USA > Missouri > St Louis County > St Louis City > History of Saint Louis City and County, from the earliest periods to the present day: including biographical sketches of representative men > Part 34
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The failure to estimate at its proper value the operations of the Western river system in deter- mining the course of commerce and establishing an equilibrium in the carrying trade was made apparent by the rates charged in 1873 on the northern and southern routes to Liverpool. Freight charges by these routes were as follows: From St. Paul to
New Orleans, eighteen cents per bushel on corn ; thenee to Liverpool, twenty cents ; elevator charges at New Orleans, two cents, making a total of all charges between St. Paul and Liverpool of forty cents per bushel. The ruling freight rates on corn during that season by the New York route had been, from St. Paul to Chicago, eighteen eents ; Chicago to Buf- falo, by lake, eight eents; Buffalo to New York, by canal, fourteen cents ; charges at Chicago, two cents ; at Buffalo, two cents; at New York, four cents ; freight to Liverpool, sixteen eents, making the total charges on a bushel of corn between St. Paul and Liverpool via New York amount to sixty-four cents, or a difference of twenty-four cents on the bushel in favor of the Mississippi and gulf route.
This comparison of freight charges was not without an important influence upon the problem of cheap transportation, which was then coming into promi- nenee. The question was carried into the halls of Congress, and its agitation led to the appointment by the United States Scnate of the " Select Committee on Transportation Routes to the Seaboard," whieli was "authorized .. . to investigate and report upon the subject of transportation between the interior and the seaboard." The message of the President of the United States had invited the attention of Congress to the fact that the time had arrived for that body "to consider various enterprises for the more certain and cheaper transportation of the eon- stantly-inereasing Western and Southern products to the Atlantic seaboard," and it added that " the sub- jeet is one that will force itself upon the legislative branch of the government sooner or later." In this connection the President suggested " that immediate steps be taken to gain all available information, to insure equitable and just legislation," and recom- mended the appointment of a commission to consider the whole question and to report to Congress at some future day. Senator Windom, of Minnesota, was made chairman of the Senate committee which, as previously indicated, was appointed in accordance with these recommendations. In addition to this governmental recognition of the necessity and im- portanee of full consideration of the subject of trans- portation, the Farmers' Convention of Illinois incor- porated into their platform an emphatic demand for immediate action looking toward the improvement of the navigation on Western rivers. The Transporta- tion Committee at the outset of the investigation were confronted with " the absence of systematized statistics with regard to the course and magnitude of the internal commerce of the country," and with " the apparent indifference and neglect with which it
1136
HISTORY OF SAINT LOUIS.
had been treated" in our governmental poliey.1 The huge sum of ten billion dollars was fixed by the eom- mittee as the "value of commodities moved by the railroads in 1872;" and it was added that "their gross receipts reached the enormous sum of four hun- dred and seventy-three million two hundred and forty-one thousand and fifty-five dollars;" and that " the commeree of the cities on the Ohio River alone has been carefully estimated at over one billion six hundred million dollars per annum."
Public attention was now directed most foreibly to the water lines of transportation, and everywhere throughout the West the people were awakening to the importance of availing themselves to the fullest extent of the unrivaled facilities for transportation which would be afforded by their magnificent rivers when properly improved, and when the difficulties and embarrassments which then beset their navigation had been entirely removed.
The commeree of the Missouri River had "dwin- dled to insignifieanee" in 1874. 2 A difference of opinion existed as to whether this was due to the faet that two well-equipped railways were running up the valley, parallel to and not far distant from the river, or to the character of the stream, the number of snags and wreeks in its bed, the rapidity of its eur- rent, and the consequent necessity for costly vessels to navigate it. An effort to establish the barge system upon the Missouri River had been made in 1873, but without sufficient trial to demonstrate whether it was or was not praetieable.
The Illinois River had in 1872 become "the freight regulator between the Mississippi and Lake Michigan," and the enlargement of the Illinois and Michigan Canal had already been produetive of most beneficial results. The eommeree of St. Louis with the Arkansas, White, and Ouachita Rivers deelined very perceptibly during the year, while the trade with the Red River still maintained a position of impor- tanec. The " paeket system" on the Mississippi eon- tinued to embrace almost the entire traffic of the river. The Memphis and St. Louis Paeket Company transported 341,400 tons of merchandise during the year 1873; the Keokuk and Northern Line 227,600 tons; the Missouri River Star Line Packet Company 98,950 tons; the Merehants' Southern Paeket Com- pany 140,500 tons ; the St. Louis and New Orleans Paeket Company 141,600 tons, and the Mississippi Valley Transportation Company 161,200 tons.
