T. S Mfrs 40 5 44 25 120 48 To 88 35 15 90 115 10 15 448 50 463 40 95 10 132 115 60 130 113 M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West del igh ver< Totals Total for local in St. :ment 282 Louis 133 245 498 1158 ... 527 Total for throt ... 631 Total deli ... 13.404 300 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Missouri Pacific Railroad (East Side), October, 1920. Total carloads, inbound and outbound 19,546 Outbound. For movement beyond switching district 4,930 For delivery within switching- district 1,212 Total 6,142 Loaded at Mo. Pac. freight house and team tracks, via Ivory Ferry 1,178 Loaded locally on Mo. Pac, via Ivory Ferry 120 Received from Mo. Pac. West Side for through movement, via Ivory Ferry 1,563 Received from other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total A. & S 2 8 10 B. & 2 _... 22 188 212 C. & A 10 13 261 284 C. & E. 1 8 48 56 C. B. & 0.— East 4 2 5 117 128 C. C. C. & St. L 6 5 65 192 268 C. P. & St. L 62 62 E. St. L. & Sub 60 40 100 E. St. L. Jet 28 28 I. C 3 1 9 20 53 503 589 L. & M 24 14 38 L. & N _ 270 491 1 762 M. & 56 56 Penn 8 1 29 21 128 333 520 St. L. & O'F 65 65 St. L. T. & E 60 42 102 Southern 13 31 206 6 256 T. St. L. & W 2 7 193 202 T. R. R. A 1 9 205 287 13 106 621 Wabash— East 22 77 468 566 22 188 13 261 48 2 5 117 65 192 62 40 28 1 9 20 14 270 491 1 29 21 128 42 31 206 2 7 287 13 106 77 468 Totals 7 76 423 463 536 2130 137 541 109 503 4925 Total for local delivery on Mo. Pac 1,212 Total for through movement on Mo. Pac. 3.713 St. Louis : C. B. & Q.— West 210 210 Mfgrs 74 74 T. R. R. A 15 80 95 Wabash— West 10 10 Totals 15 80 294 389 Total for local delivery on Mo. Pac Total for through movement on Mo. Pac 389 8,175 Delivered to Mo. Pac. (West Side) for through movement- 2,033 Total received _ _ 6,142 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 301 Missouri Pacific Railroad (West Side), October, 1920. Total carloads, inbound and outbound 33,971 Inbound. Loaded beyond switching district 10,441 Loaded within switching district for other roads 2,514 Total 12,955 For setting at Mo. Pac. Freight Houses and Team Tracks 1,198 For local delivery on Mo. Pac _. ... 591 For through movement on East Side — via Ivory Ferry 236 For delivery to other roads: (L — Local, T — Through). St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. ' T. L. T. L. T. Total C. B. & O.— West 44 7 313 248 612 C. R. I. & P 3 39 6 48 I. T. S 17 1 39 57 L. & N.— House 7 7 Mfgrs 2 3 55 60 M. K. & T 11 34 37 82 St. L.-S. F 1 5 1 Ill 247 365 T. R. R. A 181 480 884 1545 Wabash— West 1 1 1 585 442 1030 River 10 10 7 313 39 17 1 34 5 884 Totals 181 549 102 1202 342 751 689 3816 Total for local delivery in St. Louis _ 2,683 Total for through movement 1,133 East St. Louis: A. & S 24 16 40 B. & 57 380 4 120 561 C. & A 11 99 65 175 C. & E. 1 128 60 188 C. B. & Q.— East 60 398 458 C. C. C. & St. L 665 6 44 715 C. P. & St. L 58 40 98 16 4 120 65 60 60 398 6 44 40 3 125 8 62 8 E. St. L. Tct 785 785 I. C 30 380 3 125 538 I. T. S 8 8 L. & M 13 65 78 L. & N 75 185 8 62 330 M. & 50 95 8 153 Penn 100 632 12 60 804 St. L. & O'F 8 8 16 St. L. S. W 4 40 44 St. L. T. & E 20 15 35 Southern 30 234 8 50 332 T. St. L. & W 35 615 120 770 T. R. R. A 156 165 321 Wabash— East 5 483 4 183 675 Totals 1371 4047 298 1398 7114 Total for local delivery in East St. Louis 1,669 Total for through movement 5,445 Total delivered 12,955 302 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Missouri Pacific Railroad (West Side), October, 1920. Total carloads, inbound and outbound 33,971 Outbound. For movement beyond switching district 13,668 For delivery within switching district _ 7,348 Total 21,016 Loaded at Mo. Pac. Freight House and Team Track 1,964 Loaded locally on Mo. Pac 196 Received from Mo. Pac. — East Side _ _ 2,734 Passing through district over Mo. Pac 4,550 Received from other roads: (L — Local, T — Through). St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total C. B. & Q._ West 91 3 376 105 575 C. R. I. & P 55 6 49 1 Ill Mfgrs 4 1 117 122 M. K. & T 33 35 68 St. L.-S. F 2 704 177 883 T. R. R. A 43 73 216 107 134 106 679 Wabash— West 1 1 269 168 439 Totals 43 73 397 151 564 214 973 462 2877 Total for local delivery on Mo. Pac 1,977 Total for through movement on Mo. Pac 900 East St. Louis: B. & 167 235 6 254 662 C. & A 105 44 152 301 C. & E. I 49 120 169 C. B. & Q.— East 70 23 20 113 C. C. C. & St. L :- 162 419 122 703 C. P. & St. L 15 53 14 82 E. St. L. & S 215 10 225 E. St. L. Tct 693 693 I. C 150 65 175 12 402 L. & M 280 130 190 600 L. & N 175 100 320 595 M. P.— Dupo 44 88 115 247 M. & O _ 62 6 51 8 127 Penn _ 323 337 284 944 St. L. & O'F 245 30 275 St. L. S. W 55 25 80 St. L. T. & E 165 35 60 200 Southern 150 153 5 308 T. St. L. & W 12 15 40 210 95 372 T. R. R. A 425 140 35 107 65 41 813 Wabash— East 220 244 260 724 Totals 2036 2527 1133 736 2202 61 8695 Total for local delivery on Mo. Pac: 5,361 Total for through movement on Mo. Pac 3,324 Total received 21,016 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 303 Mobile & Ohio Railroad, October, 1920. Total carloads, inbound and outbound 8,778 Inbound. Loaded beyond switching district 4,708 Loaded within switching district for other roads — 9 Total 4,717 For setting at M. & O. Freight House.. For local delivery on M. & O For delivery to other roads: (L — Local, T — Through). East St. Louis: Roads. Terminal Merchants Wiggins L. T. L. T. L. T. A. & S. Direct L. T. L. T. Total 388 A. & S 336 51 2 25 3 1 1 1 1 1 2 1 2 2 1 6 1 71 344 264 116 204 216 6 1 270 10 161 221 5 13 20 2 16 6 13 13 16 66 1 1 1 547 56 1 202 5 88 345 7i 269 118 210 1 547 30 232 16 24 57 350 30 1 6 203 163 424 223 B. & O C. & A. 1 C. & E. I C. B. & 0.— East C. C. C. & St. L C. P. & St. L 22 2 1 1 3 E. St. L. & Sub E. St. L. Jet I. T. S I. C L. & M L. & N M. P.— Dupo Penn. St. L. S. W St. L. & O'F. St. L. T. & E Southern 3 T. St. L. & W T. R. R. A _ Wabash — East deli fh m 82 Totals Total for local 83 32 very in East ovement 336 84 St. Louis.... 20 10 90 28 44 17 1884 40 133 603 203 3415 .. 1,079 Total for throuj . 2,336 St. Louis: C. B. & O.— West C. R. I. & P Mfgrs M. K. & T 50 51 20 65 240 8 80 240 20 50 10 68 59 40 210 317 M. P.— West 62 6 40 100 M. P.— South St. L.-S. F T. R. R. A Wabash — West deli ugh ;red Totals Total for local 162 46 \ r ery in St. Lc movement... 118 mis 74 186 328 914 466 Total for thro 448 - Total delivi ... 4.717 304 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Mobile & Ohio Railroad, October, 1920. Total carloads, inbound and outbound.. Outbound. For movement beyond switching- district For delivery within switching district _ 8778 3,977 84 Total 4,061 Loaded at M. & O. Freight House- Loaded locally on M. & O Received from other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins A. & S. Roads. L. T. L. T. L. T. L. T. Direct L. T. Total 738 R & o 28 1 7 2 4 4 9 51 1 1 1 1 1 4 29 196 200 29 44 9 15 3 82 1 36 77 2 .. 325 10 795 30 196 4 229 30 44 10 325 15 3 10 83 9 795 3 99 83 C. C. c. c. c. E. F & A & E. I B. & O.— East .. C. C. & St. L P. & St. L St. L. & Sub. St. L. Tct T C & N. L. M. P.— Dupo Perm. St . L.-T. & E So T. T. W uthern St. L. & AV R. R. A abash — East Totals 38 on M. & ;ment on 50 95 62 95 10 4 O 64 9 721 2 .. 1130 1968 Total for local del Total for through St. Louis: B. & 0.— West R. I. & P PTS ivery move 13 M. & O. 16 303 . 10 . 85 . 5 240 . 1,955 C. C. Mi 173 43 8 55 105 189 303 43 10 145 8 62 235 360 i M. M K. & T P.— West AT P.— South St L.-S. F T. W; R. R. A abash — West Totals Total for local delivery Total for through move Total received 50 262 on M. & :ment on 21 O. 638 384 1355 71 M. & O .... 1,284 .... 4.061 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 305 Pennsylvania Railroad, October, 1920. Total carloads, inbound and outbound 13,753 Inbound. Loaded beyond switching - district 5,984 Loaded within switching- district for other roads 869 Total 6,853 For setting at Penn. E. St. Louis Freight House 1,153 For local delivery on Penn _ 20 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins A. & S. Roads. A. & S B. & O C. & A C. B. & Q.— East C. C. C. & St. L. C. & E. I - C. P. & St. L E. St. L. Sub E. St. L. Tct I. C I. T. S L. & M L. & N M. & O M. P.— Dupo St. L. & O'F St. L. S. W Southern T. R.„R. A Wabash — East L. T. L. T. L. T. Direct L. T. Total 24 146 17 3 1 85 11 1 4 30 1 22 2 1 1 22 29 20 122 19 128 1 10 81 333 386 103 26 45 20 86 11 2 4 31 2 103 33 3 1 23 81 518 2 387 71 292 19 Totals 24 10 151 Total for local delivery in East St. Louis.. Total for through movement 7 171 213 129 810 129 45 1689 604 1,085 St. Louis : C. B. & Q.— West C. R. I. & P L. & N.— rise M. K. & T.: Mo. P 323 Penn. — Hse St. L.-S. F 180 St. L. S. W.— Hse T. R. R. A 338 Wabash— West 77 14 15 21 109 15 146 393 337 284 436 411 15 320 253 23 55 31 195 84 130 15 539 944 436 591 15 911 326 Totals 918 748 975 502 598 250 Total for local delivery in St. Louis...- Total for through movement _ _ 3991 2.491 1,500 Total delivered _ _ _ _ _ 6,853 306 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Pennsylvania Railroad, October, 1920. Total carloads, inbound and outbound _ 13,753 Outbound. For movement beyond switching- district 6,128 For delivery within switching district 772 Total 6,900 Loaded at Penn. E. St. Louis Freight House 487 Loaded locally on Penn _ 7 Received from other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct ■ Roads. L. T. L. T. L. T. L. T. .. L. T. Total A. & S B. & O C. & A C. B. & Q.— East C. C. C. & St. L.. C. P. & St. L E. St. L. & Sub. E. St. L. j'ct I. C L. & M L. & N M. & O M. P.— Dupo St. L. S. W Southern T. R. R. A T. St. L. & W Totals 30 T 2 1 41 4 105 6 4 91 180 1 79 90 3 17 12 34 9 270 12 4 162 1 13 66 5 667 17 324 127 5 1 184 103 9 17 42 636 636 47 6 9 350 725 _ 349 34 161 440 1 15 124 230 126 694 35 1062 127 670 3085 Total for local delivery on Penn Total for through delivery on Penn. St. Louis: C. B. & Q.— West C. R. I. & P 414 2,671 Mfgrs M. K. & T. Mo. Pac Penn. — Hse. St. L.-S. F. T. R. R. A. 50 100 632 82 470 120 30 245 440 12 206 59 275 45 50 60 75 Wabash— West 35 225 25 85 75 295 50 440 804 206 552 529 370 Totals 182 1257 109 1391 67 315 Total for local delivery on Penn __. Total for through delivery on Penn Total received...- '. _ 3321 358 2,963 6,900 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 307 St. Louis & O'Fallon Railroad, October, 1920. Total carloads, inbound and outbound 2,017 Inbound. Loaded beyond switching district _ 1,946 Loaded within switching: district for other roads Total _ 1,946 For delivery to other roads: (L — Local, T — Through). East St. Louis : Terminal Merchants Wiggins A. & S. Roads. L. T. L. T. L. T. L, T. A. & S M. P.— Dupo Southern T. R. R. A Totals Direct L. T. Total 65 21 Total for local delivery in East St. Louis. Total for through movement __.. 340 340 66 66 340 67 66 21 494 492 2 St. Louis: C. R. I. & P Mfgrs M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash — West Totals 275 175 30 95 287 225 85 210 70 782 390 280 275 210 205 70 95 287 310 1452 Total for local delivery in St. Louis.. Total for through movement Total delivered 1,062 390 1,946 No tabulation made of outbound carloads on account of small number. Outbound move- ment consists almost entirely of empty coal cars. 308 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 St. Louis-San Francisco Railway, October, 1920. Total carloads, inbound and outbound 1 7,374 Inbound. Loaded beyond switching district 8,841 Loaded within switching district for other roads _ 295 Total inbound _ 9,136 For setting at St. L.-S. F. Freight House 474 For local delivery on St. L.-S. F 65 For delivery to other roads: (L — Local, T — Through). St. Louis : Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. T. L. T. Total C. B. & Q._ West 112 358 470 C. R. I. & P 1 42 43 I. T. S 2 113 115 M. K. & T 23 23 M. P.— West 2 300 302 M. P.— South 404 177 581 T. R. R. A 102 637 739 Wabash— West 41 15 197 109 362 Totals : :.:. 102 795 551 901 286 2635 Total for local delivery in St. Louis - - 1,798 Total for through movement 837 East St. Louis: A. & S - 89 89 B. & 170 170 C. & A 53 351 404 C. B. & Q.— East 9 9 C. & E. I - 1276 1276 C. C. C. & St. L 4 457 461 C. P. & St. L 171 171 E. St. L. Tct 906 906 I. C 282 282 I. T. S 6 6 12 L. & N 44 58 102 M. & 62 : 62 Penn 82 470 552 St. L. & O'F 3 3 St. L. S. W 8 8 St. L.T. & W _ 19 .' 19 Southern 32 102 _ 134 T. St. L. & W 602 602 T. R. R. A 121 331 452 Wabash— East 12 236 248 Totals 1257 2997 426 6 1276 5962 Total for local delivery in East St. Louis.... — 1,683 Total for through movement _ 4,279 Total delivered _ _ _ 9,136 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 309 St. Louis-San Francisco Railway, October, 1920. Total carloads, inbound and outbound - - - - 17,374 Outbound. For movement beyond switching district 6,114 For delivery within switching district _ - 2,124 Total . < 8,238 Loaded at St. L.-S. F. Freight House 1,282 Loaded locally on St. L.-S. F - - 196 Received from other roads: (L — Local, T — Through). St. Louis : Terminal Merchants Wiggins Direct Roads. L. T. L. T. L. f. L. T. Total C. B. & O.— West 44 194 238 C. R. I. & P _ 37 19 56 Mfgrs 2 55 57 M. K. & T.._ 3 3 6 M. P.— West 1 5 52 61 119 M. P.— South 1 59 186 246 T. R. R. A 13 153 17 80 29 12 304 Wabash— West - 21 39 89 203 352 Totals 13 153 123 340 31 68 200 450 1378 Total for local delivery on St. L-S. F. _ 367 Total for through movement on St. L.-S. F 1,011 East St. Louis: B. & 47 255 20 3 5 330 • ■ C. & A 69 80 149 C. B. & Q.— East 5 35 40 C. & E. I _ 276 665 941 C. C. C. & St. L 110 180 290 C. P. & St. L 81 61 1 143 E. St. L. & Sub 270 260 530 E. St. L. Jet 94 94 I. C 65 120 185 L.&M 25 5 30 L. & N 35 225 260 M. P.— Dupo _ _ 25 35 60 M: & O 40 40 Penn 180 411 591 St. L. & O'F 95 95 St. L.-T. & E 258 146 404 Southern 56 424 480 T. St. L. & W 10 5 215 230 T. R. R. A 75 20 135 5 _ 235 Wabash— East 110 145 255 Totals 768 2150 713 800 10 276 665 5382 Total for local delivery on St. L.-S. F 1,757 Total for through movement on St. L.-S. F. 3,625 Total received _ _..._ _ 8,238 310 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 St. Louis Southwestern Railway, October, 1920. Total carloads, inbound and outbound _ : .'. Inbound. Loaded beyond switching district Loaded within switching district for other roads Total 8,164 4,538 4,538 For setting at St. L. S. W. Freight House.. For local delivery on St. L. S. W _. For delivery to other roads: (L — Local, T — Through). East St. Louis : Roads. Terminal Merchants Wiggins A. & S. L. T. L. T. L. T. L. T. Direct L. T. Total A. & S B. & O _ ___ C. & A _.. C. & E. I _ - C. B. & Q— Fast C. C. C. & St. L C. P. & St. L - E. St. L. Sub 1 E. St. L. Jet 1 I. C - I. T. S - L. & M L. & N Penn Southern T. St. L. & W T. R. R. A 8 Wabash — East 55 128 168 31 172 318 2 77 261 1 I 169 2 1 1 23 4 4 1 3 1 237 2 261 5 283 32 17 324 61 ...._.. 325 979 283 232 172 319 79 261 171 1 56 979 2 1 24 349 65 328 373 266 Totals 10 1 184 760 238 747 300 742 979 3961 120 Total for local delivery in E. St. Louis.. Total for through movement 732 3,229 St. Louis : C. B. & Q.— West. C. R. I. & P Mfgrs M. P.— West M. P.— South .... T. R. R. A Wabash — West Totals 16 5 "55 "85 25 186 Total for local delivery in St. Louis.. Total for through movement 90 25 120 36 136 5 90 55 25 85 61 115 156 457 301 156 Total received - 4,538 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 311 St. Louis Southwestern Railway, October, 1920. Total carloads, inbound and outbound ^ 8,164 Outbound. For movement beyond switching district 3,500 For delivery within switching district _ _ 126 Total _.... 3,626 Loaded at St. L. S. W. Freight House _ 818 Loaded locally on St. L. S. W Received from other roads: (L — Local, T- — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total B. & O 1 1 130 2 2 136 C. & A 6 -._ 248 254 C. & E. 1 39 39 C. B. & Q.