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Encyclopedia of the History of Missouri:
The Encyclopedia of the History of Missouri was edited by Howard L. Conrad and published by the Southern History Company, of New York, Louisville, and St. Louis, in 1901. The following articles have been copied from this book.
This article, "Railroads", is shown on its own page because of its length.
Note: The original article consists of three massive paragraphs with the items in the various lists all run together to form a single massive sentence. I've added some extra paragraph breaks and applied some formatting to the several lists of railroads and lines to make them easier to read. The article is otherwise unchanged.
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Railroads. The honor of a first railroad belongs to a track five miles in length laid from Richmond to a point on the Missouri River opposite Lexington, some time between 1849 and 1851. It was made entirely of timber, the rails being of sawed oak and the cross ties of hewed oak, and it cost $1,500 per mile. It was operated by horse power. The builder was J. R. Allen. History is silent about the financial features of the enterprise, but it deserves to be put on record along with the name of its builder as the beginning of a new system of transportation in the State. A little later a similar road was graded from Independence to the Missouri River, three miles, but the track was never laid.
Although iron railroad building did not begin in Missouri until the year 1851, railroad projecting preceded it by sixteen years. In 1836 a railroad convention composed of delegates from St. Louis, Lincoln, Washington, Cooper, Warren, St. Charles, Montgomery, Boone, Howard and Jefferson Counties was held in St. Louis. Samuel Merry was president, and among the delegates were John O'Fallon, Edward Tracy, Archibald Gamble, Joshua B. Brant, M. L. Clark, Joseph LaVeille, Thornton Grimsley, Henry S. Geyer, Henry Walton, Lewellyn Brown, Henry Von Phul, George H. McGunnegle, W. B. Ayres, Pierre Chouteau, Jr., and Hamilton R. Gamble, from St. Louis County; David Bailey, Hans Smith, Emmanuel Block, Benjamin W. Dudley and Dr. Bailey, of Pike County; J. H. Relfe, Philip Cole, John S. Brickey, Jesse H. McIlvane, Meyers H. Jones, James Evans and W. C. Read, of Washington County; Benjamin E. Ferry, N. W. Mack and William H. Trigg, of Cooper County; Carty Wells, Nathaniel Pendleton and Irwin S. Pitman, of Warren County; Edward Bates, Moses Bigelow, William Campbell and W. L. Overall of St. Charles County; M. M. Maughs, S. C. Ruby and Nathaniel Dryden, of Montgomery County; James W. Moss, John B. Gordon, John W. Keisker, David M. Hickman, James S. Rollins, William Hunter, R. W. Morris, of Boone County; John Bull, Alphonso Wetmore, Weston F. Birch, Joseph Davis, John B. Clark, T. Y. Stearns and John Wilson, of Howard County, and James McCutchen, of Jefferson County.