The amount of freight, in tons, received at St. Louis by rail and river from 1872 to 1876 was as follows:
1872 .By rail, 2,838,364 ; by river, 863,919
1873.
3,245,178
801,055
1874
3,165,093
732,765
1875
66
3,232,770
663,525
1876
66
3,431,200
688,755
The deeline in river business appears from these figures to have beeome permanent. The shipments of freight, in tons, for the same years show a similar falling off in river business :
1872. . By rail, 1,204,664; by river, 805,282
1873
1,155,416 66 783,256
1874
66
1,230,676
707,325
1875
1,301,450
639,095
1876.
1,659,950
600,225
The exeitement and business depression resulting from the Presidential election in 1876, together with the agitation of the war question in Europe, unset- tled values, and interfered seriously with the course of trade throughout the country, but possibly less seri- ously in St. Louis than at other commercial eentres. It is especially noticeable that the receipts of many artieles of trade inereased in a very marked degree on those of the previous years, as shown by the follow- ing table :
1876.
1875.
Tons of freight received 66 shipped.
4,119,975
3,896,295
1874. 3,897,858
2,260,175
1,940,545
1,938,001
Total tons handled.
6,380,150
5,836,840
5,835,959
The river at St. Louis was open to trade during the entire winter of 1875-76, and continued open in the fall of 1876 until December 3d, but the winter of 1876-77 was one of the eoldest on record, the river being elosed at Cairo and Memphis, and as far south as Helena.
In October of 1877 a River Improvement Con- vention met at St. Paul, which appointed a committee to lay the wants of the Mississippi valley before Con- gress, and to urge an inereased appropriation for the improvement of the river by the general govern- ment.
For several years prior to 1877 experimental ship- ments of grain in bulk to foreign ports via New Or- leans had been made. The " humidity" of the gulf,8
1 Report of the Select Committee on Transportation Routes to the Seaboard, p. S.
Missouri Republican, Jan. 1, 1874.
3 Among the arguments against the value of the Mississippi as a route for the transportation of cereals to foreign markets was the assertion that climatic influenees at New Orleans and on the gulf would injure the produets of the Northwestern States. The testimony of a large number of gentlemeu well informed on the subject before the Senate Committee on Trans- portation Routes to the Seaboard most effectually disposed of that alleged difficulty. For instance, Capt. A. R. Miller, agent of the State Line Steamship Company, stated that during his experi- ence in business " we have shipped here on our ships about
1137
RIVER COMMERCE OF SAINT LOUIS.
the condition of the grain upon arrival at destination, which was said to be impaired, and the " dangers by the way" were all alleged as causes why foreign trade down the Mississippi would be commercially impracti- cable. A record of the shipments, however, with official reports of the condition of grain on arrival on the other side, showed that the cargocs, without ex- ception, were received in good condition, even when shipped in sailing-vessels, and the result of the ex- periment was to demonstrate the practicability of the route, and to gradually build up an increasing trade.
The value of waterways for commerce continued in 1877 to attract general attention, and the success which at this time began to attend the efforts of Capt. Eads at the " jetties" served to concentrate Western and Southern political influence in favor of such further improvements of the great rivers of the West as would render them fully equal to the demands of the already immense and still growing trade of the great valley.
A careful examination of actual freight rates during the year 1877 on shipments of grain from St. Paul via St. Louis and New Orleans to Liverpool, and via Chicago and New York, showed that the through rate to Liverpool was eleven cents per bushel lower via the St. Louis route the whole year round. This advantage in freight immediately changed the complexion of affairs, and the great trunk lincs, which had discriminated against St. Louis, began making extraordinarily favorable con- cessions to its merchants. The public rail rates on grain were immediately reduced from twelve and one- half cents a hundred as low as ten cents, so that grain was carried at about six cents per bushel. In another case a shipment of nineteen hundred barrels of flour was contracted for at one dollar per barrel from St. Louis to Liverpool via Philadelphia, which was just five cents less than the steamship rate from New York to Liverpool. Until the jetties were completed, St. Louis was at the mercy of the railroads, and they made what rates they pleased. Chicago and Milwau- kee, on the contrary, had the lake route at their com- mand, and the railroads could not dictate to them during the summer months. Six months in the year, however, the lake route is closed with ice, and then
two hundred and twenty thousand bushels of corn, and have never, in any instance, heard complaint of any damage whatever; but, on the contrary, it has landed in as fine condition as when it was shipped." These statements were confirmed by a eom- mittee of the Union Merchants' Exchange of St. Louis, which also presented to the Senate committee a list of eighteen cargocs of corn shipped from New Orleans to Europe from Feb. 11 to Aug. 26, 1873, all of which arrived in good condition.