— East 2 1 108 Ill C. C. C. & St. L 141 _ 144 C. P. & St. L 2 2 E. St. L. & Sub 4 14 18 E. St. L. Tct 34 34 I. C 3 _._ 1 95 99 L. & N 2 55 57 Penn 1 __ 1 386 388 M. & 10 20 30 S. L.-T. & E 3 3 Southern __ 1 61 11 73 T. St. L. & W 1 365 366 T. R. R. A 1 32 85 9 127 Wabash— East 12 12 293 317 1 1 130 248 39 1 108 141 2 34 — 2 55 10 3 1 61 1 85 9 12 293 Totals 1 59 4 164 16 1057 37 764 1 95 2198 Total for local delivery on St. L. S. W 59 Total for through movement on St. L. S. W __ 2,139 i s St. Louis : C. B. & 0.— West 5 24 43 72 Mfgrs — 34 34 M. P.— South 4 40 44 St. L.-S. F 8 8 T. R. R. A 145 186 15 29 375 Wabash— West 12 3 22 40 77 Totals 165 8 232 59 146 610 Total for local delivery on St. L. S. W - 67 Total for through movement on St. L. S. W 543 Total received _ _ _ - 3,626 312 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 St. Louis, Troy & Eastern Railroad, October, 1920. Total carloads, inbound and outbound _... _ „ ...... 3,363 Inbound. Loaded beyond switching district 3,201 Loaded within switching district for other roads _ Total 3,201 For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Direct Roads. L. T. L. T. L. T. L. T. L. T. Total A. & S 3 3 B. & O - 15 15 C. & A _ 92 92 C. B. & Q.— East 11 11 C. & E. I 4 4 C. C. C. & St. L 3 3 E. St. L. j'ct 381 ... 381 I. C _ 16 16 I. T. S 1 1 2 L. & N __ 5 5 M. P.— Dupo 60 42 102 M. & O 9 9 St. L. S. W 3 3 Southern .... 51 ... 51 T. R. R. A 299 299 Wabash — East 2 2 Totals 360 203 3 .... 431 ... 997 Total for local delivery in East Total for through movement St. L ouis... 794 203 St. Louis: C. B. & Q.— West 125 125 C. R. I. & P 15 15 30 Manufacturers 60 60 M. K. & T 610 610 M. P.— West 165 35 200 M. P.— South 60 60 St. L.-S. F 258 146 404 T. R. R. A 430 430 Wabash — West 225 60 285 Totals 1093 991 120 2204 Total for local delivery in St. Lo Total for through movement uis . 1,213 991 Total delivered . 3.201 No tabulation made of outbound carloads on account of small number. Outbound move' ment consists almost entirely of empty coal cars. DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 313 Southern Railway, October, 1920. Total carloads, inbound and outbound 12,516 Inbound. Loaded beyond switching district 6,766 Loaded within switching: district for other roads 973 Total 7,739 For setting at Southern freight house and team tracks For local delivery on Southern For delivery to other roads: (L — Local, T — Through). East St. Louis: -East. Roads. A. & S B. & O C. & A C. B. & 0. C. & E. I C. C. C. & St. L- C. P. & St. L E. St. L. & Sub E. St. L. Jet I. C I. T. S L. & M M. P.— Dupo M. & O Pennsylvania St. L. & O'F St. L.-S. W St. L.-T. & E T. R. R. A Wabash — East Terminal Merchants Wiggins L. T. L. T. L. T. A. & S. L. T. Direct L. T. Total 13 13 288 27 305 4 15 31 206 46 61 7 17 1 822 10 820 305 24 824 849 27 1 230 232 2 94 103 45 45 24 25 3 37 293 795 795 127 34 162 11 72 9 9 347 55 427 482 443 489 Totals 15 14 290 30 90 283 311 48 295 3223 4599 Total for local delivery in East St. Louis 1,001 Total for through movement 3,598 St. Louis : C. B. & Q.— West C. R. I. & P Manufacturers M. K. & T M. P.— West 150 153 M. P.— South St. L.-S. F 56 424 T. R. R. A 164 Wabash— West 40 L. & N. House 45 295 190 45 65 28 120 80 120 220 93 340 120 45 303 5 480 434 380 Totals 410 577 248 340 385 248 Total for local delivery in St. Louis Total for throusrh movement _ 2208 1,043 1,165 Total delivered 7,739 314 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Southern Railway, October, 1920. Total carloads, inbound and outbound 12,516 Outbound. For movement beyond switching district 3,569 For delivery within switching district 1,208 Total - _ Loaded at Southern Freight House Loaded locally on Southern Interchange between other roads via the Southern Received from other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins Roads. L. T. L. T. L. T. 4,777 A. & S. L. T. Direct L. T. Total A. & S B. & O C. & A 6 C. B. & Q.— East 1 C. & E. I C. C. C. & St. L C. P. & St. L E. St. L. & Sub E. St. L. Jet I. C I. T. S L. & M L. & N 1 M. P.— Dupo M. & O Perm St. L. & O'F St. L. S. W St. L. T. & E T. St. L. & W T. R. R. A 5 Wabash — East 2 15 12 14 129 3 43 230 143 9 12 21 67 209 284 30 267 320 13 9 28 50 183 _.. 125 235 235 26 249 8 7 3 61 277 19 133 114 223 57 1 15 49 18 18 1 202 203 .... 26 45 72 61 66 "51 27 53 66 65 51 27 106 53 Totals 13 18 27 59 23 38 57 421 830 1111 2597 Total for local delivery on Southern Total for through movement on Southern . St. Louis : C. B. & Q.— West 19 C. R. I. & P 35 Mfrs M. K. & T 14 M. P.— West 30 224 M. P.— South 2 St. L.-S. F 32 102 T. R. R. A 100 13 55 25 45 465 430 25 950 1,647 5 10 95 50 25 30 2 8 50 Wabash— West 4 150 45 90 129 85 25 44 254 62 134 238 289 Totals 62 430 83 292 88 305 1260 Total for local delivery on Southern Total for through movement on Southern. Total received - — 233 1,027 4,777 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 31? Toledo, St. Louis & Western Railway, October, 1920. Total carloads, inbound and outbound 7.574 Inbound. Loaded beyond switching district Loaded within switching: district for other roads 2.894 9 Total 2.903 For setting at T. St. L. & W. Freight House _ For local delivery on T. St. L. & W For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Roads. L. T. L. T. L. T. L. T. Direct L. T. Total 400 A. & S 63 63 B. & O 1 2 1 4 C. & A 1 92 93 C. B. & O.— East 2 1 16 1 20 C. C. C. & St. L 1 1 C. P. & St. L 4 4 E. St. L. & Sub 3 3 F. St. L. Jet 48 48 I. C 1 2 8 11 L. & N. 1 2 2 2 7 4 193 9 202 M. P.— Dupo M. & O 1 2 3 Penn 1 1 St. L.-S. W 365 366 Southern 27 27 T. R. R. A 1 .. 66 61 128 Totals 1 in Eaj ement 1 it St 72 1 . Louis 67 22 74 573 75 97 983 Total for local deli very mov .... 289 Total for through 694 St. Louis: C. R. I. & P 15 55 70 Mfrs 23 23 M. K. & T. 15 26 208 223 26 L. & N.— Hse M. P.— West 12 15 40 210 277 M. P.— South 95 95 St. L.-S. F 10 5 215 230 T. R. R. A 180 .. 186 85 451 Wabash — West 65 .. 45 15 125 Totals 267 20 327 703 203 1,520 Total for local del ivery mov d in St. Louis .... 797 Total for through ement . 723 Total delivere ... 2,903 316 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 Toledo, St. Louis & Western Railway, October, 1920. Total carloads, inbound and outbound 7,574 Outbound. For movement beyond switching district 4,623 For delivery within switching district _ 48 Total 4,671 Loaded at T. St. L. & W. freight house __._ 134 Loaded locally on T. St. L. & W....C - 10 Received from other roads: (L — Local, T — Through). East St. Louis: Roads. A. & S C. & A C. B. & Q.— East. C. C. C. & St. L... C. P. & St. L E. St. L. & Sub E. St. L. j'ct I. C L. & N M. P.— Dupo M. & O Penn St. L.-S. W T. R. R. A Wabash — East Terminal Merchants Wiggins A. & S. Direct L. T. L. T. L. T. L. T. L. T. Total 12 1 86 67 1 1 .... 31 .... 14 .... 12 1 161 1 2 .... 74 2 215 6 796 1 325 40 215 42 68 1 7 7 1 284 284 33 14 815 163 2 328 176 2 Totals 16 1 366 6 1337 2 331 2151 Total for local delivery on T. St. L. & W Total for through movement on T. St. L. & W. 13 2,138 St. Louis : C. R. I. & P Mfrs M. K. & T M. P.— West M. P.— South St. L.-S. F T. R. R. A Wabash— West 35 615 602 95 10 Totals 35 1322 85 555 20 120 138 41 60 819 .... 200 85 20 555 650 120 602 293 51 2376 Total for local delivery on T. St. L. & W Total for through movement on T. St. L. &W Total received 4,671 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 317 Wabash Railway (East), October, 1920. Total carloads, inbound and outbound 12,460 Inbound. Loaded beyond switching district Loaded within switching- district for other roads 6,648 18 Total 6,666 For setting at Wabash freight house _ _ 454 For local delivery on Wabash _ _ For delivery to other roads: (L — Local, T — Through). East St. Louis: Terminal Merchants Wiggins A. & S. Roads. L. T. L. T. L. T. L. T. Direct L. T. A. & B. & C. C. C. C. & B. C. P. E. St. E. St. I. C. . L. & M. P, M. & Penn. St. L.- St. L. St. L. South T. St. T. R. S O A & Q.— East. C. & St. L... & St. L L. & Sub L. Jet N 1 — Dupo 22 2 s. w T. & E. & O'F. 12 ern L. & W. R. A 26 1 204 3 9 1 • 5 12 2 6 2 145 1 47 86 466 4 77 7 1 12 293 1 2 19 Totals 26 37 213 Total for local delivery in East St. Louis.. Total for through movement 1 136 1064 190 Total 53 1 12 1 5 13 8 6 190 145 49 575 83 8 317 1 2 53 2 249 190 53 1720 565 1,155 St. Louis: C. B. & 0.— West C. R. I. & P Mfrs M. K. & T M. P.— West 185 244 M. P.— South St. L.-S. F 105 145 St. L.-S. W.— House T. R. R. A 429 Wabash— West 300 25 65 580 320 60 60 260 30 90 29 60 25 60 645 429 260 250 30 839 815 750 1 894 Totals 1019 389 385 605 529 Total for local delivery in St. Louis Total for through movement 815 750 4492 2.748 1,744 Total delivered - _ _ _ 6,6 R ' A ' movement on Mo. Pac * 1.1 St. L.-S. F * 1.0 Handled via Merchants for through movement on M. K. & T * * Wabash— West * * Handled via Wiggins for through movement on I. C 2.9 1.0 St. L. S. W * * Mo. Pac * 1.0 Handled via Eads for delivery at local industries on T. R. R. A. — St. L * 2.0 Mo. Pac * 1.1 St. L.-S. F * 1.5 Wabash— West * * Handled via Merchants for de- livery at local industries on T. R. R. A.— St. L 1.0 1.3 2.3 Handled via Wiggins for de- livery at local industries on T. R. R. A.— St. L 1.6 1.4 3.0 Mo. Pac * 1.3 3.0 4.5 Wabash— West * 1.6 1.5 4.0 C. B. & O. —West * * 4.0 5.0 St. L. S.W * 1.5 * 1.8 Total number of cars traced 170 Number of cars discarded 46 arting Total oad Time 1.0 2.4 * 1.9 1.2 2.0 1.1 2.0 * 4.6 * 1.6 * 1.9 2.3 2.6 4.0 2.1 4.0 3.0 3.4 Number of cars completed 124 equals 78 per cent. Arriving on Wabash Railroad (West). Average number of days on _ Arriving Departing Total Handled via Eads for through Road T ; R - R " A " Road ' Time movement on Movement via Eads light and infrequent. No study made of this movement. Handled via Merchants for through movement on B. & O * 1.0 * 2.0 I. C * 1.0 * 1.9 M. & O * * * 1.0 Southern * * * 1.0 Penn * * * 1.0 C. C. C. & St. L * 1.0 * 2.2 L. & N * * * 1.0 Handled via Wiggins for through movement on B. & O * * 1.5 2.5 I. C 1.4 1.1 * 3.3 M. &O 2.5 1.5 1.0 5.0 Southern 1.0 1.1 1.0 3.1 Penn * 1.0 1.0 2.3 C. C. C. & St. L * 1.0 1.2 2.5 Handled via Eads for delivery at local industries on _ T. R. R. A.— E. St. L. 1.0 2.0 3.0 Handled via Merchants for de- livery at local industries on T. R. R. A.— St. L 1.3 2.5 — 3.8 Handled via Wiggins for de- livery at local industries on Southern 2.0 1.1 2.5 5.6 Penn * 1.1 2.1 4.0 T. R. R. A.— St. L 3.0 2.0 5.0 Mfrs 1.5 * 1.5 3.7 Total number of cars traced _ 210 Number of cars discarded _ 27 Number of cars completed 183 equals 82 per cent. APPENDIX "G"- PROPOSED CARLOAD INTER- CHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 1 and Individual Roads. Inbound Carloads Handled by Roads in Group Yard No. 1 : C. P. & St. L C. & A C. C. C. & St. L C. B. & Q. (East) C. & E. I Wabash ( East) Brought In 1,581 5,365 5,773 4,261 2,667 6,648 Loaded Locally For Through For Delivery to Roads in Group No. 1 : Movement C. P. & St. L 14 C. & A 73 C. C. C. & St. L 88 C. B. & O. (East) 71 C. & E. 1 51 Wabash (East) 16 313 For Delivery to Roads in Group No. 2 : I. C. (North) 368 L. & M 7 T. St. L. & W St. L. T. & E For Delivery to Roads in Group No. 3 : Penn B. & O : C. B. & O. (East) L. & N St. L. & O'F E. St. L. & Sub - - For Delivery to Roads in Group No. 4 : Sou St. L. & O. R I. C. (South) For Delivery to Roads in Group No. 5 : Mo. Pac St. L. S. W -.... M. & O 81 111 18 For Local Delivery 130 463 2,037 212 470 455 Total 1,581 5,446 5,884 4,261 2,667 6,666 26,505 For "Local Delivery" con- sists principally of cars brought in by road named for delivery on its own rails, including a small number from other roads in the same group. 3,767 4,080 139 2 6 1 520 6 173 31 468 127 711 1 429 37 3 5 12 15 1,796 216 552 276 549 4 1,101 280 1,158 183 869 13 526 4 2,553 200 336 526 2,012 1,381 2,753 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 337 Statement Showing Distribution of Carload Freight Between Group Yard No. 1 and Individual Roads. For Delivery to Roads in Group No. 6 : M. K. & T C. B. & O. (West) Wabash (West) C. R. I. & P For Through For Local Movement Delivery 969 249 42 107 293 1,310 224 8 1,528 1,674 3,202 For Delivery to Roads in Group No. 7 : Mo. Pac. For Delivery to Roads in Group No. 8 : Mo Pac 897 1,158 St. L.-S. F 2,055 For Delivery to Roads in Mill Creek Valley : Mo. Pac 553 St. L.-S. F 645 Wabash (U. D.) 735 1.933 2,055 1,933 For Delivery to Roads in South St. Louis : Mo. Pac Manufacturers 564 60 624 624 For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins For Delivery to : Stock Yards Alton & Sou I. T. S For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins 26 26 857 943 307 2,107 2,081 112 37 2,230 1,706 1,279 591 3,576 2,107 2,256 3,576 26,505 338 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 2 and Individual Roads. Inbound Carloads Handled by Roads in Group Yard No. 2 : I. C. (North) L. & M T. St. L. & W • St. L. T. & E For Delivery to Roads in Group No. 2 : I.C. (North ) L. & M T. St. L. & W St, L. T. & E Brought In 2,370 Loaded Locally jcal D rincipa in by ivery ncludii from same Total 2,370 2,334 2,903 3 201 2,334 2,894 3,201 9 For Through Movement 10 For Local Delivery 271 ?° r "^ sists pi 10,808 elivery" con- lly of cars 7 2 Af\r\ for del 400 rails? ; number on its own ]g a small other roads in the group. 19 671 690 For Delivery to Roads in Group No. 1 C. P. & St. L 13 C. & A 208 C. C. C. & St. L C. B. & O. (East) C. & E. I 11 84 4 Wabash (East) 26 For Delivery to Roads in Group No. 3 : Penn 346 14 B. & O 27 C. B. & O. (East) : L. & N 28 43 St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 4 : Sou 112 13 St. L. & O. R I. C. (South) 708 For Delivery to Roads in Group No. 5 : Mo. Pac 721 361 St. L.-S. W 390 M. & O 15 41 47 4 3 2 9 766 3 21 127 127 107 107 393 133 848 873 TROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUT YARDS 339 Statement Showing Distribution of Carload Freight Between Group Yard No. 2 and Individual Roads. For Delivery to Roads in Group No. 6 : M. K. & T For Through .Movement 849 165 130 101 For Local Delivery 15 C. B. & O. (West) Wabash ( West) C. R. I. & P 6 561 30 For Delivery to Roads in Group No. 7 : Alo Pac 1,245 612 For Delivery to Roads in Group No. 8 : Mo. Pac 404 397 St. L.-S F 801 For Delivery to Mill Creek Valley: Mo. Pac 530 St. L.-S. F 307 Wabash (U. D.) 445 1,282 For Delivery to Roads in South St. Louis : Mo. Pac 384 Manufacturers 106 490 For Delivery to T. R. R. on East Side : T. R. R 56 Merchants 591 Wiggins .' 67 714 For Delivery to : Stock Yards 584 A. & S 416 I. T. S 1 1 For Delivery to T. R. R. on West Side: T. R. R 1 1,001 308 Merchants 1,284 Wiggins 135 1,857 801 1,282 490 714 1,002 1,725 1,725 10,808 340 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 3 and Individual Roads. Inbound Carloads Handled by Roads in Group Yard No. 3: Penn B. & O C. B. & O. (East) L . & N....... St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 3 : Penn B . & O C. B. & Q. (East) L. & N St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 1 C. P. & St. L C. & A C. C. C. & St. L C. B. & Q. (East) C. & E. I Wabash (East) For Delivery to Roads in Group No. 2 : I . C. ( North ) L. & M T. St. L. & W St. L. T. & E For Delivery to Roads in Group No. 4 : Sou. St. L. & O. R I. C. (South) For Delivery to Roads in Group No. 5 : Mo. Pac St. L.