Resolutions were adopted favoring the construction of a railroad from St. Louis to Fayette, crossing the Missouri River at St. Charles and running through Warrenton, Danville, Fulton, and Columbia; also a railroad from St. Louis in a southwestern direction to the valley of Bellevue, in Washington County, so as to traverse the rich mineral region in that part of the State, and also a branch from the St. Louis and Bellevue road from some convenient point to the Meramec Iron Works in Crawford County, with a view towards its extension through Cooper County to Jackson County. James S. Rollins, Edward Bates and Hamilton R. Gamble were appointed a committee to draw up a memorial to Congress for a grant of public lands in aid of the proposed roads. At the session of the State Legislature that followed no fewer than eighteen railroads were chartered, most of them small local enterprises, whose names show how limited and diminutive were the railroad ideas of the day when compared with the vast scope of railroad connections of the present time. They were the:
Bailey's Landing Railroad, from Troy, in Lincoln County, to Bailey's Landing, fourteen miles, capital $50,000;
Carondelet & St. Louis Railroad, six miles, capital $100,000;
Florida & Paris Railroad, in Monroe County, ten miles, capital $100,000;
Hannibal, Paris & Grand River Railroad, from Hannibal through Florida, Paris, Huntsville, and Keytesville to Brunswick, 120 miles;
Liberty Railroad, from Liberty, in Clay County, to the Missouri River, five miles, capital $25,000;
Livingston & Independence Railroad, from Livingston on the Missouri River in Jackson County to Independence, six miles, capital $100,000;
Louisiana & Columbia Railroad, from Louisiana through Columbia to Rocheport, 110 miles, capital $1,000,000;
Marion City & Missouri River Railroad, from Marion City, on the Mississippi River in Marion County, through Palmyra, Marion College, New York, and New Franklin to Boonville, 120 miles, capital $600,000;
Mine La Motte & Mississippi Railroad, from Mine La Motte, in Madison County, to the Mississippi River, near Pratte's Landing, thirty-eight miles, capital $100,000;
Monticello & Lagrange Railroad, in Lewis County, twelve miles, capital $100,000;
Paynesville & Mississippi Railroad, from Paynesville to Jackson's Landing, in Pike County, six miles, capital $50,000;
Rocheport Railroad, from Rocheport to Columbia, thirteen miles, capital $150,000;
Mineral Railroad, from St. Louis through Potosi to Caledonia, in Washington County, 110 miles, capital $2,000,000;
St. Charles Railroad, from St. Charles to the Mississippi River opposite Grafton, twelve miles, capital $100,000;
Southwestern Railroad, from New Madrid to Commerce, forty miles, capital $200,000;
St. Louis Railroad, from St. Louis to the Missouri River, twenty one miles, capital $500,000; Southwestern Railroad, from Caledonia in Washington County through Iron Mountain, Mine La Motte and Jackson to Cape Girardeau, ninety miles, capital $1,000,000;
Washington & Ste. Genevieve Railroad, from Washington to Ste,. Genevieve, seventy five miles.
None of these railroads were ever built or even partially constructed. The population of Missouri at the time was only 260,000, and there was not enough money in the State to build one of the proposed roads. There were only about 1,000 miles of railroad in the United States, more than one-third in Pennsylvania, and the modern system of constructing railroads in the West with money obtained from the East, on bonds, had not then been devised, and it would not have availed if it had been, for the Eastern States did not have money enough to build their own proposed roads. But it was a time of universal projecting, speculating and anticipating; a railroad mania, the first of its kind, had spread over the country, and in chartering enterprises with so free a hand, the Missouri Legislature was only imitating the example of other States. It will be observed that the roads here proposed were intended to connect the chief towns with one another and with the nearest river points, and that the through traffic which constitutes so important a feature in railroad at this day had not been conceived.
Thirteen years later Missouri's great statesman, Thomas H. Benton, prophesied and proposed that railroad to the Pacific, which, at the time, seemed little more than a very daring thought, but which has since multiplied into many Pacific railways, and when another railroad mania seized the country, the Missouri Legislature projected the admirable system which, with completed connections, now traverses the State, and constitutes an important part of the vaster continental scheme of railways that connects the Atlantic and Pacific Oceans and the Northwest with the Gulf. This system was made up of five great lines -the Hannibal & St. Joseph, running across the State, east and west, from Hannibal, on the Mississippi River, to St. Joseph, on the Missouri; the North Missouri, running from St. Louis across the Missouri River at St. Charles, through the northeast section of the State to the Iowa border, with a branch through the counties north of the Missouri to the western border; the Pacific, running from St. Louis through the counties south of the Missouri River to the mouth of the Kansas River; the Southwest Branch, starting from Franklin on the Pacific and running through Rolla and Springfield to the southwest corner of the state; and the St. Louis & Iron Mountain, running from St. Louis south to the Iron Mountain, to be extended in due time to the Arkansas border. These five projected lines ultimately became the stems of systems of their own, or parts of other systems the Pacific, of the present Missouri Pacific system,; the Southwest Branch, of the present St. Louis & San Francisco system, the Iron Mountain of the present St. Louis, Iron Mountain & Southern system, the North Missouri of the Wabash system - West - and the Hannibal & St. Joseph, a part of the Chicago, Burlington & Quincy system. The state assisted all the roads with loans of its bonds, and in addition to this, three of them received grants of public lands - the Hannibal & St. Joseph, 600,000 acres; the Pacific 127,000 acres; and the Southwest Branch, 1,040,000 acres.
