History of Saint Louis City and County, from the earliest periods to the present day: including biographical sketches of representative men, Part 46

Author: Scharf, J. Thomas (John Thomas), 1843-1898
Publication date: 1883
Publisher: Philadelphia : L.H. Everts
Number of Pages: 1358

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 46

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Miles.

Toledo, Ohio, to St. Louis, Mo.

435.7

Decatur, Ill., to Quiney, Ill ..

150.7

Maysville, Ill., to Pittsfield, Ill.

6.2

Clayton, Ill., to Keokuk, Iowa ..

42.3

Logansport, Ind., to Detroit, Mich.

213.8

Edwardsville, Ill., to Edwardsville Crossing, Ill. Indianapolis, Ind., to Michigan City, Ind ..

161.0

Havana, Ill., to Springfield, Ill.

47.2

Hollis, Ill., to Jacksonville Junction, Il] 75.3

West Lebanon, Ind., to Le Roy, Ill. 76.0

Vincennes, Ind., to Cairo, Ill

158.0 113.1

Toledo, Ohio, to Milan, Mich.

34.0

Attica, Ind., to Covington, Ind

14.5

State Line, Ind., to Burlington, Iowa

214.8

La Harpe, Ill., to Elvaston, Il]

20.8

Hamilton, Ill., to Warsaw, III

5.0

Chicago, Ill., to Altamont, Ill.

215.5

Streator, Ill., to Streator Junction, Ill.

39.6

Shumway, Ill., to Effingham, Ill

8.5

Urbana, Ill., to Havana. Ill.

102.2

White Heath, Ill., to Decatur, Ill

29.7

Bates, Ill., to Grafton, Ill ..

71.4

Champaign, Ill., to Sidney, Ill ..

14.0

Total. 2307.6

The Western Division, connecting the Missouri River with the great lakes, is the great Northwestern feeder of St. Louis commerce, penetrating all portions of Missouri, and furnishing an outlet to St. Louis for a large portion of the commeree of Central and Northern Iowa. The Western Division is being pushed for- ward, and will ultimately be extended to Estherville, Dickinson Co, in the northern border of Iowa, and

1 On the 2d of February, 1878, the Republican announced that on " Monday morning the first through train from St. Louis to St. Paul will leave the Union Depot via the St. Louis, Kansas City, and Northern Railroad.".

Bluffs, Ill., to Hannibal, Mo.

49.8

S.5

Danville, Ill., to St. Francisville, Ind

1191

RAILROADS.

will some day penetrate the great wheat-fields of Minnesota and Dakota. Various short lines have been extended, until now the total milcage of the Wabash west of the Mississippi is in detail as follows :

Miles.

St. Louis, Mo., to Kansas City, Mo 276.8

Brunswick, Mo., to Council Bluffs, Iowa ......

224.4

Roseberry, Mo., to Clarinda, Iowa ...

21.5

Moberly, Mo., to Ottumwa, Iowa ..

131.0

North Lexington, Mo., to St. Joseph, Mo

76.3

Centralia, Mo., to Columbia, Mo.

21.8

Salisbury, Mo., to Glasgow, Mo.

15.0

Ferguson, Mo., to Biddle Street, St. Louis. 10.0

Quiney, Mo., to Trenton, Mo.

135.9

Kcokuk, Iowa, to Shenandoah, Iowa 244.0

Relay, Iowa, to Des Moines, Iowa. 91.3

Des Moines, Iowa, to Fonda, Iowa .. 115.0

RECAPITULATION.

Lines east of the Mississippi River.

2307.6

66 west "

1363.0

Total

3670.6

From Toledo the Wabash. makes connection with the Atlantic cities via the Lake Shore and also the Canada Southern Road. The Wabashı is located in the States of Ohio, Indiana, Illinois, Missouri, and Iowa, or in that portion of those States lying be- tween thirty-seven degrees and forty-two degrees of latitude, and between eighty-two degrces and ninety- six degrees of longitude. Within these boundaries is contained one of the most productive regions on the continent.