the railroads reign supreme even in the lake cities. Not so with St. Louis : the river from Cairo to the sea is always open, and from St. Louis to Cairo it is rarely closed more than a month or a month and a half, while frequently it is not closed at all. There is, therefore, a certainty of competition and low freights for ten or eleven months in the year, whereas it ex- ists during only six out of the twelve for Chicago and Milwaukee.
The export trade via New Orleans, which revived in 1877 under such favorable auspices, continued with augmented volume in 1878. During each month of the year there was a steady flow of shipments, and the total movement reached 5,451,603 tons. In 1879 the shipment of grain in bulk from St. Louis amounted to 6,164,838 tons, and but for the low stage of water during the summer and early fall the shipments would have been largely increased, as on the opening of the river in January, 1880, engagements were made for all the tonnage that could be had, and over 1,500,000 bushels of corn were forwarded dur- ing the month, one tow alone taking 270,000 busliels of corn and another 225,376 bushels of corn and other freight.
On the 20th of October, 1880, there assembled in St. Louis a convention of delegates from twenty-one States and Territorics, the object being to promote " cheap transportation and free commerce." A con- vention composed of delegates from Missouri, Kan- sas, and Nebraska was also held at Kansas City, in September, 1880, which created the Missouri River Improvement Association. Under the auspiccs of this association another convention was hield in the city of St. Joseph, Mo., on the 29th of November, 1881, which appointed an exccutive committee to memorialize Congress upon the improvement of the navigation of the Missouri River.
FOREIGN SHIPMENTS FROM ST. LOUIS ON THROUGHI BILLS OF LADING, VIA NEW ORLEANS, DURING 1881.
To
Flour.
Tobacco.
Wheat.
Corn.
Oil Cake.
Bran and
S. Stuffs.
Dried
Apples.
England
21,446
Hhds. 1448
Bush. 114,0533 40,000
Bush. 410,786
Sacks. 4058
Sacks. 4350
Sacks.
Scotland.
1,321
......
...
Belgium
5,613
18
...
Ireland
1,500
France ..
300
Holland
'25
Total.
29,880
1466
154,053
410,786
4058
4350
325
1 Shipments of flour via Atlantic scaboard and by New Or- leans were in saeks of various weights, and are reduced to bar- rels for convenience in reference.
Bbls.1
1158
HISTORY OF SAINT LOUIS.
TRANSACTIONS AT THIE CUSTOM-HOUSE, ST. LOUIS. Exhibit of Comparative Receipts from all Sources at the Port of St. Louis During the Last Twenty-two Years.
YEAR.
Import Duty.
Hospital Tax.
Steamboat Fees.
Storage.
Official Fees.
Fines and Forfeits.
Total Collec- tions.
1861
$14,425.15
$2,304.60
$771.00
$523.48
$585.50
...
1862
20,404.70
4,550.60
3,342.25
950.33
1661.80
31,019.64
1863.
36,622.09
3,644.60
4,194.00
436.50
1785.15
49,910.33
1864
76,448.43
6,185.55
5,636.00
408.45
1890.30
...
94,759.92
1865.
586,407.07
10,271.10
18,848.05
729.74
5410.40
...
654,583.21
1866.
785,651.30
8,465.50
11.145.70
424.98
4541.30
...
834,935.78
1867
1,236,798.06
8,556.18
15,571.00
2403.24
3558.15
1,297,255.88
1868.
1,403,997.64
6,244.64
14,044.83
1383.18
3880.15
...
1,457,985.66
1869.
1,711,256.19
6,619.98
14,366.92
2487.42
1890.00
1,764,112.31
1870.
1,996,083.49
7,003.64
14,040.49
1390.31
2482.65
...
2,037,484.15
1871.
1,874,907.29
10,590.50
16,306.60
1226,36
2278.80
1872
1,697,563.27
11,325.78
16,114.57
2459.09
2587.50
1,730,050.21
1873.