A beginning of iron railroad work in Missouri was made on the Pacific at St. Louis, on the 4th of July, 1850, Mayor L. M. Kennett throwing the first shovelful of earth. But the progress was slow, painful and beset with many difficulties, the chief of which was the scarcity of money. Railroad enterprises in other Western states were being prosecuted at the same time, and the demands for means far exceeded the resources of New York and other Eastern cities, and the bonds offered by the railroads had to be sold at an enormous discount. It was eighteen months after the commencement made on the Pacific before the first five mile section of that road was opened to Cheltenham, a suburb of St. Louis, and it was three years later still, and some time after the shocking accident at the Gasconade Bridge, that the opening to Jefferson City was made. The Hannibal & St. Joseph was the first road in the State to be completed, a fact which it owed to the indomitable energy of Robert M. Stewart and the admirable management of the Boston capitalists who had it in charge. This road never gave the State any trouble; it paid the interest on the $3,000,000 State bonds loaned to it, and the bonds themselves at maturity, while the default of all the others roads on the bonds issued to them precipitated an enormous debt on the State, involving it in serious troubles and making it necessary to impose oppressive taxes on the people for a number of years. These roads cost the people, first and last, $30,000,000, at a time when the State was ravaged by war and recovering from the effects of war, and it is proof of the marvelous resources of Missouri and the cheerful faith and spirits of its people that they bore the burden without sinking under it, and paid the last dollar of their railroad indebtedness, principal and interest, without a thought of evading it.
The twenty-third annual report of the railroad and warehouse commissioners of Missouri for the year ending June, 1898, shows 146 railroads operated by fifty-eight companies in Missouri at the date of the report. This includes branch as well as main lines, but not street railroads, logging railroads and lines operated by electricity. The total mileage of the roads in the State was 6,825 miles, an increase of 207.35 miles in the preceding year. The aggregate mileage gave 10.72 miles of railroad for each 100 square miles of area in the State, and one mile of road to every 483.6 of the estimated Population of the State. In 1852 there were but five miles of road in the State; in ten years later, in 1862, there were 838 miles; in 1872 there were 2,673 miles; in 1882, 4,501 miles; in 1892, 6,404 miles. The greatest mileage added in a single year was 580 miles in 1871. An addition to the mileage in the State was made every year from 1852 to 1898, except 1854, 1862, 1865, and 1866. Of the total mileage in 1898 84.53 per cent, or more than four-fifths, was controlled by twelve companies -
the Atchison, Topeka & Santa Fe, 293.02 miles;
the Chicago & Alton, 263.41 miles;
Chicago, Burlington & Quincy, 942.17 miles;
Chicago, Milwaukee & St. Paul, 140.27 miles;
Chicago, Rock Island & Pacific, 233.15 miles;
Kansas City, Fort Scott & Memphis, 541.11 miles;
Kansas City, Pittsburgh & Gulf, 433.60 miles;
Missouri, Kansas & Texas, 478.10 miles;
Missouri Pacific, 1,236.62 miles;
St. Louis & San Francisco, 570.94 miles;
St. Louis Southwestern, 139.90 miles;
Wabash 496.67 miles;
total 5,768.96 miles.
Of the 114 counties in Missouri only six, Dallas, Douglas, Maries, Ozark, Stone and Taney, were without a railroad. All the mileage in the State is of standard gauge except the Missouri Southern, 31.56 miles, and the Sedalia, Warsaw & Southern, 42.30 miles. The total cost of construction and equipment of railroads in Missouri has been $1,692,465,071.