The elements of agricultural, forest, and mineral strength combined make it now, under partial devel- opment, a region of unsurpassed richness. The largest agricultural production is of wheat and corn. The production of wheat in the United States for 1882 was 502,798,600 bushels. Of this, 196,244,100 busliels was grown in the five States through which the road passes, being thirty-nine per cent. of the whole erop. The production of corn in the same year was 1,624,917,800, and the amount grown in the same States was 740,665,000 bushels, being forty-six per cent. of the whole crop. Other farm productions were proportionately large.

All the climatic and soil conditions are the most favorable for the growth of the staple crops of the temperate zone. In Ohio, Indiana, and Missouri are yet extensive and valuable timbered areas, from which the manufacturing establishments of these and adjoin- ing States draw large supplies. The manufacturing establishments of the United States turned out pro- ductions valued at $5,369,667,706 in 1880; the five States above mentioned, embracing an area of 256,880 square miles, about nine per cent. of the entire area of the United States, turned out from their manufac- tories a product valued at $1,147,606,405, or twenty- one per cent. of the whole product of the country.

The mineral wealth of all these States is destined at no distant period to make them the central manufacturing ground of the country.

The large area of bituminous coal contained in them, of a quality suitable for the manufacture of iron, with the unlimited supply of Missouri ore of the best quality located so near the coal, must place these States in the front rank as manufacturing localities. Their central location will give them great advantages in distribution, much greater than any other locality can command. This area also presents the rarcst and strongest combination of elements for future growth and greatness.

The population of these States was, by the census of 1880, 12,048,764, averaging in the States as a group only 47 to the square mile. Their area has the capa- bility of sustaining and profitably employing five times the population it now has, and there is no other area on the continent of equal extent that has within its boundaries so small a percentage of waste or unpro- ductive land.

The transportation facilities for movement of pro- ductions, by natural and artificial means, are better adapted to its wants than those of any other region of equal extent. These are considerations of the greatest importanee, which will have a potent influence on this region.

The officers of the Wabash, St. Louis and Pacific Railway Company are : Directors, Frederick L. Ames, Boston; A. L. Hopkins, Jay Gould, Russell Sage, Sidney Dillon, Solon Humphreys, Samuel Sloan, G. G. Haven, New York ; Charles Ridgeley, Springfield, Ill. ; James F. Joy, Detroit, Mich .; James Cheney, Fort Wayne, Ind .; B. W. Lewis, James F. How, Thomas E. Tutt, St. Louis; George L. Dunlap, Chicago. President, Jay Gould, New York ; First Vice-President, A. L. Hopkins, New York ; Second Vice-President, John C. Gault, St. Louis; Third Vice-President and Secretary, James F. How, St. Louis ; Treasurer, W. B. Corneau, St. Louis ; Auditor, D. B. Howard, St. Louis; Assistant Auditor, M. Trumbull, St. Louis; General Superintendent, R. Andrews, St. Louis; Assistant General Superintend- ent, W. F. Merrill, St. Louis ; General Solicitors, W. H. Blodgett, St. Louis, and W. Swayne, New York ; Chief Engineer, W. S. Lincoln, St. Louis ; General Freight Agent, A. C. Bird, St. Louis; First Assist- ant General Freight Agent, M. Knight, St. Louis ; Assistant General Freight Agent, C. L. Wellington, St. Louis ; Gencral Passenger Agent, H. C. Townsend, St. Louis ; Gencral Baggage Agent, C. P. Maule, St. Louis ; Purchasing Agent, R. W. Green, St. Louis ; Paymaster, G. F. Shepherd, St. Louis ; Commercial

1192

HISTORY OF SAINT LOUIS.

Agent, J. M. Osborn, Toledo, Ohio ; Car Accountant, C. P. Chesebro, St. Louis ; Superintendent Telegraph, C. Selden ; Assistant Superintendent Telegraph, G. O. Kinsman ; General Master-Mechanic, J. Johnson, Springfield, Ill .; General Master Car-Builder, U. H. Kohler, Toledo, Ohio.

Vandalia Line .- The St. Louis, Vandalia and Terre Haute Railroad Company, which, in connec- tion with the Terre Haute and Indianapolis Railroad, is commonly known as the " Vandalia Line," origi- nated in a project for an eastern connection along the general route of this road, which was very early considered by the people of St. Louis.