-S. W M. & O Brought Loaded In Locally Total 5,984 4,841 2,617 4,598 1,946 869 546 10 58 6,853 5,387 2,627 4,656 1,946 2,750 74 2,824 24,293 For Through For Local Movement Delivery 46 35 144 98 1,204 600 67 313 2 3 For "Local Deliv sists principally brought in by roi for delivery on rails, including number from otl in the same grc ery" con- of cars ad named its own a small ler roads >up. 323 2,189 2,512 130 5 941 2 28 2 2,016 35 2 456 3,606 11 3,617 113 1 5 34 14 166 1 167 190 172 172 3 362 175 537 1,110 602 585 24 183 2 1,895 611 2,506 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 341 Statement Showing Distribution of Carload Freight Between Group Yard No. 3 and Individual Roads. For Delivery to Roads in M. K. & T _ l Group No. 6 : For Through Movement 840 85 590 965 For Local Delivery 164 C. B. & O. (West) 47 Wabash (West) C. R. I. & P . Group No. 7 : Group No. 8 : 350 35 For Delivery to Roads in Mo. Pac 2,480 596 For Delivery to Roads in Mo. Pac 799 1,168 St. L.-S. F in Mill Creek 1,967 For Delivery to Roads Valley: Mo. Pac 1,067 648 St. L.-S. F Wabash (U .D.) _ in South St. 378 2,093 863 For Delivery to Roads Louis: Mo. Pac Manufacturers 235 on East Side : For Delivery to T. R. R. T. R. R 1,098 216 Merchants 1,201 Wiggins 133 For Delivery to: Stock Yards 1,550 978 A. & S 424 I. T. S 4 15 on West Side: For Delivery to T. R. R. T. ,R. R 4 1,417 873 Merchants 2,205 Wiggins 671 3,076 1,967 2,093 1,098 1,550 1,421 3,749 3,749 24,293 342 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 4 and Individual Roads. Inbound Carloads Handled by Roads in Brought Loaded Group No. 4: In Sou 6,766 St. L. & O. R I. C. (South) 8,389 For Through For Delivery to Roads in Group No. 4 : Movement Sou 20 St. L. & O. R I. C. (South) 27 For Delivery to Roads in Group No. 1 : C. P. & St. L C. & A C. C. C. & St. L C. B. & Q. (East) C. & E. I Wabash (East) 47 262 19 788 28 507 For Delivery to Roads in Group No. 2 : I. C. (North) 2,502 2,550 L. & M 5 T. St. L. & W 27 St. L. T. & E 18 For Delivery to Roads in Group No. 3 : Penn 2,600 65 B . & O 34 C. B. & 263 L . & N 23 St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 5 : Mo. Pac 385 671 St. L.-S. W 149 M. & O 807 Locally Total 973 7,739 19 8,408 16,147 For Local Delivery 1,106 For "Local Deliv sists principally brought in by ro for delivery on rails, including number from otl ery" con- of cars ad named its own 964 a small ler roads in the same grc >up. 2,070 2,117 2 1 2 14 56 75 2,577 2,600 133 12 4 2 4 155 540 85 1 1,627 86 1,713 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 343 Statement Showing Distribution of Carload Freight Between Group Yard No. 4 and Individual Roads. For Delivery to Roads in Group No. 6 : M. K. & T C. B. & 0. (West) Wabash (West) C. R. I. & P For Delivery to Roads in Group No. 7 : Mo. Pac For Through Movement 154 146 344 353 997 12 For Local Delivery 93 654 45 792 1,789 12 For Delivery to Roads in Group No. 8 : Mo. Pac 204 518 St. L.-S. F For Delivery to Roads in Mill Creek Valley: Mo. Pac 722 267 St. L.-S. F 107 Wabash (U. D.) 115 For Delivery to Roads in South St. Louis : Mo. Pac Manufacturers For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins For Delivery to: Stock Yards A. & S I. T. S For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins 489 141 202 343 30 612 79 721 651 463 25 1,139 611 518 256 1,385 722 489 343 721 1,139 1.385 16,147 344 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 5 and Individual Roads. Inbound Carloads Handled by Roads in Brought Loaded Group Yard No. 5 : Mo. Pac St. L.-S. W M. & O For Delivery to Roads in Group No. 5 : Mo. Pac St. L.-S. W M. & O For Delivery to Roads in Group No. 1 C. P. & St. L C. & A C. C. C. & St. L C. B. & O. (East) C. & E. I. Wabash ( East) For Delivery to Roads in Group No. 2 : I. C. (North) L. & M T. St. L. & W St. L. T. & E For Delivery to Roads in Group No. 3 : Penn. B . & O C. B. & O L. & N St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 4 : Sou St. L. & O. R i. c. (South) : 11 1,524 1,003 328 739 2,064 6,542 954 25 1,299 26 2,304 1,389 673 110 183 3 2,366 500 1,430 In 12,916 Locally For "L, sists p brought for del rails, i number in the ocal Di rincipa in by ivery ncludir from same Total 12,916 4,538 4,717 4,538 4,708 9 For Through Movement 1 For Local Delivery 22,171 slivery" con- lly of cars 10 20 398 road named on its own lg a small group. 418 7 4 1 12 11 35 3 104 4 2 6 454 44 429 6,554 2,315 2,520 1,930 44 1,974 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 345 Statement Showing Distribution of Carload Freight Between Group Yard No. 5 and Individual Roads. For Delivery to Roads in Group No. 6 : M., K. & T C. B. & 0. (West) Wabash ( West) C. R. I. & P For Delivery to Roads in Group No. 7 : Mo. Pac For Delivery to Roads in Group No. 8 : Mo. Pac St. L.-S. F For Delivery to Roads in Mill Creek Valley: Mo. Pac _ St. L.-S. F Wabash (U. D.) _ For Delivery to Roads in South St. Louis : Mo. Pac - Manufacturers ... For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins For Delivery to: Stock Yards A. & S I. T. S For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins _ For Through For Local Movement De livery 20 585 31 210 181 20 5 835 217 765 94 75 169 50 50 117 25 142 1,899 245 2,144 90 932 313 1,335 927 1,243 7 2,177 100 415 30 545 1,052 765 169 169 142 2,144 1,335 2,227 545 22,171 346 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 6 and Individual Roads. Inbound Carloads Handled by Roads in Brought Loaded Group Yard No. 6: In Locally M. K. & T 3,465 62 C. B. & Q. (West) 4,897 308 Wabash (West) 6,925 117 C. R. I. & P 2,627 92 For Through For Delivery to Roads in Group No. 6 : Movement M. K. & T 64 C. B. & Q. (West) 39 Wabash (West) 86 C. R. I. & P 40 For Delivery to Roads in C. P. & St. L Group No. 1: 229 70 C. & A 180 C. C. C. & St. L C. B. & 0. (East) 742 27 C. & E. I 292 Wabash (East) Group No. 2: 297 For Delivery to Roads in I. C. (North) 1,608 440 L. & M 90 T. St. L. & W 681 St. L. T. & E Group No. 3: For Delivery to Roads in Perm 1,211 1,040 B. & 541 C. B. & 0. (East) L. & N 8 397 St. L. & O'F E. St. L. & Sub Group No. 4: For Delivery to Roads in Sou 1,986 420 St. L. & O. R I. C. (South) _ — — 659 For Local Delivery 259 1,556 1,952 189 Total 3,527 5,205 7,042 2,719 18,493 For "Local Delivery" con- sists principally of cars brought in by toad named for delivery on its own rails, including a small number from other roads in the same group. 3,956 4,185 10 10 2 1,618 1,213 1,079 105 5 51 161 123 123 2,147 1,202 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 347 Statement Showing Distribution of Carload Freight Between Group Yard No. 6 and Individual Roads. For Delivery to Roads in Group No. 5 : Mo. Pac - _ - St. L.-S. W M . & O For Delivery to Roads in Group No. 7 : Mo. Pac For Delivery to Roads in Group No. 8 : Mo. Pac St. L.-S. F' For Delivery to Roads in Mill Creek Valley : Mo. Pac St. L.-S. F Wabash (U. D.) For Delivery to Roads in South St. Louis : Mo. Pac Manufacturers For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins For Delivery to : Stock Yards A. & S I. T. S For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins 503 H 'or Through Movement 220 For Local Delivery 89 831 48 21 1,140 275 69 44 459 448 193 281 922 426 302 728 580 168 748 1,306 31 7 31 1,313 2,006 393 1,209 275 503 922 728 748 1,344 2,399 2,399 18,493 348 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 7 and Individual Roads. Inbound Carloads Handled by Roads in Brought Group Yard No. 7: In Mo. Pac 4,773 Loaded Locally Total 4,773 For Through For Delivery to Roads in Group No. 1 : Movement C. P. & St. L 40 C. & A 65 C. C. C. & St. L 44 C. B. & O. (East) 298 C. & E. I. - 60 Wabash (East) 183 For Delivery to Roads in Group No. 2 : I. C. (North) _ _ L. & M _ 690 50 T. St. L. & W - 120 St. L. T. & E 15 For Delivery to Roads in Group No. 3 : Penn 185 60 B. & O 120 C. B. & Q. (East) L. & N 100 62 St. L. & O'F 8 E. St. L. & Sub For Delivery to Roads in Group No. 4: Sou 350 50 St. L. & O. R I. C. (South) 75 For Delivery to Roads in Group No. 5 : Mo. Pac 125 1,321 St. L.-S. W 40 M. & O 8 For Local Delivery For "Local Delivery" con- sists principally of cars brought in by road named f- for delivery on its own D rails, including a small number from other roads in the same group. 4 10 1,369 12 4 44 8 8 76 8 3 11 4 4 700 185 426 136 1,373 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 349 Statement Showing Distribution of Carload Freight Between Group Yard No. 7 and Individual Roads. For Through For Local For Delivery to Roads in Group No. 6 : Movement Delivery M. K. & T 9 C. B. & O. (West) 136 221 Wabash (West) 34 50 C. R. I. & P 5 271 455 For Delivery to Roads Mo. Pac in Group No. 8: 184 105 St. L.-S. F _ 36 For Delivery to T. R. R. on West Side : 141 141 For Delivery to Roads in Mill Creek Valley: Mo. Pac St. L.-S. F _ 59 Wabash (U. 57) '.."Ill 95 154 154 For Delivery to Roads in South St. Louis : Mo. Pac _ 240 Manufacturers 240 240 For Delivery to T. R. R. on East Side: T. R. R Merchants Wiggi n s _ 165 165 165 For Delivery to: Stock Yards A. & S _ 16 I. T. S 35 1 35 17 52 Wiggins _._ 746 746 4,773 350 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Group Yard No. 8 and Individual Roads. Inbound Carloads Handled by Roads in Ground Yard No. 8 : Mo. Pac St. L.-S. F For Delivery to Roads in Group No. 1 : C. P. & St. L C. & A C. C. C. & St. L C. B. & Q. (East) C. & E. I _ Wabash ( East) For Delivery to Roads in Group No. 2 : I. C. (North) L. &.M t. st. l. & w : St. L. T. & E For Delivery to Roads in Group No. 3: Penn B. & O C. B. & Q. (East) L. & N St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 4: Sou St. L. & O. R I. C. (South) _ For Delivery to Roads in Group No. 5 : Mo. Pac St. L.-S. W M. & O : For Delivery to Roads in Group No. 6 : M. K. & T C. B. & Q. (West) Wabash (West) C. R. I. & P For Delivery to Roads in Group No. 8 : Mo. Pac _ St. L.-S. F Brought In 6,610 Loaded Locally For '%ocal Deliv sists principally brought in by ro; for delivery on rails, including number from otr in the same gro Total 6,610 8,841 8,841 For Through Movement 189 For Local Delivery 15,451 ery" con- 382 792 7 53 4 of cars id named its own a small ler roads 1,319 up. 236 12 2,925 229 69 2,994 65 602 39 8 35 935 902 474 2 43 172 45 978 208 74 3 1,586 302 294 57 1,880 343 645 537 57 702 8 132 677 28 677 219 264 47 112 198 12 558 93 322 880 150 243 243 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 351 Statement Showing Distribution of Carload Freight Between Group Yard No. 8 and Individual Roads. For Delivery to Roads in Mill Creek Valley : Mo. Pac St. L.-S. F Wabash (U. D.) ; or Through Movement For Loca! Delivery 1.734' 414 547 For Delivery to Roads in South St. Louis : Mo. Pac Manufacturers For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins .._ For Delivery to : Stock Yards A. & S I. T. S 2,695 494 49 543 595 595 2,695 543 595 For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins 123 123 1,691 113 8 1,812 228 1,101 1,935 1.329 1,329 15,451 Statement Showing Distribution of Carload Freight Between Roads in Mill Creek Valley and Individual Roads. Brought Loaded In Locally Total Mo. Pac 4,225 St. L.-S. F Wabash (U. D.) C. P. & St. L C. & A C. C. C. & St. L.... C. B. & O. (East). C. & E. I Wabash (East) For Delivery to Roads in Group No. 2 : I. C. (North) L. & M T. St. L. & W St. L. T. & E igh it 1,773 735 For Throi Movemei 40 6,733 For Loca] Delivery 6,733 [ For "Local Delivery" con- 72 355 14 sists principally of cars brought in by road named for delivery on its own rails, including a small number from other roads 97 in the same group. 195 759 48 14 12 5 773 225 273 17 290 352 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Roads in Mill Creek Valley and Individual Roads. For Delivery to Roads in Group No. 3 : Penn B. & O C. B. & 0. (East) L. & N St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 4 : Sou St. L. & O. R I. C. (South) _ For Delivery to Roads in Group No. 5 : Mo. Pac St. L.-S. W M. & O _._ For Delivery to Roads in Group No. 6 : M. K. & T C. B. & Q. (West)..- - Wabash (West) C. R. I. & P 'or Through Movement 235 81 For Local Delivery 10 12 35 45 351 38 67 5 72 18 110 120 23 12 35 50 167 29 10 562 50 11 44 23 3 624 240 58 2,004 1,487 For Delivery to Roads in South St. Louis : Mo. Pac 1 8 Manufacturers 8 For Delivery to T. R. R. on East Side : T. R. R 13 Merchants Wiggins 418 133 217 682 For Delivery to Roads in Group No. 7 : Mo. Pac... _ : !i : !!- For Delivery to Roads in Group No. 8 : Mo. Pac St. L.-S. F 3,491 3,491 26 26 17 ^ r 13 13 For Delivery to : I. T. S - 21 21 For Delivery to T. R. R. on West Side : T. R. R 212 Merchants 217 Wiggins 429 429 6,733 PROPOSED CARLOAD INTERCHANGE TH'ROUGH OUTHR GROUP YARDS 353 Statement Showing Distribution of Carload Freight Between Roads in South St. Louis and Individual Roads. Loaded Locally Total 2,225 1,068 Mo. Pac Brought In Manufacturers ._ ~ in Group No. 1: For Delivery to Roads C. P. & St. L C. & A For Through Movement 95 15 C. C. C. & St. L -... C. B. & 0. (East) C. & E. I 45 4 30 Wabash (East) in Group No. 2: 60 For Delivery to Roads I. C. (North) L. & M 249 25 T. St. L. & W St. L. T. & E 20 in Group No. 3: For Delivery to Roads Penn 45 50 B. & O 30 C. B. & Q. (East) 1 L. & N 30 St. L. & O'F L_l ... E. St. L. & Sub No. 4: in Group For Delivery to Roads Sou 111 25 St. L. & O. R in Group No. 5: I. C. (South) 37 For Delivery to Roads Mo. Pac 62 1,332 St. L.-S. W 34 M. & O 43 3,293 3,293 For Local Delivery 249 45 111 62 1,409 1,409 354 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between Roads in South St. Louis and Individual Roads. For Through For Delivery to Roads in Group No. 6 : Movement M. K. & T 52 C. B. & Q. (West) 126 Wabash (West) 286 C. R. I. & P 17 For Delivery to Roads in Group No. 7 Mo. Pac 481 347 For Local Delivery 16 145 1 162 643 347 For Delivery to Roads in Group No. 8 : Mo. Pac St. L.-S. F For Delivery to Roads in Mill Creek Valley : Mo. Pac Oj. T _C T? Wabash (U. 5. Line) For Delivery to T. R. R. on East Side : T. R. R Merchants Wiggins For Delivery to : I. T. S 113 55 168 10 42 2 44 45 45 168 44 45 10 For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins . - 160 160 160 3,293 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 355 Statement Showing Distribution of Carload Freight Between T. R. R. A. (East Side) and Individual Roads. Loaded Locally and Delivered by : T. R. R 810 Merchants 4,952 Wiggins .-.. 1,410 For Through For Delivery to Roads in Group No. 1 : Movement C. P. & St. L 73 C. & A 228 C. C. C. & St. L 391 C. B. & O. (East) 62 C. & E. I. 72 Wabash (East) 290 For Delivery to Roads in Group No. 3 : Penn B . & O C. B. & Q. (East) L. & N St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 5 : Mo. Pac St. L.-S. W M. & O For Delivery to Roads in Group No. 6 : M. K. & T C. B. & Q. (West) Wabash (West) C. R. I. & P For Local De livery 2 9 64 18 13 For Delivery to Roads in Group No. 2 : I. C. (North) 128 L. & M 4 T. St. L. & W_ 172 4 St. L. T. & E 4 1 344 96 340 46 21 4 147 15 2 4 For Delivery to Roads in Group No. 4 : Sou 68 38 St. L. & O. R I. C. (South) 192 28 402 219 126 1 94 5 622 225 150 115 68 5 187 45 35 7,172 1,116 106 1,222 308 5 313 852 167 1,019 260 66 326 847 440 165 605 356 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between T. R. R. A. (East Side) and Individual Roads. For Local Delivery For Delivery to Roads in Group No. 7 : Mo. Pac _ For Through Movement 66 For Delivery to Roads in Group No. 8 : Mo. Pac 220 St. L.-S. F 215 For Delivery to Roads in Mill Creek Valley : Mo. Pac 450 St. L.-S. F 20 Wabash (U. D.) For Delivery to Roads in South St. Louis : Mo. Pac 65 Manufacturers 10 For Delivery on T. R. R. on East Side : T. R. R 15 Merchants 910 Wiggins 288 For Delivery to: Stock Yards _ 89 A. & S 11 I. T. S 68 7 For Delivery on T. R. R. on West Side : T. R. R :. 