The capital stock of all the companies reporting to the Missouri board showed $28,544 a mile, and their liabilities $26,291 a mile, and these, estimated on the total mileage in Missouri, gives capital stock $194,784,256, liabilities $183,708,904, total $378,493,160. The operations of the roads reporting to the board for the year showed a total revenue from passengers, mail, express and other passenger department items of $52,371,311; from freight and other freight department items $152,167,934; and from other sources of $5,221,392; total $209,760,638; and this, estimated on the total mileage of the roads reporting 37,301 miles, gives the gross earnings at $5,744 per mile. The operating expenses were $135,066,514, which was at the rate of $3,690 per mile. The difference, $2,053, exhibits the net earnings of the roads per mile, and this for the 6,825 miles of road in Missouri, shows an aggregate of net earnings of railroads in Missouri of $14,011,725. The number of passenger carried during the year was 42,429,447; number carried one mile, 1,800,193,125; average distance carried 42.35 miles; average amount received per passenger per mile, 2.199 cents, average passenger earnings per mile, $1,547.04. The freight hauled was 95,328,477 tons; tons hauled one mile, $167,701,284,148; average haul per ton 188.08 miles; amount received per ton per mile, 89.8 cents; average freight earnings per mile $4,044.
In the four years from 1894 to 1898, the number of passengers carried rose from 32,682,748 to 42,429,447, and the freight hauled from 51,571,886 tons to 95,328,477 tons, and the rate per ton per mile decreased from .9459 cents to .898 cents. The average load per train was 145.3 tons; average load per car, 12.9 tons; average receipts per train, $245.52; average receipts per car, $13.73. Ninety-six percent of the main track of railroads in Missouri was laid with steel rails, and 45,541 tons of steel rail were used within the State in renewals and repairs in the year ending June 30, 1878, and in the same time 2,349,992 crossties were used in renewals and repairs.
There were twelve railroad tunnels in Missouri, having an aggregate length of two milers. Over 70 per cent of the main line track was fenced, and 70 per cent of main track line was ballasted with broken stone, gravel, cinders or burnt clay.
Of highway crossings of railroads, 6,120 were at grade and 470 under or over grade.
There were 1,578 railroad stations in the State, and, including union stations, of which there were four, 1,242 station houses, being an average of one to every five miles of road.
There were 30,880 persons employed in railroad service in Missouri in 1898, 230 general offices, 1,154 general office clerks, 1,216 station agents and 2,696 other station men, 1.260 engineers, 1,321 fireman, 864 conductors, 2,243 other train men, 924 machinist, 1,187 carpenters, 4,398 other shopmen, 1,261 section foreman, 6,423 other trackmen, 1,510 switchmen, flagmen and watchmen, 710 telegraph operators and 3,496 other employees. The aggregate earnings of these persons for the year were $18,573,036, an average of $1.94 a day. During the year ending June 30, 1898, there were 212 persons killed and 784 seriously wounded on railroads in the State. Of the number killed sixty-nine were employees, eight were passengers and 135 were other persons, and of the number of persons wounded 504 were employees, sixty were passengers, and 220 were other persons.
The names and connections of the railroads in Missouri are:
Atchison, Topeka & Santa Fe, from Chicago to Kansas City, 195.46 miles, controlling the road from St. Joseph to North Lexington, 96 miles, and the road from Lake Junction to Lake Contrary, 1.50 miles;
Bellevue Valley,from Schneider's Quarries to the St. Louis & Iron Mountain Junction, 3.57 miles;
Cape Girardeau, Bloomfield & Southern, from Bloomfield to Zalma, via Aquila and Brownwood, 31 miles;
Cassville & Western, from Cassville to Exeter on the Frisco, 4.51 miles;
Cherry Valley Railroad, from Frisco Junction to the Cherry Valley Iron Bank, 6 miles;
Chester, Perryville Ste. Genevieve & Farmington Railroad, from Perryville to Clearysville, with branch to St. Mary's,
Chicago & Alton, from Mexico to Kansas City, 161.82 miles; Louisiana & Missouri River Railroad, from Louisiana to Cedar City, 101.59 miles, belonging to the Chicago & Alton.