"So early as 1837," says the Republican of Feb. 2, 1847, "the subject of connecting .the improvements in the States of Indiana and Ohio with the Mississippi River commanded the attention of the Legislature, and it was deemed advisable to authorize the construction of what is called the Northern Cross Railroad, a route by which the works in our sister States could be connected with the great commercial artery of the nation, and a continuous line of communication formed between the East and West, affording every facility to a free commercial and social intercourse between the different and otherwise almost disconnected sections of our common country. The route had in contemplation not only the accommodation of a numerous population along the line through which it would pass, but a point nearly central in the State, and being the seat of govern- inent, so that from that point roads or branches of the main trunk would radiate to points upon the Mississippi and Illinois River, and insure the building up of commercial marts within our own State."

The Northern Cross Railroad was ultimately located between Galesburg and Quincy, Ill., and was sold in 1860 to the Chicago, Burlington and Quincy Rail- road.

In 1847, by " An Act to incorporate the Mississippi and Atlantic Railroad Company," it was provided that " J. B. Drake, M. G. Dale, James Bradford, William S. Wait, W. S. Smith, Henry Willis, Curtis Blake- man, G. T. Allen, A. B. Chambers, Ferdinand Ken- nett, T. A. Madison, R. K. Mclaughlin, and their associates and successors, are hereby created a body corporate under the name of the Mississippi and At- lantic Railroad Company for the term of fifty years. The incorporators were authorized and empowered " to locate and construct a railroad from the banks of the Mississippi opposite St. Louis through Greenville and Vandalia to the east line of the State, and termi- nating in Clark or Edgar County, most convenient for the continuation of the same to Terre Haute, and fol- lowing as near as may be the line of the great Cum- berland Road."

In 1850 an convention was held at Vandalia for the purpose of organizing a company to construct a railroad from Terre Haute to Illinoistown, opposite St. Louis. "Such a road when built," said the Republican of

March 21, 1850, " will connect Philadelphia, New York, and Baltimore in a continuous line of railway with St. Louis. It is now, we believe, the only piece of route not under contract or unprovided for."

It was not, however, until 1865, when the St. Louis, Vandalia and Terre Haute Railroad Company was chartered (Feb. 10, 1865) for the construction of a line via Vandalia, Effingham, and Marshall to the Indiana line, that the project of 1847 took definite shape. Though the work of construction was begun in 1866, the enterprise would probably have cventu- ated in a merely local road if the lease of the St. Louis, Alton and Terre Haute Railroad to parties inimical to the Pennsylvania Railroad Company had not threat- ened the traffic of that great corporation with lostile action and compelled it to seek other connection withı St. Louis. Under the influence and by the aid of the Pennsylvania Railroad Company, the St. Louis, Van- dalia and Terre Haute Railroad progressed so rapidly that in 1868 trains were running between East St. Louis and Highland, and the road was completed to Effingham in July, 1869, and a through train ar- rangement between St. Louis and Chicago effected by the Illinois Central connection in 1870.1

The Terre Haute and Indianapolis Railroad Com- pany leased the St. Louis, Vandalia and Terre Haute Line as soon as it reached the Indiana State line. In 1876, the Vandalia Line and the Indianapolis and St. Louis Line came under one management, and were so operated until 1878.

The Terre Haute and Indianapolis Railroad Com- pany, an integral part of the Vandalia Line, was organized as the Terre Haute and Richmond Railroad Company in 1847, under the railroad laws of Indiana, to construct a railroad from Terre Haute to Richmond, to connect with the Columbus and Indiana Central Railroad. In 1851 the company was reorganized, and built a line between Terre Haute and Indian- apolis. In 1866 the title of the company was changed from the Terre Haute and Richmond Railroad Com- pany to the Terre Haute and Indianapolis Company.

The St. Louis, Vandalia and Terre Haute Railroad Company, under the existing arrangement, is leascd to the Terre Haute and Indianapolis Railroad Company, for account of itself and the Pittsburgh, Cincinnati and St. Louis Railway Company and the Columbus, Chicago and Indiana Central Railway Company, which jointly guarantee the first mortgage bonds and

1 " The railroad excursion from Indianapolis and Terre Haute to this city, given in celebration of the opening of the St. Louis, Vandalia and Terre Haute Railroad, occurred yesterday, and the excursionists will be publicly received to-day."-Republican, June 9, 1870.