1,376,466.32
11,206.75
14,512.98
1829.45
2630.80
1,406,646.30
1874 ..
1,674,116.53
11,868.34
13,895.26
1742.00
1949.65
1,703,591.78
1875 ..
1,159,849.17
9,578.53
13,022.72
1653.00
2099.45
1,186,202.87
1876 ..
1,748,374.30
12,005.81
13,700.94
1168.00
2550.00
1,777,369.05
1877.
1,275,175.72
11,363.92
13,593.45
1201.25
3397.25
1,304,731.59
1878.
1,590,458.08
12,108.88
13,613.65
946.49
2245.00
1,619,575.10
1879
831,513.96
11,476.89
13,700.40
1473.23
2241.55
328.47
860,734.50
1880.
1,320,855.61
12,681.83
14,189.00
1571.73
2581.20
279.88
1,351,559.25
1881.
1,352,093.48
11,936.43
14,139.30
1848.66
2575.45
80.00
1,382,673.32
1882.
1,295,475.07
11,834.22
8,048.25
512.00
3110.00
58.95
1,319,038,50
1
DIRECT SHIPMENTS FROM ST. LOUIS TO FOREIGN COUN- TRIES, IN TONS.
1881.
1880.
1879.
1878. .
1875.
By rail eastward.
91.727
146.087 453,681
135,881 176,531
72,091 154,060
6,857
Anvils ..
$22,940.00
$5,905.68
Ale and beer.
2,556.00
970.56
Books and printed matter ..
20,908.00
5,208.70
Bricks and tiles ...
1,877.00
Brushes
17,846.00
7,138.40
Chemicals
10,725.00
1,534.90
China and earthenware ..
141,444.00
39,842.05
Cutlery.
43,192.00
19,635.20
Diamonds
74,098.00
7,410.40
Druggists' sundries.
21,144.00
7,699.24
Files ..
1,720.00
924.56
Free goods.
103,452.00
Glassware
39,466.00
23,734.75
Hops ...
62.323.00
6,369.28
Year.
Wheat.
Corn.
Rye.
Oats.
Totals.
1881
4,197.981
Bush. 8,640,720
Bush, 22,423
Bush. 132,823
12,993,947
1880
5,913,272
9,804,392
45,000
15,762,664
1879
2,390,897
3,585,589
157,424
30,928 108,867
5,451,603
1877
351.453
3.578,057
171,843
4,101,353
1876
37.142
1,737,237
1875.
135,961
172,617
10,000
1,423,046
1873
1,373,969
1,711,039
309,077
3,000
1870.
66,000
.....
of
for
for
to
Name.
Steamers.
Number
Capacity
Capacity
moving
New Orleans monthly.
St. Louls and Mississippi Valley Transportation Company ....
13
98 10
Bush. 4,900,000 400,000
Bush 3,000,000 400.000
American Transportation Company Mound City Transportatlon Con- pany ..
1
9
540,000
500,000
ยท
CONDENSED CLASSIFICATION OF COMMODITIES imported direct into St. Louis during 1881, showing foreign value and duties paid.
ARTICLES.
Foreign Value.
Amount Duties Paid.
16,825
By river to New Orleans ..
389,587
Total
481,314
599,768
312,412
226,151
23,682
The shipments by river for 1881 include, in addition to the articles in table of shipments by river on through bills of lading, 12,861,124 bushels of grain shipped via New Orleans not on through bills of lading.
SHIPMENTS OF BULK GRAIN BY RIVER FROM ST. LOUIS TO NEW ORLEANS FOR TWELVE YEARS FOR EXPORT.
350.00
Iron, pig.
Iron (railroad bars).
49,362.00
42,042.25
Jewelers' merchandise.
Leather.
58,308.00
20,407.80
4,723.25
1878
1,876,639
2,857,056
609,041
1,774,379
308,578
Musical instruments.
Nuts and fruits
1,507.00
493.72 1872
1,711,033
1,764.42 1871.
478.80
Rifles and muskets.
53,581.00
18,753.35
Seed.
10,058.00
1,919.20
Soda ash ..
57,233.00
11,414.82
Soda caustic.
19,080.00
11,659.79
Stecl
50,367.00
15,975.82
Steel rails and bars.
49,354.00
45,442.25
Tin ..
84,077.00
20,727.97
Tobacco and cigars.
89,262.00
85,684.08
Wines and spirits ...