Chicago, Burlington & Quincy, controlling the Atchison & Nebraska, from Atchison & Nebrasak Junction to Rulo Bridge, 3.12 miles; also the Brownville & Nodaway Valley Railroad from Burlington Junction to Clarinda, Iowa, 9.45 miles; also the Chicago Burlington & Kansas City Railroad, from Viele, Iowa, to Carrollton, Missouri, 103.56 miles; also the Hannibal & St. Joseph, 206.52 miles, from Cameron to Kansas City, 54.16 miles, from Palmyra Junction to West Quincy, 12.65 miles, and from St. Joseph to Rushville, 15.85 miles, also the Kansas City, St. Joseph & Council Bluffs Railroad, from Harlem to Council Bluffs, 143.58 miles, from Amazonia to Creston, Iowa, 52.84 miles, from Bigelow to Burlington Junction, 31.55 miles, from Corning to Northboro, Iowa, 25.44 miles, from Winthrop to Armour, 2.96 miles, from Stillings to East Leavenworth, 1.05 miles, and the Kansas City Stock Yards track, .44 miles; also the Leon, Mt. Ayr & Southwestern Railroad, from Albany to Bethany Junction, Iowa, 43.83 miles, and from Leon, Iowa to Grant City, 6.44 mniles, also the St. Joseph & Des Moines Railroad, from St. Joseph to Albany, 48.09 miles; also the St. Joseph and Nebraska Railroad, from St. Joseph Junction to Atchison & Nebraska Junction, 5.86 miles,; also the St. Louis , Keokuk & Southwestern Railroad, from St. Louis to Keokuk, 163.73 miles, and from Cuivre Junction to St. Peters, 11 miles.
Chicago Great Western, controlling the road from Des Moines to St. Joseph, 61.46 miles, and the road from bee Creek to Beverly, 23 miles;
Chicago, Milwaukee & St. Paul, from Ottumwa, Iowa, to Coburg Junction, 140.27 miles;
Chicago, Rock Island & Pacific, from Lineville to Winthrop, 147.95 miles; from Edgarton Junction to East Leavenworth, 20.31 miles; from St. Joseph to Rushville, 14.70 miles, from Altamont to St. Joseph, 49.66 miles, and from Kansas City to Topeka, Kansas, .53 miles;
Crystal Railroad, from Silica to Crystal City, 3.50 miles;
Eureka Springs Railroad, from Seligman to Eureka Springs, Arkansas, 8.04 miles;
Hamilton & Kingston Railroad, from Hamilton Junction to Kingston, 8.50 miles;
Hannibal Bridge Railroad, 1 mile;
Higginsville Switch, 3.62 miles;
Houck's Missouri & Arkansas Railroad, from Commerce to Morley, 3 miles, controlling also the Morley & Morehouse Railroad, 15.72 miles;
Kansas City Belt Railroad, from Argentine, Kansas to Blue River Valley, 7 miles;
Kansas City, Fort Scott & Memphis, from Kansas City to Memphis, 227.32 miles, from Greenfield to Aurora, 37.67 miles, from Missouri Junction, in Kansas, to Carbon Centre, 23.98 miles, from Washburn to Webb City, 13.07 miles, and from Arcadia to Cherryvale, Kansas, 7 miles, and controlling also the Kansas City, Clinton & Springfield Railroad, from Olathe Junction, Kansas to Ark Grove, 142.60 miles, and from Raymore Junction to Pleasant Hill, 8.41 miles; Current River Railroad, from Willow Springs to Grandin, 82 miles;
Kansas City, Excelsior Springs & Northern Railroad, from Chicago, Milwaukee & St. Paul Junction to Wabash Junction, 9.47 miles;
Kansas City, Eldorado & Southern Railroad, from Walker to West Eldorado, 13 miles;