1193

RAILROADS.

one million six hundred thousand dollars of second mortgage bonds, the obligation of the Pittsburgh, Cincinnati and St. Louis Railway Company in this respect being guaranteed by the Pennsylvania Railroad Company. The Terre Haute and Indianapolis Rail- road operates the Vandalia Road under a lcase for nine hundred and ninety-nine years, at an annual rental of thirty per cent. of the gross earnings, and guarantces interest on the mortgage bonds. The Terre Haute and Logansport Railroad is also leased and operated and its bonds guaranteed by the same company.1

1 Maj. John E. Simpson, general manager of the Vandalia Line, died at the Lindell Hotel, St. Louis, Aug. 2, 1880. Maj. Simpson was born near Londonderry, Ireland, Nov. 1, 1839, his father being a wealthy farmer of Scotch and Irish extraction. In 1840 his family emigrated to America, his father engaging . in the grocery business in New York City. In 1843 the family moved to Detroit, where the elder Simpson was occupied in building light-houses for the government. He also became en- gaged in the Michigan Central Railroad. While thus employed he removed to Michigan City, Ind., where young Simpson at- tended the free school, and at the age of eleven years started out in life, selling Chicago papers. He was next employed as messenger-boy in a telegraph-office, and during the illness of the operator learned the art of telegraphing, by which means he secured a position as telegraph operator at Detroit when but thirteen years old. He remained in that position five years, when he obtained a position with tho Michigan Central Rail- road in order that he might perfect himself in running trains by telegraph. At the expiration of two years he received the appointment from Col. Ricker, general superintendent of the Louisville, New Albany and Chicago Railroad, of assistant train dispatcher, and as such had charge of the movements of all trains between Michigan City and Lafayette, Ind. While in Michigan City he was chosen captain of the Zouaves, an inde- pendent military company, and was made president of the Literary and Library Society for the engagements of lectures, etc. At the beginning of the war in 1861 he enlisted as a pri- vate, and was soon elected captain of Company H of the Fifty- ninth Indiana Volunteers. Previous to this he joined a regi- ment composed entirely of railroad men raised as engineer troops, and went to Chicago. After remaining in camp at Chicago for six months it transpired that there was no law in existenco au- thorizing the raising of this regiment, and as a consequence it was disbanded. Capt. Simpson, returning from Chicago with his company, joined the Fifty-ninth, and soon after the battle of Pittsburgh Landing joined the Army of the Tennessee, with which he remained four years, participating in all the battles, including the siego of Vieksburg and the march to the sea. During the last two years he served on the staff, of Maj .- Gen. John E. Smith, commander of the Third Division of the Fif- teenth Army Corps of the Army of tho Tennessee, ranking as major. While in active service in the field he filled several re- sponsible positions. He was provost-marshal at Huntsville, Ala., and performed that duty at other places. At the elose of the war he was appointed in the regular army, but deelincd. On being mustered out in August, 1865, at Indianapolis, he ae- eepted the position of train dispatelier and superintendent of telegraph for the Terre Haute and Richmond Railway, under Col. Rieker, and in 1867 was appointed assistant superintendent of the Terre Haute and Indianapolis Railway.

In June, 1870, the Vandalia Line having been completed,

The lines owned and operated by the Terre Haute and Indianapolis Railroad in 1882 wcre :

Miles.

Main line from Indianapolis to Illinois State line ....... 79.40

Coal branches 33.92

Lcascd :

Terre Haute and Logansport Railroad,-Logansport to Rockville. Ind .. 94.00

St. Louis, Vandalia and Terre Haute,-East St. Louis, Ill., to Indiana State line 158.10

Total length of line operated .. 365.42

The general balance sheet Oct. 31, 1881, placed the assets at $5,734,507.43 ; capital stock, $1,988,150 ; funded debt, $1,600,000.

The president of the company is W. R. McKeen, Terre Haute, and the general superintendent is Jo- seph Hill, St. Louis. The principal office is located at Terro Hautc. The general freight agent at St .. Louis is H. W. Hibbard, and the general ticket agent E. A. Ford.