86,738.00
36,979.95
Window-glass ..
15,818.00
13,901.62
Woolen dry-goods.
101,570.00
68,789.43
Sundries
556,858.00
194,070.29
Totals.
$1,961,917.00
$758,080.17
Bush.
. 811.75
4,784.00
1,469.10
Manufactures of cotton
mietals
8,740.00
3,059.00
12,074.40
15,305.99
1874
365,252
1,047,794
3,082.80
1.373,969
Paintings.
paper
silk
66 wool
22,275.00
10,276.00
29,344.00
Philosophical instruments.
1,122.00
312,077 66,000
BARGE COMPANIES AND CAPACITY IN 1881.
Number of Tow-
2
Barges.
Bulk Grain.
6,164,838
13,495.00
20,124.00
3,247.00
1,646.00
374.60
1,905,309.55
...
$18,609.78
..
Bush.
1139
RAILROADS.
STATEMENT OF BULK GRAIN EXPORTED FROM NEW ORLEANS, 1881.
To
Corn.
Wheat.
Rye.
England
Bush. 2,042,613 776,916
Bush. 417,893
Bush.
Germany ..
Belgium
1,256,364
France
1,970,472
Holland
216,447
22,423
Ireland
195,916
Denmark
835,991
29,932
Cape Breton
261,110
578,494
Total bushels
7,555,829
4,533,789
22,423
Total bushels, 1880.
9,596,956
5,901,137
23,000
ARRIVALS AND DEPARTURES OF STEAMBOATS AND BARGES, 1882.
ARRIVALS. .
Upper Mississippi.
Lower Mississippi.
Illinois.
Missouri.
Ohio.
Cumberland and Ten-
Total Steamers.
Tons of Freight Re-
Tons of Lumber and
Logs ly Raft Re- ceived.
January.
11
51
2
7
4
75
37
25,750
February ..
26
79
11
3
8
127
77
43,575
March
74
107
35
6
17
1
240
174
127,800
April.
113
84
29
1
20
25G
196
117,895
May
134
90
34
0
18
4
289
191
115,730
33,645
June
108
75
2:2
10
14
233
98
68,020
July
112
86
21
28
16
4
267
70
80,335
August
139
74
19
$25
10
3
270
94
57,695
September.
128
82
17
10
9
2
248
105
42,805
October.
136
76
17
9
6
3
247
130
48,840
November
110
74
18
4
10
2
218
97
53,925
December.
20
34
3
3
5
2
67
41
19,710
1,270
Total
1111
912
228
114
140
32
:2537 1310
802,080
271,490
Upper Mississippi ...
266,670 tons by rafts.
Missouri
4,820
Total
271,490
66
DEPARTURES.
Upper Mississippi.
Lower Mississippi.
Illinois.
Missouri.
Oirio.
Cumberland and
Ouachita.
Total Steamers.
Tons of Freigiit
12
52
2
10
1
2
79
35,055
February.
25
71
11
3
0
1
120
March.
71
92
38
8
21
2
......
3
1
252
May
127
78
27
13
20
2
1
268
93,985 80,450
June
106
74
18
7
19
4
$28
55,740
July
110
89
22
31
16
3
271
66,900
August.
137
79
20
25
13
1
275
86,145
September
136
85
14
8
10
1
254
66,080
October.
122
72
19
2
7
1
226
November.
96
79
14
2
13
2
3
209
December.
22
44
2
1
4
73
26,635
Total
1077
893
214
112
160
22
9 2487
709,905
CHAPTER XXIX.
RAILROADS.
THE most cursory glance at the map of the United States will satisfy any one that St. Louis is the point at which the greater part of the vast internal com- merce of the country passes, whether going from the Atlantic to the Pacific, or from the frozen regions to the torrid zone. From the founding of the city, the great river system of the Mississippi valley, as we have seen, has been tributary to her wealth and pros- perity ; and when the era of railroads came with its rapidity of movement, to satisfy that restless spirit which characterizes the American, she was among the first of the cities to recognize the impending change in commercial transportation, and to take the neces- sary steps to guard her interests and promote her prosperity.