Kansas City, Osceola & Southern, from Knocke Junction to Bolivar, 147.80 miles, and controlling also the Kansas City & Southeastern from Westport Junction to Westport, 8.29 miles;
Kansas City, Pittsburgh & Gulf, from Grand View to Mena, Arkansas, 162.52 miles, and controlled the Kansas City & Northern from Chicago, Milwaukee & St. Paul connection north of Missouri River bridge at Pattonsburg, 72.57 miles; and from Chicago Milwaukee & St. Paul connection in Kansas City to Kansas City Suburban Belt, 13 miles; and also the Omaha, Kansas City & Eastern Railroad, from Pattonsburg to Trenton, 34 miles, the Omaha & St. Louis Railroad, from Pattonsburg to Council Bluffs, Iowa, 77.67 miles, and the Quincy, Omaha & Kansas City Railroad, from West Quincy to Trenton, 134 miles; the Kansas City Suburban Belt, from State Line to Brush Creek, 22.73 miles, and connecting the Kansas City & Independence Air Line, from Air Line Junction to Independence, 7.22 miles;
Keokuk & Western, from Alexandria to Van Wert, Iowa, 69.74 miles, and controlling also the Des Moines & Kansas City Railroad, from Des Moines, Iowa to Cainsville, 11.83 miles;
Manufacturers' Railway in St. Louis, from Anheuser-Busch Brewery to Iron Mountain Junction, .66 miles;
Mississippi River & Bonne Terre Railway, from Riverside to Doe Run, 47.47 miles;
Missouri, Kansas & Texas, from Texas Junction on the St. Louis, Keokuk & Northwestern, to Denison, Texas, 304 miles, and from Hannibal to Franklin Junction, 104.50 miles, and from Kansas City Junction to Paola, Kansas, 69.65 miles;
Missouri Pacific, from St. Louis to Omaha, 283.74 miles, including the Poplar Street track, 12 mile, the branch from Glencoe Junction to Glencoe Quarry, 4 miles, the branch from Warresnburg Junction to Blackwater Quarry, 3 miles, the branch from Laclede to Creve Couer Lake, 12 miles, the branch from Kirkwood to Carondelet, 12.44 miles, the branch from Jefferson City to Bagnell, 45 miles, the branch from Sedalia to Independence, 88.46 miles, the branch from Myrick to Boonville Junction, 76.77 miles, the branch from Marshall Junction to Marshall, 2.48 miles, and the branch from Pleasant Hill to Joplin, 132.69 miles, and controlling also the Boonville, St. Louis & Southern Railroad, from Boonville to Versailles, 44 miles, the Fort Scott & Eastern Railroad, from Fort Scott to Rich Hill, 22.57 miles, the Webb City spur of the Fort Scott Central, 8.75 miles, the Joplin & Western Railroad, from Joplin & Western Junction to Grand Falls, 4.59 miles; the Kansas City & Southwestern Railroad, from Cecil Junction to Missouri and Kansas line, 20.70 miles; the Kansas & Colorado Pacific Railroad, from Monteith to Pleasanton, Kansas, 15.61 miles; the St. Louis, Oak Hill & Carondelet Railkroad, from Tower Grove Junction, St. Louis to Ivory Avenue Junction, Carondelet, 6.30 miles; also the St. Louis, Iron Mountain & Southern, from St. Louis to Texarkana, 184.67 miles, with its branches from Kirkwood Branch Junction to Carondelet, .39 miles, from Mineral Point to Potosi, 3.72 miles, from Allenville to Jackson, 16.31 miles, from Poplar Bluff to Bird's Point, 70.77 miles, from Neeleyville to Doniphan, 20.50 miles, from the Levee, St. Louis to Fourth Street Junction, .30 miles, and from Graniteville to Middlebrook, 3 miles;