31 Merchan t s , 3 1 5 Wiggins _ 60 66 435 435 470 470 75 75 1,213 1,213 68 107 175 406 406 7,172 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 357 Statement Showing Distribution of Carload Freight Between T. R. R. A. (West Side) and Individual Roads. Loaded Locally and Delivered by: T. R. R 2,742 Merchants 4,105 Wigfeins 2,005 For Through Movement 115 242 365 185 144 602 For Local Delivery For Delivery to Roads in Group No. 1 : C. P. & St. L 8,852 C. & A C. C. C. & St. L C. B. & 0. (East) C. & E. I 20 Wabash (East) For Delivery to Roads in Group No. 2 : I. C. (North) L. & M 1.653 334 20 1,673 T. St. L & W 293 25 St. L. T. & E 652 652 For Delivery to Roads in Group No. 3 : Penn. B . & O C. B. & Q. (East) L. & N : St. L. & O'F E. St. L. & Sub For Delivery to Roads in Group No. 4 : Sou St. L. & O. R I. C. (South) For Delivery to Roads in Group No. Mo. Pac St. L.-S. W M. & O For Delivery to Roads in Group No. 6 : M. K. & T C. B. & Q. (West) Wabash (West) C. R. I. & P 504 202 61 25 5 221 988 200 30 38 501 701 95 38 360 235 15 690 189 12 185 106 15 8 105 115 6 1,018 739 705 492 234 726 358 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS Statement Showing Distribution of Carload Freight Between T. R. R. A. (West Side) and Individual Roads, For Delivery to Roads in Group No. 7 : Mo. Pac For Through Movement 106 180 245 For Locai Delivery For Delivery to Roads in Group No. 8 : Mo. Pac St. L.-S. F For Delivery to Roads in Mill Creek Valley : Mo. Pac 425 259 St. L.-S. F 59 Wabash 10 For Delivery to Roads in South St. Louis : Mo. Pac 134 Manufacturers 1 5 For Delivery on T. R. R. on East Side : T. R. R 125 Merchants 558 Wiggins 95 For Delivery to : ' Stock Yards 65 A. & S 10 I. T. S For Delivery on T. R. R. on West Side : T. R. R 376 Merchants 5 52 Wiggins 550 106 425 328 328 149 149 778 778 75 75 1,478 1,478 8,852 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 359 Statement Showing Distribution of Carload Freight Between East St. Louis Junction, A. & S., I. T. S. and Individual Roads. Loaded Total 6,926 East St. Louis Jet Brought In Loaded Locally 5,888 A. & S 552 I. T. S 486 For Delivery to Roads in Group No. 1 : C. P. & St. L For Through Movement 31 619 415 154 15 128 6,926 For Local Delivery C. & A C. C. C. & St. L C. B. & O. (East) C. & E. I Wabash (East) For Delivery to Roads in Group No. 2 : I. C. (North) L. & M 1,362 233 1 499 8 T. St. L & W St. L. T. & E For Delivery to Roads in Group No. 3 : Penn _ 741 641 753 50 651 B. & O ..,. C. B. & 0. (East) L. & N St. L. & O'F 41 E. St. L. & Sub 2 For Delivery to Roads in Group No. 4: Sou 2,095 364 43 22 St. L. & O. R i. c. (South) : 349 For Delivery to Roads in Group No. 5 : Mo. Pac 713 40 34 341 22 St. L.-S. W M. & O For Delivery to Roads in Group No. 6: M. K. & T 415 21 C. B. & 0. (West) Wabash (West) C. R. I. & P 6 69 32 20 1 1,362 741 2,138 735 415 122 27 149 360 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS For Delivery to Roads in Group No. 8 : Mo. Pac For Mi Through Dvement 739 97 For Local Delivery St. L.-S. F For Delivery to Roads in Mill Creek Valley : Mo Pac 836 17 St. L.-S. F 25 836 For Delivery to Roads in South St. Louis : Mo. Pac Manufacturers For Deliverv to T. R. R. on East Side: t. r. r :. Merchants Wiggins For Delivery to: Stock Yards I. T. S For Delivery to T. R. R. on West Side : T. R. R Merchants Wiggins 42 15 1 42 16 77 77 5 172 16 177 32 105 101 77 For "Local Delivery" con- sists principally of cars brought in by road named for delivery on its own rails, including a small number from other roads in the same group. 177 238 238 6.926 APPENDIX "H"- MEMORANDA REFERENCE ST. LOUIS MUNICIPAL BRIDGE Location and Description of St. Louis Municipal Bridge The St. Louis Municipal Bridge is' a double- deck structure built at a cost of $6,250,000. The upper deck is for pedestrians, vehicles and street cars ; the lower deck for steam trains. The bridge is of modern design and construction. The rail- road deck is designed for E-60 loading, has double track 100-pound rails, and will carry the heaviest engines. No signals have been provided to date. Making allowance for necessary con- nections, interlocking, signalling, etc., an addi- tional expense of about $250,000 will be neces- sary, making the total cost, ready for service, $6,500,000, and the annual fixed charge at 6 per cent for interest and sinking fund for renewal will be about $390,000, about one-third applicable to highway and two-thirds to railroad. The total length of the bridge and railroad ap- proaches is 18,330 feet, about three and one-half miles. The western railroad approach is 3,000 feet long; maximum grade approximately 1.4 per cent. It reaches the ground just west of Seventh Street, St. Louis, immediately adjacent to and practically level with the tracks of the St. Louis Merchants Bridge Terminal Railway Co. at that point. A connection between the bridge tracks and the Terminal tracks at this point has been completed and direct access can be had between the tracks of the Municipal Bridge and the Ter- minal elevated tracks' leading to the Union Sta- tion, and the Mill Creek Valley south of the Union Station. The main bridge consists of three spans hav- ing a total length of 2,000 feet. The eastern railroad approach is 13,330 feet long, maximum grade 1 per cent. It comes to the ground at 29th Street, just outside of East St. Louis, between the Southern Railway on the north and the Illinois Central on the south, the east approach extending on a steel structure over all railroad tracks' and other property from the river to an overhead crossing of the Illinois Transfer Railway, the East St. Louis outer belt of the Terminal, east of which it descends to the ground at 29th Street. Immediately at the west end of the main spans, arrangements have been made in the steel work to permit lateral connections to lead off to the north and to the south along the St. Louis river front. About 900 feet east of the east end of the main spans arrangements have been made in the steel work to permit a lateral approach to lead off to the north in the direction of Relay Depot, and a few hundred feet east arrangements have been made in the steel work to permit a lateral connection to the south, practically along the line and south of the Illinois Central. Arrangement has also been made in the steel work near the outer belt of the Terminal to permit wye con- nections with the Terminal Belt tracks from the north and from the south. No land has been con- demned, nor secured, nor have any other arrange- ments been made for these additional connec- tions. At the extreme east end, 3,300 feet east of the Terminal outer belt, the double track main line of the Alton and Southern Railroad, which fol- lows along parallel with and immediately south of the east end of the bridge approach, makes an offset across the line of the bridge tracks, and then continues easterly, northerly of the main line of the bridge tracks, so that if the bridge tracks be extended beyond 29th Street, a grade crossing of the Alton and Southern must be made. A connection has been made between the Alton and Southern and the end of the bridge tracks. All of the land in line with the bridge tracks, east of 29th Street, and both land and tracks north and south of the bridge approach 361 362 MEMORANDA REFERENCE MUNICIPAL BRIDGE east of the Terminal Belt tracks, are owned by the Alton and Southern Railroad ; the east end of the bridge approach runs into Alton and Southern property and stops between its tracks, as between the prongs of a fork. The Alton and Southern Railroad stub tracks on the north side of the bridge approach are used for yard tracks. The following pages contain pertinent legal and corporate information having reference to the bridge : Legal and Corporate Information The City of St. Louis was authorized and em- powered by the Missouri State Legislature in 1905 to build or acquire by purchase, lease, gift, or otherwise, within or without the limits of St. Louis, bridges or tunnels over or under streams' within the State or on the boundaries. (Laws of Missouri, 1905, page 94, approved April 6, 1905. See Exhibit I.) The charter of the City of St. Louis in 1905 provided that the City could purchase, receive and hold property., real or personal, within said City and beyond the limits, to be used for the establishment of a hospital, poorhouse, house of correction, etc., or for any other purpose. (Ar- ticle 1, Section 1, Old City Charter.) (Exhibit II.) The courts have held that this Section of the City Charter gives the City ample authority to build and maintain a bridge across the Mississippi River. (Haeusseler vs. St. Louis, 205 Mo. 656.) The present City Charter adopted in 1915 grants more extensive authority to the City of St. Louis as to acquiring, constructing, owning and operating public utilities or any other utility or property within or without the City. (Article 1, Sec. 1, New City Charter.) (Exhibit III.) Ordinance No. 22366 of the City of St. Louis, approved April 3, 1906, authorized the holding of an election June 12, 1906, to vote with other items on the proposition to issue bonds in the amount of $3,500,000 "for the construction and maintenance of a Municipal Bridge for public use by railroads, street cars, vehicles of all kinds' and pedestrians over and across the Mississippi River, and for the purchase of lands to be used for approaches thereto." Section 4 of that ordinance provided that the proceeds from the sale of the amount of bonds authorized by an affirmative vote of the people, under Proposition No. 1, shall be used "for the construction and maintenance of a municipal bridge for public use by railroads, street cars, vehicles of all kinds and pedestrians over and across the Mississippi River and located within the corporate limits of said City of St. Louis, and the State of Illinois, and for the purchase of all lands to be used for approaches in connec- tion therewith, and which said bridge shall be at all times and forever remain a free bridge; pro- vided, however, the City reserves the right to grant franchises for the use of such bridge for public service purposes upon such terms and compensation as may be prescribed by ordinance; and, provided, further, that no such franchise shall confer an exclusive right in respect to such public purposes upon the grantee thereof." The term "Free Bridge" has not yet been legally defined. Other items included in the ordinance for pub- lic improvements' made the aggregate amount of bonds under this ordinance $11,200,000. The ordinance was carried June 12, 1906, 51,988 vot- ing for, and 6,491 voting against the appropria- tions. June 25, 1906, the following Act of Congress was passed authorizing the City of St. Louis to build a bridge across the Mississippi River. (U. S. Statutes at Large, 59th Congress, 1905- 1907, Chap. 3539, page 467) : "Chap. 3539.— An Act to authorize the City of Saint Louis, a corporation organized under the laws of the State of Missouri, to construct a bridge across the Mississippi River. Be it En- acted by the Senate and House of Representa- tives of the United States of America in Con- gress Assembled, That the City of Saint Louis, a corporation organized under the laws of the State of Missouri, be, and is hereby, authorized to construct, maintain, and operate a railroad, wagon and foot passenger bridge, and approaches thereto, across the Mississippi River at Saint Louis, Missouri, in accordance with the provi- sions of the Act entitled 'An Act to regulate the MEMORANDA REFERENCE MUNICIPAL BRIDGE 363 construction of bridges over navigable waters/ approved March 23d, 1906." The Act of Congress of March 23, 1906, is usually referred to as the "General Bridge Act," entitled "An Act to regulate the construction of bridges over navigable waters." (U. S. Stat- utes at Large, 59th Congress, 1905-1907, Chap. 1130.) (Exhibit IV.) This Act provides in Section 3, "That all rail- road companies desiring the use of any railroad bridge built in accordance with the provisions of this Act shall be entitled to equal rights and privileges relative to the passage of railway trains or cars over the same and over the ap- proaches thereto upon payment of a reasonable compensation for such use ; and in case of any disagreement between the parties in regard to the terms of such use or the sums to be paid, all matters at issue shall be determined by the Secretary of War, upon hearing the allegations and proofs submitted to him." The Act also provides in Section 4 as' follows : "If tolls shall be charged for the transit over any bridge constructed under the provisions of this Act, of engines, cars, street cars, wagons, car- riages, vehicles, animals, foot passengers, or other passengers, such tolls shall be reasonable and just, and the Secretary of War may, at any time, and from time to time, prescribe the rea- sonable rates of toll for such transit over such bridge, and the rates 1 so prescribed shall be the legal rates and shall be the rates demanded and received for such transit." Ordinance of the City of St. Louis No. 22674, approved November 26, 1906, declared the re- sult of the bond election, and directed the issue of bonds in the sum of $11,200,000, the prin- cipal of the bonds to be payable 20 years from their date. The bonds are in denomination of $1,000, No. 1 to No. 11,200, and the bridge bonds constitute Nos. 1 to 3,500, both inclusive. The ordinance provided that an annual tax shall be levied, sufficient to provide for the interest and also for a sinking fund to meet the principal, and pledged the faith of the City of St. Louis for the punctual payment of the interest. (See Ordi- nance No. 22674.) (Exhibit V.) These bonds were issued, the interest is being paid and the City is setting aside 5 per cent per annum to retire the principal in twenty years. Total annual cost, $315,000. February 8th, 1907, January 23rd, 1908, Jan- uary 9th, 1909, January 7th, 1910, February 17th, 1913, February 15th, 1915, February 11th, 1918, and February 10th, 1921, Acts of Congress were passed extending the time for the construction of the bridge, if actual construction be com- pleted within three years from the approval of ecich Act. July 21, 1907, the Supreme Court of Missouri, en banc held that the ordinance authorizing the building of the Municipal Bridge and the issu- ance of bonds is legal. (Haeussler v. City of St. Louis, 205 Missouri 656.) The City, by Ordinance No. 23315, passed over the Mayor's veto November 22, 1907, established the location of the bridge at or near Chouteau Ave., where it has been built. (Exhibit VI.) Ordinance No. 23330, approved December 18, 1907, authorized and directed the Board of Pub- lic Improvements to prepare plans and specifica- tions for the Municipal Free Bridge, and to pro- cure the approval of the Government. The bridge plans were approved by the War Depart- ment, December 17, 1908. A slight change in location was approved by the War Department, May 20, 1909. January 22, 1909, the appointment of Boller and Hodge, of New York, as Consulting Engi- neers for the bridge was approved by the Mayor and contract was entered into with that firm March 4, 1909. Ordinance No. 24456, approved June 23, 1909, and numerous subsequent ordinances authorized the condemnation of lands and construction of the bridge. Tuly 28, 1909, contract for the construction of the four piers for the three channel spans was awarded to the Missouri Valley Bridge and Iron Co., of Leavenworth, Kansas. Final total cost $468,924. November 16, 1909, contract for the construc- tion and erection of the three channel spans (ag- gregate length 2,000 feet) was awarded to the American Bridge Co., in the amount of $1,394,- 043. 