The Vandalia Line stretches one hundred and sixty-seven miles across Illinois and Indiana, con- nccting at Effingham with the Illinois Central, fur- nishing an outlet to Chicago on the north and Cairo on the south, and terminates at Terre Haute. From there it runs via Indianapolis and Columbus over the Pan Handle, connecting at Pittsburgh with the Penn- sylvania Railroad. This road has a great many small branches and coal connections, but its total direct mileage is three hundred and fifty-six miles between St. Louis, Terre Haute, Indianapolis, and Logans- port. The general offices of the Vandalia are nearly all located at St. Louis. Within the past two ycars the road-bed has been put in the most thorough

Maj. Simpson was appointed division superintendent in charge from Indianapolis to Terre Haute. In July, 1871, he was made general superintendent of the entire line from Indianapolis to St. Louis, and continued thus until November, 1875, when, the Vandalia and St. Louis and Indianapolis Lines having been com- bined under one management, Maj. Simpson was made general manager of the consolidated lines. This position he held up to the time of his death, with headquarters in St. Louis. He was married December, 1866, to Miss Ilattie L. Sherman, second daughter of Dr. W. G. Sherman, of Michigan City. During his resideneo in St. Louis he filled numerous positions. He was president of the Railway Employés Mutual Benefit Association, president of the Governing Board of the Union Depot, and chairman of the committees in charge of relay depots at East St. Louis and at Indianapolis. He was a member of the So- eiety of the Army of the Tennessee, and belonged to the Cin- cinnati Society of ex-army and navy officers. He was also a member of the Ancient Landmarks lodgo of Masons at Indian- apolis, and belonged to the Order of Elks.

Maj. Simpson was pre-eminently a self-made man, rising to a position of great responsibility by sheer energy and faithful performance of duty. His integrity and honesty were unques- tioned, and he was honored and esteemed for many sterling qualities.

1104

HISTORY OF SAINT LOUIS.

order, and the iron rails between St. Louis and In- dianapolis have been replaced with steel rails. Many other improvements have been made.

The eastern prolongation of the Vandalia Line is the Pittsburgh, Cincinnati and St. Louis Railroad, which operates in addition to its own linc the Colum- bus, Chicago and Indiana Central Railway. The latter road, beginning at Indianapolis, where the Terre Haute and Indianapolis Railroad terminates, extends to Columbus, Ohio, where it meets the Pittsburgh, Cincinnati and St. Louis Railway. The latter road extends to Pittsburgh, Pa., and forms part of the Pennsylvania Railroad system.

The Pennsylvania Company was chartered by the Legislature of Pennsylvania, April 7, 1870, for the purpose of managing in the interest of the Pennsyl- vania Railroad Company the railroads leased and controlled by it west of Pittsburgh. The organiza- tion of the company dates from April 1, 1872. The aggregate length of the lines operated in 1882 was 3422.70 miles. Of this vast network of roads the Vandalia Line is one of the most important.

The Pennsylvania Railroad Company was char- tered April 13, 1846, to construct a railroad from Pitts- burgh to Harrisburg, to unite with the Harrisburg, Portsmouth, Mountjoy and Lancaster Railroad or by extension eastward with the Columbia Railroad. Authority was also conferred upon the company to connect with the Portage Railroad over the Allegheny Mountains at or near Hollidaysburg or Johnstown. The work of construction was begun at Harrisburg in July, 1847, and the division from that point to the junction with the Portage Railroad at Hollidaysburg was opened Sept. 16, 1850. The Western Division, from the western end of the Portage Railroad at Jolinstown to Pittsburgh, was opened Sept. 10, 1852. The Mountain Division, and with it the whole line, was opened Feb. 15, 1854. From Harrisburg to Phil- adelphia the line is made up of the old Philadelphia and Columbia Railroad and the Harrisburg, Ports- mouth, Mountjoy and Lancaster Railroad, which was leased in 1849.