Missouri Southern Railroad, from Leeper to Ellington and Lone Star, 31.56 miles;
Montgomery & Western Railroad, from Montgomery City to Graystone Park, 2.50 miles;
Paragould & Southwestern Railroad, from Paragould, Arkansas to Hornellsville, 13.07 mile;
Rockport, Langdon & Northern Railroad, from Langdon to Rockport, 5.60 miles;
Sedalia, Warsaw & Southwestern Railroad, from Sedalia to Warsaw, 42.30 miles,
St. Louis Cape Girardeau & Ft. Smith Railroad, from Cape Girardeau to Hunter, 94 miles;
St. Clair, Madison & St. Louis Belt Railroad, from West Alton to Alton, crossing the bridge, 1.80 miles;
St. Joseph Terminal Railroad, connecting railroad at St. Joseph, 1.02 miles;
St. Joseph & Grand Island Railroad, from St. Joseph to Grand Island, .20 miles;
St. Louis & Hannibal Railroad, from Hannibal to Gilmore, 85 miles;
St. Louis Kansas City & Colorado Railroad, from Forest Park Jct, St. Louis, to Union, 55.24 miles, and from Bonner to Dripping Springs, 1.70 miles;
St. Louis Kennett & Southern Railroad, from Campbell to Caruthersville, 44 miles, and from Kennett to Abyrd, 14.16 miles;
St. Louis Merchants' Bridge Terminal Railway, from Union Station to Madison, Illinois, with spur tracks, 14.62 miles,
St. Louis & San Francisco Railroad, from St. Louis to Seneca, 326 miles, with branches from Monett to Paris, Texas, 32.37 miles, from Pierce City to Wichita, Kansas, 44.06 miles, from Joplin to Girard, Kansas, 26.50 miles, from Oronogo to Joplin, 9.32 miles, from Cuba Junction to Salem, 41 miles, branches, St. Louis Salem & Arkansas Railroad, 13.06 miles, from North Springfield to Belt Line Junction, 3.18 miles, from North Springfield to Bolivar, 38.79 miles, from North Springfield to Chadwick, 34.86 miles, and from Granby Junction to Granby, 1.50 miles;
St. Louis Southwestern Railway, from Bird's Point to Texarkana, Arkansas, 69.80 milkes, and from Pawpaw Junction to New Madrid, 5.70 miles, and from Delta to Malden, 57.40 miles, and from Delta to Gray's Point, 13 miles; St. Louis Transfer Railway, from Arsenal Street to Grand Avenue, 6.35 miles;
Terminal Railroad, St. Louis, from Eighth Street to Eighteenth Street, 1.35 miles, and Tunnel Railroad, from Eight Street to Third Street. .94 miles;
Union Pacific Railway terminals at Kansas City, 3 miles;
Wabash Railroad, from St. Louis to Harlem, 274.80 miles, from Franklin Avenue, St. Louis to Ferguson, 10.80 miles, from Moberly to Ottumwa, 87.70 miles, from Excello to Coal mines, 6.47 miles, and from Salisbury to Glasgow, 15.50 miles, and controlling the Boone County & Boonville Railroad, from Centralia to Columbia, 21.70 miles, the Brunswick & Chillicothe Railroad, from Brunswick to Chillicothe, 30.30 miles, and the St. Louis, Council Bluffs & Omaha Railroad, from Chillicothe to Pattonsburg, 41.40 miles,
Wiggins Ferry Company track, connecting with the St. Louis Transfer Railway, in St. Louis.
The taxable valuation of steam railroads in Missouri for the year 1898 was: Roadbeds, superstructure and side track, $61,111,281; rolling stock, $11,622,584; buildings, $2,841,620; miscellaneous property, $437,439. Total, $76,012,925, and the aggregate taxes paid by them $817,799.
D. M. Grissom