364 MEMORANDA REFERENCE MUNICIPAL BRIDGE Ordinance No. 25362, approved July 11, 1910. and several subsequent ordinances, appropriated nearly one million dollars for right-of-way for the bridge and approaches. Ordinance No. 25947, approved July 10, 1911, appropriated $70,000 for foundations and retain- ing walls in the west approach. Contract was awarded August 16, 1911, to the Missouri Valley Bridge and Iron Co., for $52,097. Ordinance No. 25948, approved July 10, 1911, appropriated $480,000 for a portion of the steel for the west steel approach, and contract was' awarded to the American Bridge Co., August 16, 1911, in the amount of $427,297. Ordinance No. 25979, approved July 17, 1911, authorized and fixed the location of the railroad west approach of the bridge from a point in the west line of Broadway where it diverges from the west highway approach along the center line of Gratiot Street to the east line of 23rd Street. (Exhibit VII.) Ordinance No. 26635, approved August 3, 1912, appropriated $25,000 for foundations for extend- ing the west railroad approach from Broadway to Seventh Street, and contract for this work was awarded Fruin-Colnon Contracting Co., Sep- tember 3, 1912, for $20,614. Ordinance No. 26636, approved August 3, 1912, appropriated $55,000 for the steel in the west railroad approach from Broadway to Seventh Street, and contract for this work was awarded to the American Bridge Co., September 3, 1912, for $50,227. From the beginning it was predicted by many that the amount of $3,500,000 would not build the bridge and the approaches, and that further appropriations would be required. After twO previous elections had been held and the issue of bonds for the completion of the bridge dis- approved, Ordinance No. 26672 was approved May 15, 1914, authorizing the issue of $2,750,000 in bonds for the construction of the eastern ap- proaches. The election was held November 6, 1914, 88,767 voting for, and 13,151 against. Ordinance No. 27762, approved December 22, 1914, appropriated $100,000 for the foundations of a portion of the east approach. Ordinance No. 27796, approved December 29, 1914, declared the election for the bond issue of $2,750,000 carried, and prescribed the form of AYi per cent bonds to be issued for a period of twenty years', and an annual tax sufficient to pay the interest on the bonds, and a sinking fund to meet the principal at maturity. These bonds were issued, and the City is pay- ing the interest and setting aside 5 per cent per annum to retire the principal in 20 years. Total annual cost $261,250. Ordinance No. 28060, approved April 16, 1915, appropriated $1,000,000 for steel in the east ap- proaches. Ordinance No. 28061, approved April 16, 1915, appropriated $360,000 for a portion of the foun- dations and retaining walls of the east approach. Ordinance No. 28377, approved December 3, 1915, authorized the expenditure of $630,000 for foundations and retaining walls for a portion of the east approach. Other appropriations and expenditures brought the total cost up to the full amount of $6,250,000. The total annual interest and sinking fund is about $576,250, for twenty years, after which this annual expense to the City will stop. The highway floor was opened for traffic in the spring of 1917. The railroad deck is com- plete with double track 100-pound rails' and is connected with the Terminal at St. Louis and with the Alton and Southern at East St. Louis. It is not in use for railroad trains. Ordinance No. 29501, approved February 21, 1917, prescribed the terms and regulations un- der which the railroads, etc., may use the Mu- nicipal Bridge. This ordinance places the con- trol of the bridge in a Commission, consisting of the Mayor, the President of the Board of Alder- men, the Comptroller, the Director of Street and Sewers', and the Director of Public Utilities ; pro- vides that any common carrier may use the bridge upon the issuance of a permit under the terms and regulations of the ordinance; provides for indemnity bonds for $25,000 to $100,000; requires that rates from any point outside the cities of St. Louis and East St. Louis, defined as the "St. Louis traffic zone," shall be the same to all points within that zone; provides that any road using the bridge shall grant the use of its MEMORANDA REFERENCE MUNICIPAL BRIDGE 365 tracks for through movements in St. Louis and East St. Louis and two miles beyond to other lines that may use the bridge, upon a wheelage basis, rental charges for such use of tracks to be determined by arbitration in event of disagree- ment ; provides that compensation for use of bridge shall hereafter be prescribed by ordinance. (Exhibit VIII.) Exhibit I. "Cities of One Hundred Thousand Inhabitants or Over — Power to Build or Acquire Bridges and Tunnels. An Act authorizing and empowering cities of one hundred thousand inhabitants and over to build or acquire by purchase, lease, gift, or other- wise, within or without the limits' of said city, a bridge or bridges or a tunnel or tunnels for public use by railroads, street cars, vehicles of all kinds and pedestrians, over or under rivers and streams within this State or forming a boundary between this and other States ; and to acquire, hold, use and retain by purchase, lease, gift, or otherwise, land to be used as approaches for and in the construction, use and operation of said bridge or bridges, tunnel or tunnels in this and other States, and to operate, use and maintain said bridge or bridges, tunnel or tunnels either as toll or free bridges or tunnels'. Section 1. — Power to build or acquire bridges and tunnels, and maintain approaches to same. Be it enacted by the General Assembly of the State of Missouri, as follows : Section 1 . — All cities in this State having one hundred thousand inhabitants or over are hereby given the power and authority to build or ac- quire by purchase, lease, gift, or otherwise, within their corporate limits or within a reasonable dis- tance outside thereof, a bridge or bridges, or a tunnel or tunnels for public use by railroads, street cars, vehicles of all kinds and pedestrians, over or under rivers and streams' in Missouri or those forming a boundary between this and other States, and to acquire, hold, use and retain by purchase, lease, gift, or otherwise, land to be used for approaches for and in the construction, operation and maintenance of said bridge or bridges, tunnel or tunnels, in this and other States, and to maintain, use and operate said bridge or bridges, tunnel or tunnels, either as toll or free bridges or tunnels, as may by said cities be deemed expedient.'" (Laws of Missouri, 1905, page 94, approved April 6, 1905.) Exhibit II. Article I. Section 1. — Corporate Name and Powers — ■ Authority to Purchase, Hold and Dispose of Property — to Receive Bequests, Etc., and Have a Common Seal. — The inhabitants of all that dis- trict of country embraced within the limits pre- scribed in the next succeeding section, shall be and continue a body corporate by the name and style of "The City of St. Louis,"' and by that name shall have perpetual succession, shall sue and be sued, implead and be impleaded, defend and be defended in all courts of law and equity, and in all actions whatsoever; may purchase, receive and hold property, real or personal, within said City, and beyond the limits of the city, to be used for the burial of the dead of the city, for the erection of waterworks to supply the city with water, for the establishment and erection of gasworks to supply the city with light, for the establishment of a hospital or hospitals for the reception of persons infected with contagious or other diseases, for a poorhouse or poorhouses, workhouse, house of correction, or for any other purposes ; may sell, lease, or otherwise dispose of any property for the benefit of the City ; may receive bequests', gifts and donations, of all kinds of property, within or without the city, in fee simple or in trust, for charitable or other pur- poses, and do all acts necessary to carry out the purposes of such bequests, gifts and donations, with power to manage, sell, lease or otherwise dispose of the same ; and may have and use a common seal, and may break, change or alter the same at pleasure. (Old Charter of City of St. Louis, 1905.) Exhibit III. Article I. Corporate Name and Pozvcrs — Wards. Section 1. — The inhabitants of the Oity of St. Louis, as its limits now are or may hereafter be, shall be and continue a body corporate by name "The City of St. Louis," and as such shall have 366 MEMORANDA REFERENCE MUNICIPAL BRIDGE perpetual succession, may have a corporate seal, and sue and be sued. It shall have power : (1). To assess, levy and collect taxes for all general and special purposes on all subjects or objects of taxation. (2). To adopt such classifications of the sub- jects and objects of taxation as may not be con- trary to law. (3). To make special assessments for local improvements. (4). To contract and be contracted with." (5). To incur debts by borrowing money or otherwise, and to give any appropriate evidence thereof. (6). To issue and give, sell, pledge or in any manner dispose of, negotiable or non-negotiable, interest-bearing or non-interest-bearing bonds or notes of the city, upon the credit of the city, or solely upon the credit of specific property owned by the city, or solely upon the credit of income de- rived from and property used in connection with any public utility owned or operated by the city, or solely upon the credit of the proceeds of spe- cial assessments for local improvements, or upon any two or more of such credits. (7). To expend the money of the city for all lawful purposes. (8). To acquire or receive and hold, maintain, improve, sell, lease, mortgage, pledge or other- wise dispose of property, real or personal, and any estate or interest therein, within or without the city or State. (9). To condemn private property, real or personal, or any easement or use therein for public use within or without the city or State. (10). To take and hold property within or without the City or State upon trust ; and to ad- minister trusts. (11). To acquire, construct, own, operate and maintain or sell, lease, mortgage, pledge or other- wise dispose of public utilities or any estate or interest therein, or any other utility of service to the city, its inhabitants or any part thereof. (12). To grant franchises for public utilities. (13). To regulate the construction, mainte- nance, equipment, operation, service, rates and charges of public utilities', and compel, from time to time, reasonable extensions of facilities for such service. (14). To establish, open, re-locate, vacate, al- ter, widen, extend, grade, improve, repair, con- struct, reconstruct, maintain, light, sprinkle and clean public highways, streets, boulevards, park- ways, sidewalks, alleys, parks, public grounds and squares, wharves, bridges, viaducts, sub- ways, tunnels, sewers and drains and regulate the use thereof. (15). To acquire, provide for, construct, reg- ulate and maintain and do all things relating to all kinds of public buildings, structures, mar- kets, places, works and improvements. (16). To provide and maintain a harbor and wharves and regulate the use thereof, and im- pose wharfage and other charges therefor; li- cense and regulate ferries and other boats ; grant ferry privileges and regulate ferry charges ; rent or lease for not exceeding twenty-five years, por- tions of the wharf for any purpose tending to facilitate the trade of the city. (17). To improve water courses and regulate the use thereof. (18). To establish, impose and enforce water rates and rates and charges for public utilities or other service, products or conveniences op- erated, rendered or furnished by the city. (19). To provide and maintain a sanitary sys- tem. (20). To provide and maintain a fire depart- ment. (21). To provide and maintain police and ex- cise departments when permitted by law. (22). To collect and dispose of sewage, offal, ashes, garbage, and refuse, or to license and reg- ulate such collection and disposal. (23). To license and regulate all persons, firms, corporations, companies and associations' engaged in any business, occupation, calling, profession or trade. (24). To impose a license tax upon any busi- ness, vocation, pursuit, calling, animal or thing. (25). To define and prohibit, abate, suppress and prevent or license and regulate, all acts, prac- tices, conduct, business, occupations, callings, trades, uses of property, and all other things whatsoever detrimental or liable to be detrimental to the health, morals, comport, safety, conveni- ence or welfare of the inhabitants of the city, and all nuisances and causes thereof. MEMORANDA REFERENCE MUNICIPAL BRIDGE 367 (26). To prescribe limits within which busi- ness, occupations and practices liable to be nuis- ances or detrimental to the health, morals, secur- ity or general welfare of the people may law- fully be established, conducted or maintained. (27). To inspect, test, measure and weigh any article of consumption or use within the city. (28). To establish, regulate, license and in- spect weights and measures. (29). To regulate the construction and mate- rials of all buildings and structures; and to in- spect all buildings, lands and places as to their condition for health, cleanliness and safety, and when necessary prevent the use thereof and re- quire any alterations or changes necessary to make them healthful, clean or safe. (30). To abolish or prevent grade crossings and provide for safe crossings and compel any street, steam, electric railroad or other transpor- tation company or companies affected thereby to pay all or a part of the cost thereof. (31). To provide for the stipport, maintenance and care of children and sick, aged or insane, poor persons and paupers. (32). To provide and maintain charitable, ed- ucational, recreative, curative, corrective, denten- tive or penal institutions, departments, functions, facilities, instrumentalities, conveniences and services. (33). To do all things whatsover expedient for promoting or maintaining the comfort, edu- cation, morals, peace, government, health, wel- tare, trade, commerce or manufactures of the city or its inhabitants. (34). To enforce any ordinance, rule or regu- lation by means of fines, forfeitures, penalties and imprisonment or by action or proceeding in its own courts or in any other court of competent jurisdiction or by any one or more of such means, and to impose costs as a part thereof. (35). To exercise all powers granted or not prohibited to it by law or which it would be com- petent for this charter to enumerate. (Charter of City of St. Louis, 1915.) Exhibit IV. Chap. 1130. — An Act to Regulate the Construc- tion of Bridges over navigable waters. Be It Enacted by the Senate and House of Representatives of the United States of America in Congress Assembled, That when, hereafter, authority is granted by Congress to any persons to construct and maintain a bridge across or over any of the navigable waters of the United States, such bridge shall not be built or commenced un- til the plans and specifications for its construc- tion, together with such drawings of the pro- posed construction and such map of the proposed location as may be required for a full under- standing of the subject, have been submitted to the Secretary of War and Chief of Engineers for their approval, nor until they shall have approved such plans and specifications and the location of such bridge and accessory works; and when the plans for any bridge to be constructed under the provisions of this Act have been approved by the Chief of Engineers and by the Secretary of War, it shall not be lawful to deviate from such plans, either before or after completion of the struc- ture, unless the modification of such plans has previously been submitted to and received the approval of the Chief of Engineers and of the Secretary of War. Section 2. That any