The first movement in this direction was the action of a large number of the enterprising citizens of St. Louis, calling upon the several counties of the State to send delegates to an " Internal Improvement Con- vention" which was to assemble in that city on the 20th of April, 1835. At the time appointed the con- vention met at the court-house and organized by the selection of Dr. Samuel Merry as chairman, and G. K. McGunnegle as secretary. The roll of the con- vention being called, the following delegates were found to be present :
St. Louis County .- Edward Tracy, Maj. J. B. Brant, Col. John O'Fallon, Dr. Samuel Merry, Archibald Gamble, M. L. Clark, Col. Joseph C. Laveille, Thornton Grimsley, HI. S. Geyer, Col. Henry Walton, Lewellyn Brown, Henry Von Phul, George K. McGunnegle, Col. B. W. Ayres, Pierre Chouteau, Jr., and Hamilton R. Gamble.
Lincoln County .- Col. David Bailey, Hans Smith, Emanuel Block, Benjamin W. Dudley, and Dr. Bailey.
Washington County .- Dr. J. H. Relfe, Philip Cole, John S. Brickey, Jesse H. MeIlvaine, Myers H. Jones, James Evans, and W. C. Reed.
Cooper County .- Benjamin E. Ferry, N. W. Mack, and Wil- liam HI. Trigg.
Warren County .- Carty Wells, Nathaniel Pendleton, and Ir- vine S. Pitman.
St. Charles County .- Edward Bates, Moses Bigelow, William
. M. Campbell, and W. L. Overall.
Calloway County .- William H. McCullough, William H. Rus- sell, D. R. Mullen, Dr. N. Kouns, C. Oxley, Jacob G. Lebo, R. B. Overton, and - Moxley.
Montgomery County .- Dr. M. M. Maughas, S. C. Ruby, and Nathaniel Dryden.
Boone County .- Dr. James W. Moss, John B. Gordon, J. W. Keiser, D. M. Hickman, J. S. Rollins, William Hunter, R. W. Morriss, and Granville Branham.
Howard County .- Dr. John Bull, Maj. Alphonso Wetmore, Weston F. Birch, Joseph Davis, Gen. J. B. Clark, T. Y. Stearns, and John Wilson.
Jefferson County .- James S. Mccutchen.
1882.
nessee.
and
Boats.
ceived.
Barges
33,250 16,880 43,620 38,865 38,080 23,645
1882.
Tennessee.
Siripped.
113
78
27
12
18
232
63,120 88,590
April
...
...
3
55,160 52,045
January.
...
1,790 10,375 30,070
4
Canal-
558,210 2,608,644 215,517 125,099
Scotland
1140
HISTORY OF SAINT LOUIS.
After some debate the convention recommended the construction of two railroads, one from St. Louis to Fayette, and the other from St. Louis to the iron- and lead-mincs in the southern part of the State. After the adjournment of the convention the mem- bers attended a banquet given in their honor by the merchants of St. Louis at the National Hotel, then situated at the corner of Third and Market Streets. The mayor, John F. Darby, presided, assisted by Charles Keemle, secretary, and the following viee- presidents : Gen. John Ruland, Hon. H. O'Neil, Thomas Cohen, Maj. William Milburn, Beverly Allen, Col. J. W. Johnson, and William G. Pettus.
To defray the expenses attending the survey of the routes of the two railroads recommended by the In- ternal Improvement Convention, the judges of the St. Louis County court, in May, 1836, appropriated two thousand dollars.
On the 18th of June, 1836, another internal im- provement meeting was held in St. Louis, to devise means for the furtheranee of the Boston Railroad design, which contemplated a direct communication between Boston and St. Louis, and connections with the improvements leading to the other cities of the Atlantie seaboard. On motion of T. Grimsley, John F. Darby was called to the chair, and on motion of A. B. Chambers, William Milburn was appointed secretary.
The chairman stated what he understood to be the object of the meeting, and urged its importance to the city of St. Louis, the whole State of Missouri, and the entire valley of the Mississippi.
A. B. Chambers gave his views more at length, and concluded by stating that Mr. Walker, of Boston, who was one of the projectors of the scheme and its warm advocate, was present, and that many were de- sirous of hearing him on the subject, but, to bring the matter directly before the meeting, he would first ask the reading of a preamble and resolutions which had been prepared for the occasion. They were accord- ingly read as follows :
"WHEREAS, The citizens of St. Louis have scen with pleasure the proposition in Boston and other portions of the East for the connection of Boston with the Western country by means of an uninterrupted line of railroads ;
"AND WHEREAS, The measure is one of advantage to the East and the West, and to no portion of the West more than to St. Louis, which will, if it is ever completed, be the termination of the line ;
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