bridge built in accord- ance with the provisions of this Act shall be a lawful structure and shall be recognized and known as a post route, upon which no higher charge shall be made for the transmission over the same of the mails, the troops, and the muni- tions of war of the United States than the rate per mile paid for the transportation over any railroad, street railway, or public highway lead- ing to said bridge; and the United States shall have the right to construct, maintain and repair, without any charge therefor, telegraph and tele- phone lines across and upon said bridge and its approaches; and equal privileges in the use of said bridge and its approaches shall be granted to all telegraph and telephone companies. Section 3. That all railroad companies desir- ing the use of any railroad bridge built in accord- ance with provisions of this Act shall be entitled to equal rights and privileges relative to the passage of railway trains or cars over the same and over the approaches thereto upon payment of a reasonable compensation for such use; and in case of any disagreement between the parties in regard to the terms of such use or the sums 368 MEMORANDA REFERENCE MUNICIPAL BRIDGE to be paid all matters at issue shall be deter- mined by the Secretary of War upon hearing the allegations and proofs submitted to him. Section 4. That no bridge erected or main- tained under the provisions of this Act shall at any time unreasonably obstruct the free naviga- tion of the waters over which it is constructed, and if any bridge erected in accordance with the provisions of this Act shall, in the opinion of the Secretary of War, at any time unreasonably obstruct such navigation, either on account of in- sufficient height, width of span, or otherwise, or if there be difficulty in passing the draw open- ing or the draw-span of such bridge by rafts, steamboats, or other water craft, it shall be the duty of the Secretary of War, after giving the parties interested reasonable opportunity to be heard, to notify the persons owning or control- ling such bridge to so alter the same as to ren- der navigation through or under it reasonably free, easy, and unobstructed, stating in such no- tice the changes required to be made, and pre- scribing in each case a reasonable time in which to make such changes, and if at the end of the time so specified the changes so required have not been made, the persons owning or controlling such bridge shall be deemed guilty of a violation of this Act ; and all such alterations shall be made and all such obstructions shall be removed at the expense of the persons owning or operating said bridge. The persons owning or operating any such bridge shall maintain, at their own expense, such lights and other signals thereon as the Sec- retary of Commerce and Labor shall prescribe. If the bridge shall be constructed with a draw, then the draw shall be opened promptly by the persons owning or operating such bridge upon reasonable signal for the passage of boats' and other water craft. If tolls shall be charged for the transit over any bridge constructed under the provisions of this Act, of engines, cars, street cars, wagons, carriages, vehicles, animals', foot passengers, or other passengers, such tolls shall be reasonable and just, and the Secretary of War may, at any time, and from time to time, pre- scribe the reasonable rates of toll for such transit over such bridge, and the rates so prescribed shall be the legal rates and shall be the rates demanded and received for such transit. Section 5. That any persons who shall fail or refuse to comply with the lawful order of the Secretary of War or the Chief of Engineers, made in accordance with the provisions of this Act, shall be deemed guilty of a violation of this Act, and any persons' who shall be guilty of a violation of this Act shall be deemed guilty of a misdemeanor and on conviction thereof shall be punished in any court of competent jurisdiction by a fine not exceeding five thousand dollars, and every month such persons shall remain in de- fault shall be deemed a new offense and subject such persons' to additional penalties therefor; and in addition to the penalties above described the Secretary of War and the Chief of Engineers may, upon refusal of the persons owning or con- trolling any such bridge and accessory works to comply with any lawful order issued by the Sec- retary of War or Chief of Engineers in regard thereto, cause the removal of such bridge and accessory works at the expense of the persons owning or controlling such bridge, and suit for such expense may be brought in the name of the United States against such persons, and recov- ery had for such expense in any court of com- petent jurisdiction; and the removal of any struc- tures erected or maintained in violation of the provisions of this Act or the order or direction of the Secretary of War or Chief of Engineers' made in pursuance thereof may be enforced by injunction, mandamus, or other summary proc- ess, upon application to the Circuit Court in the district in which such structure may, in whole or in part, exist, and proper proceedings to this end may be instituted under the direction of the Attorney-General of the United States at the re- quest of the Secretary of War; and in case of any litigation arising from any obstruction or alleged obstruction to navigation created by the construc- tion of any bridge under this Act, the cause or question arising may be tried before the Circuit Court of the United States in any district which any portion said obstruction or bridge touches. Section 6. That whenever Congress shall here- after by law authorize the construction of any bridge over or across any of the navigable waters of the United States, and no time for the com- mencement and completion of such bridge is named in said Act, the authority thereby granted MEMORANDA REFERENCE MUNICIPAL BRIDGE 369 shall cease and be null and void unless the actual construction of the bridge authorized in such Act be commenced within one year and com- pleted within three years from the date of the passage of such Act. Section 7. That the word "persons" as used in this Act shall be construed to import both the singular and plural as, the case demands, and shall include municipalities, quasi municipal corporations, corporations, companies, and asso- ciations. Section 8. That the right to alter, amend, or repeal this Act is hereby expressly reserved as to any and all bridges which may be built in accordance with the provisions of this Act, and the United States shall incur no liability for the alteration, amendment, or repeal thereof to the owner or owners or any other persons interested in any bridge which shall have been constructed in accordance with its provisions. Approved, March 23, 1906. Exhibit V. "Ordinance No. 22674. An ordinance declaring the result of the special election called by ordinance number twenty-two thousand three hundred and sixty-six, held on June twelfth, nineteen hundred and six, and directing the issue of bonds of the City of St. Louis in the sum of eleven million two hundred thousand dollars, as authorized by the vote of said election. Be it ordained by the Municipal Assembly of the City of St. Louis, as follows : Section 1. It is hereby declared by the Munici- pal Assembly of the City of St. Louis that the result of the special election duly called and held on June twelfth, nineteen hundred and six, pur- suant to the call of ordinance number twenty- two thousand three hundred and sixty-six, was the assent duly and lawfully given of more than two-thirds of the qualified voters of the City of St. Louis voting at said election to each of the nine separate propositions for increasing the bonded debt of the City of St. Louis, as set forth in said ordinance, aggregating eleven mil- lion two hundred thousand dollars. Section 2. The Mayor and Comptroller are hereby authorized and directed to issue eleven thousand two hundred bonds of the City of St. Louis in the denomination of one thousand dollars each, in accordance with the provisions of this ordinance. Said bonds and the coupons attached thereto shall be made payable to the bearer in United States' gold coin in the City of New York, or if he so elects, in the City of London, England, in pounds sterling, at the rate of four dollars eighty-six cents six and one-half mills, and at such place therein as the Mayor and Comptroller may determine. Said bonds shall bear some convenient date or dates to be deter- mined by the Mayor and Comptroller from time to time, as installments of bonds' are issued. The par value of each bond shall bear interest at the rate of per centum per annum, payable semi-annually, and said interest shall be repre- sented by semi-annual coupons attached to said bonds. The principal of said bonds shall be payable twenty years from their date and both principal and interest shall be payable in gold coin of the United States of the present standard of weight and fineness, or in pounds sterling in London, as above provided. Section 3. Said bonds shall be engraved and shall be signed by the Mayor, Comptroller and Treasurer of the City of St. Louis who are in office at the date of the delivery of said bonds, and attested by the Register with the seal of the City of St. Louis thereto affixed, and shall in all respects be numbered and registered as other city bonds. The name of the City Treasurer who is such officer at the date of said bonds may be engraved on the coupons and no change in the person holding the office of City Treasurer shall make it necessary to change the name of the City Treasurer which is thus engraved on the coupons. Said bonds shall contain a provision that they may, at the option of the holder, be exchange- able for registered bonds. Said bonds shall be in substantially the following form : (Form of bonds.) St. Louis Public Building and Public Im- provement Bonds, City of St. Louis, United States of America, State of Missouri. One Thou- sand Dollars — Number — City of St. Louis — Num- ber — One Thousand Dollars — Knozv All Men by Presents, That the City of St. Louis, in the State of Missouri, for value received, acknowledges itself indebted and promises to pay to James Y. 370 MEMORANDA REFERENCE MUNICIPAL BRIDGE Player, Comptroller of said city or bearer — Nine- teen Hundred and Twenty , the sum of one thousand dollars, with interest thereon at the rate per centum per annum, payable semi- annually, on presentation and surrender of the proper interest coupons hereto attached as they respectively become due, both principal and interest being payable in gold coin of the United States of America of the present standard weight and fineness, at the National Bank of Commerce, in the City and State of New York, or at the option of the holder at the office of the National Bank of Scotland, Limited, Thirty-seven, Nicolas Land, London, England, in sterling of the present standard weight and fineness, at the rate of four dollars eighty-six cents six and one-half mills per pound sterling. This bond is issued under and pursuant to the Constitution of the State of Missouri, including among others, sections twelve of article ten of the said Constitution, as amended by an amendment duly adopted by vote of the qualified voters of said State at an election held November fourth, Nineteen hundred and two, and duly proclaimed by the Governor, at which election a majority of the votes cast within the said State voting for and against said amend- ment was in favor of its adoption, and is also issued under and pursuant to the laws of the State of Missouri, including among others Sec- tion Twenty-six of Article Three of the Charter of said City of St. Louis, and Article Thirteen, Chapter Ninety-one, Revised Statutes of Mis- souri of Eighteen Hundred and Ninety-nine, and amendments thereto, and ordinances' of said City, Number Twenty-two Thousand Three Hundred and Sixty-six, approved April third, Nineteen Hundred and Six, and number ap- proved Nineteen Hundred and and assent thereto duly given of more than two- thirds of the qualified voters of said city voting at the special election held on the twelfth day of June, Nineteen Hundred and Six, as called by said ordinance, and other proceedings of the corporate authorities of said city duly had and adopted. It is hereby certified, recited and de- clared that all acts, conditions and things required to be done, happen and be performed precedent to and in the issuance of this bond have been done, happened and been performed in regular and due form and manner as required by law, and that this bond, together with all the other indebtedness of said city, does not exceed any limitation prescribed by the Constitution or Statutes of said State or Charter of the city, and that due provisions have been made for the col- lection of an annual tax sufficient to pay the interest on this bond as it falls due, and also to constitute a sinking fund for payment of the principal thereof at maturity and, that the faith and credit of said city are inviolably pledged for the punctual payment of the principal and inter- est of this bond. This bond is exchangeable for a registered bond for a like amount, or is ex- changeable, with other bonds of this issue, for registered bonds in multiples of one thousand dollars. In witness whereof, this 1 bond is signed by the Mayor, Comptroller and Treasurer of said City of St. Louis, and attested by the Register of said city, and the corporate seal of said city attached, and this bond is dated Nineteen Hundred and Mayor Comptroller City Treasurer Attest : City Register. Reg- istered Bond Book Number .-...., Page _ (Form of Coupon), St. Louis Public Buildings and Public Improvement Bonds. Num- ber $ The City of St. Louis', Mis- souri, will pay to the bearer dollars at the National Bank of Commerce in the City and State of New York, in gold coin of the United States of America of the present standard weight and fineness, or at the option of the holder at the office of the National Bank of Scotland, Limited, London, England, in sterling of the present standard and weight and fineness, at the rate of four dollars eighty-six cents six and one- half mills per pound sterling, on the first day of , Nineteen Hundred , being six months' interest then due on Public Buildings and Public Improvement Bond of said City, dated Nineteen Hundred and Number City Treas- urer. The rate of interest per annum which the said bonds shall bear shall be such rate not exceeding four per centum per annum as the Mayor and Comptroller shall determine and cause to be inserted in the said bonds, and the MEMORANDA REFERENCE MUNICIPAL BRIDGE 371 blank in the above form of coupon as to the amount of such coupon shall be filled accord- ingly. Section 4. The Ma)--or and Comptroller shall sell said bonds for the best obtainable price, either at public or private sale, as they may deem most expedient. The Comptroller of the City of St. Louis shall deliver said bonds to the pur- chaser thereof on receipt of the purchase money or certified check therefor, payable to the order of the City of St. Louis, and the proceeds of the sale of said bonds shall be paid by the Comp- troller into the City Treasury ; but no bonds shall be sold for less than par, plus the interest accrued to date of delivery thereof on the unmatured coupon first to become due and attached thereto. Said bonds may be sold at such times and in such amounts as the Mayor and Comptroller may find expedient or necessary to meet the needs or obligations of the city in connection with the respective purposes for which said bonds are issued. The purchaser of the bonds' shall not be bound to see to the application of the purchase price of the bonds. All bonds sold, with a stipu- lation providing for delivery at a date subsequent to the date on the bonds shall, prior to delivery, have all matured coupons removed therefrom and canceled. Section 5. Said bonds shall have engraved thereon the words' "Saint Louis Public Building and Public Improvement Bonds" and shall be numbered consecutively from one to eleven thou- sand two hundred, both inclusive. The bonds and the proceeds from the sale of the respective bonds shall be used exclusively for the following separate purposes, to-wit : One : Bonds num- bered from one to thirty-five hundred, both inclu- sive, (three million five hundred thousand dol- lars), and the proceeds from the sale thereof, shall be used for the construction and mainte- nance of a Municipal Bridge for public use by railroads, street cars, vehicles of all kinds and pedestrians over and across the Mississippi River, and for the purchase of land to be used for approaches thereto. Two : Bonds numbered from thirty-five hundred and one to forty-three hundred, both inclusive, (eight hundred thousand dollars) and the proceeds from the sale thereof, shall be used for the construction, reconstruction and extension of hospitals and the purchase of sites for the same. Three : Bonds numbered from forty-three hundred and one to fifty-three hundred, both inclusive, (one million dollars) and the proceeds from the sale thereof, shall be used for the construction, reconstruction and extension of and additions to the Insane Asylum, and for the purchase of sites for the same. Four : Bonds numbered from fifty-three hun- dred and one to fifty-five hundred and thirty, both inclusive, (two hundred and thirty thousand dollars) and the proceeds from the sale thereof, shall be used for the construction, reconstruction and extension of buildings for the Fire Depart- ment and the purchase of sites for said buildings. Five : Bonds numbered from fifty-five hundred and thirty-one to seventy-five hundred and thirty, both inclusive, (two million dollars) and the proceeds from the sale thereof, shall be used for the construction, reconstruction and extension of a building or buildings for jails, civil, criminal and other courts, police headquarters, health department headquarters, and the purchase of sites for the same. Six : Bonds numbered from seventy five hundred and thirty-one to eighty-five hundred and thirty, both inclusive, (one million dollars) and the proceeds from the sale thereof, shall be used for the construction, reconstruction and extension of bridges and viaducts within the city, and the purchase of lands for such pur- poses. Seven : Bonds numbered from eighty- five hundred and thirty-one to ninety hundred and thirty, both inclusive, (five hundred thousand dollars) and the proceeds from the sale thereof, shall be used for establishing, opening and con- sructing Kingshighway boulevard, to meet that portion of the cost and expense which under the laws of the State of Missouri and the Charter of the City of St. Louis, said City is required to pay. Eight : Bonds numbered from ninety hundred and thirty-one to ten thousand five hun- dred and thirty, both inclusive, (one million five hundred thousand dollars) and the proceeds from the sale thereof, shall be for the construc- tion, reconstruction and extension of public sewers and the purchase of land therefor. Nine : Bonds numbered from ten thousand five hundred and thirty-one to eleven thousand two hundred, both inclusive, (six hundred and sev- 372 MEMORANDA REFERENCE MUNICIPAL BRIDGE enty thousand dollars), and the proceeds from the sale thereof, shall be used for the construc- tion and laying out of public parks and squares and purchase of land thereof. The proceeds arising from the sale of bonds for each of said separate purposes shall be kept separate and distinct, and such proceeds shall be used for the specific purpose herein prescribed, and for no other purpose; provided, that if the sum voted and herein provided for any one or more of the above purposes should prove more than sufficient, or if it is finally judicially determined that the sum voted for any one of the above purposes can not be used for such purpose, then such sum or such excess shall be placed to the credit of the general sinking fund of the said City of St. Louis. And no judicial determination in respect of any one or more of such purposes shall invali- date this ordinance or effect any other of such purposes or any other provision of this ordinance, or the bonds issued for any other purpose. Section 6. An annual tax shall be levied suf- ficient to provide for the payment of the interest on said bonds and sufficient also to provide a sinking fund to meet the principal of said bonds at their maturity, as required by law. The faith and credit of the city are hereby inviolably pledged to each holder of said bonds for the punctual payment of the principal and interest of said bonds', and the provisions of this ordi- nance shall constitute a contract with the holder of such bonds and shall be irrepealable while svich bonds remain outstanding and unpaid. Approved Nov. 26, 1906. Exhibit VI. Ordinance; No. 23315. An ordinance to locate the Municipal Bridge across the Mississippi River. Whereas, by act of Congress of June twenty- fifth, nineteen hundred and six, the City of St. Louis was authorized to construct a bridge across the Mississippi River; and whereas, The City of St. Louis is, by the Statutes of the State of Missouri, and the Charter of the City of St. Louis, authorized to construct said bridge and to borrow money and to issue nego- tiable bonds therefor; and, whereas, At an election called in pursuance of Ordi- nance Number Twenty-two Thousand Three Hundred and Sixty-six, the voters of the City of St. Louis by an overwhelming majority voted to borrow money and to issue bonds for the pur- pose of constructing and maintaining a municipal bridge ; and whereas, The Supreme Court of the State of Missouri, in an action questioning the validity of the said bonds, has' affirmed their validity; and, whereas, A joint committee of the two houses of the Municipal Assembly, after a thorough investiga- tion of possible sites, have reported in favor of the location of the western end of said bridge at or near Chouteau avenue, and whereas the said two houses approved said report ; now, therefore, Be it ordained by the Municipal Assembly of the City of St. Louis, as follows : Section One. The western terminus of the Municipal Bridge provided for by Ordinance Number Twenty-two Thousand Three Hundred and Sixty-six, shall, subject to the approval of the proper authorities of the United States Gov- ernment, be located at or near Chouteau avenue on the western bank of the Mississippi River, and the eastern terminus at some convenient point of the eastern bank opposite or nearly oppo- site Chouteau avenue. This bill, viz.: "Council Bill No. 175. An ordinance to locate the Municipal Bridge across the Mississippi River," vetoed by the Mayor, November 22d, 1907, passed by the Council November 22d, 1907, the objections of the Mayor thereto notwithstanding by the following vote : Ayes' — 9. Noes — 3. Absent — 0. Vacancy — 1. H. A. Forman, President of the Council. Attest : George; F. Mockle;r, Secretary of the Council. This bill, viz. : "Council Bill No. 175. An ordi- nance to locate the Municipal Bridge across the Mississippi River," vetoed by the Mayor, No- vember 22d, 1907, passed by the House of Dele- gates, the objections of the Mayor thereto notwithstanding, by the following vote : Ayes — 25. Noes— 0. Absent— 3. Isaac Conran, Speaker, House of Delegates. Attest: Thos. J. Leonard, Clerk, House of Delegates. MEMORANDA REFERENCE MUNICIPAL BRIDGE 373 St. Louis, Mo., November 23, 1907. I hereby certify that at 10:02 o'clock a. m., this day, I received from George F. Mockler, Secretary of the Council, this bill which is known as Council Bill Number 175, and which I now number as Ordinance Number 23315. Patrick J. Regan, City Register. Exhibit VII. Ordinance No. 25979. An ordinance authorizing and fixing the loca- tion of the railroad approach of the western approach of the Municipal Bridge, from a point in the west line of Broadway, where the same intersects the railroad approach located on the one hundred foot right-of-way, condemned under authority of Ordinance Number Twenty- four Thousand Four Hundred and Fifty-six, to a point in the center line of Gratiot street, to the east line of Twenty-third street, produced. Whereas, a joint committee of the two Houses of the Municipal Assembly, appointed to recom- mend a proper location to the Municipal Bridge, have reported in favor of connecting said rail- road approach located on the one hundred foot strip of land condemned for the western approach of the Municipal Bridge at a point in the west line of Broadway, twenty and eight-tenths feet north of the north line of Papin street, and thence in a northwestwardly direction, so as to have the center line of the railroad approach strike the center line of Gratiot street at a point about thirty-seven feet east of the east line of Eighth street; thence to continue westwardly along the center line of Gratiot street for a dis- tance of ten thousand six hundred and eighty- three feet to the east line of Twenty- third street, produced, and Whereas, the said two houses have approved said report. Now, therefore, Be it ordained by the Municipal Assembly of the City of St. Louis, as follows : Section One. One of the railroad approaches of the western approach of the Municipal Bridge shall be located as follows: The center line of said railroad approach to begin at a point in the west line of Broadway, twenty and eight-tenths feet north of the north line of Papin street (which point is in the center line of the railroad tracks located on the right-of-way appropriated and condemned under authority of Ordinance Number Twenty-four Thousand Four Hundred and Fifty-six) ; thence running northwestwardly in a straight line thirty-six and five-tenths feet more or less, to a point twenty-nine feet north of the north line of Papin street and thirty-five feet west of the west line of Broadway, both distances being measured at right angles to said streets, thence along a curve to the right, having a radius of six hundred and thirty-seven feet, to a point distant one hundred and twenty feet north of the north line of Papin street and twenty-nine feet east of the east line of Sixth street, both dis- tances being measured at right angles to said streets, thence northwestwardly on a straight line a distance of three hundred and sixty-three and five tenths feet more or less, to a point distant fifty-nine feet east of the east line of Seventh street and eighty-one and five-tenths feet south of the south line of Gratiot street, both disances being measured at right angles' to said streets, thence along a curve, to the left, having a radius of six hundred and thirty-seven feet east of the east line of Eighth street, produced, thence run- ning westwardly along, over, under and across Gratiot street, with two or more tracks, ten thousand six hundred and eighty-three feet to the east line of Twenty-third street, produced. Approved July 17, 1911. Exhibit VIII. Ordinance No. 29501. An ordinance prescribing the terms and regu- lations under which railroads, terminal railroads, street railways and interurban railroads, either steam, electric or otherwise, may use the Munici- pal Bridge and providing compensation therefor ; providing for the issuance of licenses therefor; and defining the St. Louis traffic zone and pre- scribing regulations as to traffic and rates for traffic therein and moving over the Municipal Bridge ; creating a commission to be known as the Municipal Bridge Commission and defining the duties and powers of the commission ; repeal- ing Ordinance Number Twenty-six Thousand Five Hundred and Ninety-two, approved July Thirteenth, Nineteen Hundred and Twelve, and 374 MEMORANDA REFERENCE MUNICIPAL BRIDGE Ordinance Number Twenty-eight Thousand Eight Hundred Fourteen, approved April Twenty-seventh, Nineteen Hundred and Sixteen. Be it ordained by the City of St. Louis as follows: Section One. Wherever used in this ordinance the words, "Municipal Bridge" shall mean the Municipal Bridge, the approaches' thereto owned by the City of St. Louis, the equipment thereof and appurtenances thereto ; and wherever the word "Railroad" is used in the ordinance, it shall be construed to mean any corporation or person owning or operating any railroad, terminal rail- road, street railroad or interurban railroad, either steam, electric or otherwise. Section Two. There is hereby created a com- mission, to be known as the Municipal Bridge Commission, which shall perform such duties' and exercise such authority as in this or any subsequent ordinance prescribed, and which shall consist of the Mayor, the President of the Board of Aldermen, the Comptroller, the Director of Streets and Sewers and the Director of Public Utilities of the City of St. Louis', who shall serve as Municipal Bridge Commissioners, without pay other than that received by them for the per- formance of the duties imposed upon them re- spectively in connection with their offices. Section Three. The Director of Public Utili- ties is and shall be charged with the care, regu- lation and control of the physical property of the Municipal Bridge, and the operation of the same ; and, subject to such general regulations as may from time to time be adopted by the Municipal Bridge Commission, he shall make and enforce such rules and regulations for the hauling and movement of traffic over and upon the said bridge and approaches as he may from time to time deem necessary or proper for the interests of the public and for the commerce of St. Louis. Section Four. Any railroad or other common carrier of passengers or freight may make use of the Municipal Bridge, and may operate trains or cars over and upon the same after application to the Municipal Bridge Commission, and upon the issuance by the said Commission of a license therefor, and upon the payment of such compen- sation as may be required by ordinance, or fixed by the Secretary of War of the United States of America. Each such license shall contain a provision that it is issued to the applicant upon the condition, and upon the express 1 agreement of the applicant, that it will observe and faithfully obey the provisions of this and all other ordi- nances of the City of St. Louis, and all rules and regulations which may be established for the use of the said bridge. No railroad shall be allowed to use the Municipal bridge without such a license. Section Five. No license to use the Municipal Bridge shall be issued for any stated term or period. Section Six. No license for the use of the Municipal Bridge shall be assigned, either by voluntary or involuntary conveyance, nor trans- ferred nor made use of by any other than the railroad, terminal railroad, street railroad, or interurban railroad, either steam, electric or otherwise, to which it was originally issued. Section Seven. As a condition precedent to receiving a license to use the Municipal Bridge, any railroad, terminal railroad, street railroad, or interurban railroad, either steam, electric or otherwise, desiring such license, shall execute and file in the office of the Register a written acceptance of the terms of this ordinance, and an agreement to comply with the same and with all future ordinances, rules and regulations which may be adopted by the said city ; and shall also file with the Register a penal bond to the City of St. Louis in the sum of not less than twenty- five thousand dollars nor more than one hundred thousand dollars as may be determined in each case by the Municipal Bridge Commission, with a surety or sureties to be approved as to the form of the bond, by the City Counselor and, as to the sufficiency thereof, by the Comptroller, of the City of St. Louis, conditioned for the faithful performance by it of each and all of the provi- sions of this ordinance, and of all other ordi- nances, rules and regulations of the City of St. Louis, now in force, or which may hereafter be enacted or made, and to hold the City of St. Louis harmless from any and all loss or damage, suits, judgments, costs and expenses occasioned directly or indirectly by the fault, default, negli- gence, damage to persons or property, or mis- carriage of such railroad, terminal railroad, street MEMORANDA REFERENCE MUNICIPAL BRIDGE railroad, or interurban railroad, either steam, electric or otherwise, in the use of the Municipal Bridge. Provided, however, that if any railroad, terminal railroad, street railroad or interurban railroad shall deem unsatisfactory and desire not to accept any additional conditions which may be imposed by ordinance or otherwise, said railroad shall be permitted to relinquish its license and thereupon its bond shall be cancelled as soon as all obligations thereunder shall have been dis- charged and thereupon said railroad shall immedi- ately cease to use the bridge. Section Eight. Every license shall be in ac- cordance with the provisions of this ordinance, and shall bear the signature of a majority of the members of the Municipal Bridge Commission. The form of such license and of the acceptance thereof shall be determined by the Municipal Bridge Commission. Section Nine. For the purpose of this ordi- nance, territory embraced within the corporate limits of the City of St. Louis, in the State of Missouri, and within the corporate limits of the City of East St. Louis, in the State of Illinois, shall be considered as one traffic zone, to be known, as the "St. Louis Traffic Zone." The passenger rates of any railroad using the Mu- nicipal Bridge shall be such that the fare from any point outside of said traffic zone shall be the same to all points reached by its passenger cars inside of said traffic zone ; and the fare to any point outside of said traffic zone shall be the same from all points within said traffic zone. The freight and express rates of any railroad vising the Municipal Bridge shall be such that the charge on any given commodity or class of freight or express matter from any point outside of said traffic zone shall be the same to all points reached by its lines within the said zone ; and the freight or express rates to any point outside of said traffic zone shall be the same from all points within the said traffic zone. No railroad using the Municipal Bridge shall charge more than five cents for carrying a passenger from any point within the said traffic zone to any other point within said zone, provided that children under twelve years of age, and over five years of age, shall be charged not more than two and one-half cents, and children under five years of age shall ride free. No railroad using the Mu- nicipal Bridge shall make other charges for intra- zone freight or express matter passing over the Municipal Bridge than shall be fixed from time to time by the City of St. Louis through properly constituted authorities, or by the Secretary of War, acting under authority of the Act of Con- gress, approved March Twenty-third, Nineteen Hundred and Six. By the words "intra-zone traffic," as herein used, is meant traffic whose points' of origin and destination are both within the St. Louis traffic zone, provided that if any such railroad connect with and operate over the tracks of any terminal railroad, then such terminal railroad shall be treated and considered as a terminal agent of said connecting railroad, and the tracks of such terminal railroad shall be treated and considered as the lines of said connecting railroad for the purpose of securing the sameness of rates on passengers, freight and express, as herein pro- vided. Section Ten. No railroad having a license to use the Municipal Bridge shall make use of said bridge in the transportation of passengers, freight or express matter for any other corporation or individual engaged in the forwarding or trans- portation of passengers, freight or express mat- ter, if the charges or rates for such passengers, freight or express matter shall, in effect, either ' directly or indirectly, violate the provisions of this ordinance. Section Eleven. For the purpose of affording to any other railroad access to and passage across, and from the said Municipal Bridge, any railroad which may have obtained a license to use the Municipal Bridge shall allow such other railroad to use, jointly with it, its tracks or any part thereof, and also its trolley wires and electric power, if so desired, in both the City of St. Louis, in the State of Missouri, and the City of East St. Louis, in the State of Illinois, and also to a point two miles beyond the limit of each of said cities, respectively, if the tracks of the said company extend beyond such city limits ; pro- vided that any company so desiring to use such tracks shall also first have obtained from the said Municipal Bridge Commission a license to use the said bridge. Charges for the use of such 376 MEMORANDA REFERENCE MUNICIPAL BRIDGE tracks, trolley wires and electric power shall be upon a "wheelage basis," that is, in proportion to the number of locomotives and cars of all kinds passing over the tracks in question ; shall be determined annually by authorized officers of the proprietary line and the using line or lines (sub- ject to the verification and approval of the said Municipal Bridge Commission, and subject also to the approval of the Secretary of War of the United States of America, in cases of appeal to him) ; and shall be payable at such times as' may be agreed upon. The use of such tracks, wires and power shall be governed by rules and regulations to be agreed upon by such railroad and the railroad desiring to use its tracks. In case the railroad owning or controlling the tracks and the railroad desiring to use the same are unable to agree upon the amount of the com- pensation, based upon the number of locomotives and cars of all kinds, for such use or for the use of trolley wires and electric power, or are unable to agree upon the rules and regulations governing the joint use thereof, as aforesaid, then each party shall appoint an arbitrator, and these two shall appoint a third arbitrator, who shall investigate the facts and decide the ques- tions submitted, and the parties to the contro- versy shall abide by the decision of a majority of the arbitrators'. In case there is an undue delay or neglect on the part of either of the parties appointing an arbitrator, or in the selec- tion of a third arbitrator by the two selected by the parties, or any unreasonable delay in the decision of the arbitrators when appointed, then either of the parties may appeal to the Municipal Bridge Commission to determine the compensa- tion as aforesaid, and to determine also the rules and regulations for the use of the tracks, trolley wires or electric power, and the decision of the Commission therein shall be final and binding. Providing, that it is not intended by this section that any railroad which shall have been granted a license to use the said bridge, shall be under obligation to permit any other railroad company to use its tracks for traffic originating on or destined to points on the track or tracks of such railroad (including any switches or sidings con- nected therewith) ; nor for any traffic which does ; not cross the Municipal Bridge. Section Twelve. It being the duty of the City of St. Louis to maintain and operate the Munici- pal Bridge, every railroad using either deck of said bridge shall pay such reasonable compen- sation therefor as may hereafter be prescribed by ordinance of the city, and also such additional compensation as may, by ordinance, be charged any such railroad, having a license therefor, for the privilege of transporting over the said bridge passengers, freight or express matter received by it from any other railroad company at any point within the St. Louis traffic zone, or deliv- ered to it within or without said zone, by any belt or terminal railroad receiving the same from the railroad having a terminus within said zone, to be carried over the Municipal Bridge, in con- tinuation of the transportation of said other rail- road's business' across said bridge. Section Thirteen. The Comptroller of the City of St. Louis shall have charge of the keeping of the accounts between the city and the railroads using the bridge, and shall prepare and render to such railroads statements of such accounts. It shall also be his duty to see that all charges or penalties are properly paid to the city. For the purpose of the keeping of proper accounts and the making of proper charges, the Comp- troller and his duly authorized representatives shall, at all proper times, have access to the books and records of railroads having licenses to use the Municipal Bridge. Section Fourteen. All the funds collected as payment for the use of the Municipal Bridge, or received as the result of fines or penalties against the companies, firms or individuals having licenses to use the bridge shall be placed in a separate fund, which shall be used exclusively, First, to pay the operating and maintenance expense of the bridge; Second, for the payment of interest on Municipal Bridge bonds ; and Third, for payment and retirement of said bonds. Section Fifteen. It shall be the duty of the Municipal Bridge Commission to take cognizance of all violations or evasions of the provisions of this ordinance, and of the rules and regulations governing the use of the bridge, either by ship- pers or by railroads, terminal railroads, street railroads, or interurban railroads, either steam, electric or otherwise, using the Municipal Bridge. MEMORANDA REFERENCE MUNICIPAL BRIDGE 177 And it shall be the duty of the said railroads to aid the city in the prevention of any violation or evasion thereof by shippers by adopting and maintaining such shipping or billing regulations as may be determined upon by the Municipal Bridge Commission. Section Sixteen. Each Commissioner is hereby authorized and empowered to administer oaths and affirmations in matters incident or belonging to the exercise of the duties or powers of the Commission, and the Municipal Bridge Commis- sion is hereby empowered to require, by subpoena, the attendance and testimony of witnesses, and the production of books, papers and documents in any hearing or investigation conducted by the said Commission in respect to any matter or thing pertaining to freight or passenger traffic destined for or originating in or passing through the City of St. Louis, or the said St. Louis traffic zone. Section Seventeen. The Municipal Bridge Commission may make rules for its guidance and procedure under the provisions of this ordinance, and may regulate the mode and manner of pro- cedure in all investigations and hearings before it. And the said Commission may employ such experts and other persons as in its judgment may be necessary to carry out the provisions of this ordinance, and shall, subject to ordinance, fix their compensation. Section Eighteen. If, after a hearing or inves- tigation, the Municipal Bridge Commission, or a majority thereof, shall find that any railroad, terminal railroad, street railroad or interurban railroad, either steam, electric or otherwise, having a license to use the Municipal Bridge, shall have been guilty of any violation of the provisions of this ordinance, or of the rules and regulations for the use of the bridge, the said Commission may suspend or revoke the license of such railroad, terminal railroad, street rail- road, or interurban railroad, either steam, electric or otherwise. But no license shall be revoked unless such railroad, terminal railroad, street railroad, or interurban railroad, either steam, electric or otherwise, shall first have been given at least twenty days' notice in writing, prior to such hearing or investigation by delivery thereof to any office of such railroad, terminal railroad, street railroad, or interurban railroad, either steam, electric or otherwise, in the City of St. Louis, to any officer of such railroad, or to any person in charge of such office, or by posting of such notice on some conspicuous part of the Munipical Bridge, or in any other manner which may hereafter be prescribed by ordinance. Section Nineteen. Any refusal or neglect of any railroad, terminal railroad, street railroad, or interurban railroad, either steam, electric or otherwise, to pay any bridge charges as assessed by the City, for a period of ninety days, shall be cause for revocation or suspension by the Mu- nicipal Bridge Commission of its license to use said bridge. Section Twenty. The Municipal Bridge Com- mission shall, from time to time, and as it may deem necessary or proper, report to the Board of Aldermen, for passage or rejection by it, bills or proposed ordinances providing other and further penalties for violations of the provisions of this or other ordinance relative to the Munici- pal Bridge, or of the rules and regulations which may be prescribed by the said Commission. Section Twenty-one. Nothing in this ordi- nance, nor in any contract or agreement between any two or more railroads which may hereafter be entered into under the provisions hereof, shall be understood or construed as constituting a waiver of or bar to the right of any railroad to obtain direct connections' between its tracks and the City's present approaches, to said bridge, or any extension or extensions thereof. And noth- ing in this ordinance contained shall be construed as waiving the right of the City of St. Louis, as the agent of the government of the United States of America, pursuant to the Act of Congress aforesaid, approved June Twenty-fifth, Nineteen Hundred and Six, or any other law, to construct, extend, maintain and operate approaches to the said bridge, in the States of Illinois and Missouri, additional to or in extension of the approaches now existing and in process of construction. Section Twenty-two. Ordinance Number Twenty-six Thousand Eive Hundred and Ninety- two, entitled "An ordinance to fix the terms and regulations under which railroads, street rail- roads', and interurban railroads shall be permitted to use the Municipal Bridge ; placing the care, 378 MEMORANDA REFERENCE MUNICIPAL BRIDGE regulation and control of said bridge under the street commissioner with respect to said bridge," jurisdiction of the street commissioner; author- approved July Thirteenth, Nineteen Hundred and izing the street commissioner to make and en- Twelve; and Ordinance Number Twenty-eight force rules for the operation of traffic thereon ; Thousand Eight Hundred and Fourteen, entitled, and creating a commission, consisting of the "An ordinance in revision of Ordinance Number Mayor, Comptroller and Street Commissioner of Twenty-six Thousand Five Hundred and Ninety- the City of St. Louis, and placing the regulation two, relating to the Municipal Bridge," approved and control of the use of said bridge under the April Twenty-seventh, Nineteen Hundred and jurisdiction of said commission; defining the Sixteen, are hereby repealed, duties and powers of the commission and the Approved Feb. 21st, 1917. m BBSS m8sMs^ aiiililili §»? ■■:>'■■'■■■.'•...■'■'>■•''■ ■,:,'•:•.:.::• m ■ •■-••'■-'■■.-■■ -'''■'■' • '':'■:'":. 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