The capital stock of the company was authorized to be increased in 1853, under which authority the com- pany has been able to aid its western connections. In 1856 authority was obtained for the construction of a railroad to the Schuylkill River from the Phila- delphia and Columbia Railroad, as well as for the con- struction of wharves, warehouses, etc. In 1857 the policy of disconnecting the State with the public works by the sale of all the works then owned by the State was confirmed by legislative action. These public works consisted of the Philadelphia and Co-

lumbia Railroad, the canal from Columbia to Dun- can's Island, the Juniata Canal, the Allegheny Por- tage Road, and the canal from Johnstown to Pitts- burgh. The property thus disposed of was purchased - by the Pennsylvania Railroad Company. In 1860 the Lancaster and Harrisburg Railroad was leascd, and in 1861 the Philadelphia and Erie Railroad was also leased. In 1864 the Philadelphia and Erie was opened for through traffic by means of the Western Pennsylvania Railroad. In 1865 the old canal below Freeport was converted into a railroad to connect the Western Pennsylvania and the Fort Wayne Railroad at Allegheny City, and during this year the " Con- nccting Railway" from Frankford to Mantua Junc- tion, West Philadelphia, was constructed. "Fast freight" lincs were introduced upon the road in 1865. In 1868-69 were effected those extended leascs of Western lines by which communication was secured with Indianapolis, St. Louis, Louisville, and Chicago. In 1869 the Pittsburgh, Fort Wayne and Chicago Railroad was leased by the Pennsylvania Railroad Company ; in 1870, the Erie and Pittsburgh ; in the same year also the Wrightsville, York and Gettys- burg Railroad came into the possession of the Penn- sylvania Railroad Company. In 1870, as previously stated, the " Pennsylvania Company" was chartered to give greater efficiency to the management of the Western leased roads, and to the latter company all the interests of the Pennsylvania Railroad Company were transferred. In 1876 arrangements were effected with the Northern Central Railway Company which opencd direct communication with Baltimore, and re- sulted in the construction of the Baltimore and Poto- mac Railroad, which gave the Pennsylvania Railroad a through line to Washington in 1873. In May, 1871, the railways and canals of the United Compa- nies of New Jersey were leased by the Pennsylvania Railroad Company, and the amplest terminal facilities at Jersey City were secured. In the same year the Cleveland and Pittsburgh was transferred to the Penn- sylvania Railroad Company, and also a controlling in- tercst in the Jeffersonville, Madison and Indianapolis Railroad.

In 1881 the company purchased a controlling in- terest in the Philadelphia, Wilmington and Baltimore Railroad (including the Delaware, the. West Chester and Philadelphia, and the Philadelphia and Baltimore Central Railroads), and thus secured another and more direct line connecting Philadelphia and Balti- more.

The total mileage of the Pennsylvania Railroad proper, including branches, leased and operated lines, etc., in 1882 was :

1195

RAILROADS.

Pennsylvania Railroad proper, with leased lines and branches ... 1172.50 Lines operated by the Pennsylvania Company 3422.70

Total 4595.20

The above statement ineludes the lines operated between Philadelphia and Pittsburgh and west of Pittsburgh, but does not comprise the New Jersey roads, the Philadelphia, Wilmington and Baltimore, the Northern Central, and the Baltimore and Potomac, with their branches in Pennsylvania, Maryland, Del- aware, and New Jersey.

Chicago and Alton Railroad .- The Alton and Sangamon Railroad, chartered in 1847, commeneed in 1849, and completed in 1852, was the first link in one of the most important railroads in the country, and the parent of the Chicago and Alton Railroad. After completion to Springfield, the road was ex- tended to Bloomington, thenee to Joliet, and thenee to Chicago. The Chicago and Mississippi Railroad, chartered Feb. 27, 1847, was the organization that completed the road to Joliet. In December, 1857, the road fromn Alton to Joliet was sold for the paltry sum of five thousand dollars to Governor Matteson. The road represented an expenditure at the time of the sale of nine million five hundred and thirty-five thou- sand dollars. The purchaser was the St. Louis, Alton and Chicago Railroad, from whose hands the prop- erty passed in 1860 to James Robb, receiver. Under the financial and executive management of Mr. Robb the property improved in value, resources, and revenues rapidly, and in 1861 measures were inaugurated looking to the rehabilitation of the company, and in that year (February 16th) the Chicago and Alton Railroad Company was formed, with Mr. Robb as president. The proper termini of the road were ree- ognized as being Chicago and St. Louis, and the offer of John J. Mitehell to build an independent line from Alton to East St. Louis, provided the Chicago and Alton Railroad Company would merge its fran- chises with those of the Alton and St. Louis Com- pany, was accepted, and the road completed between East St. Louis and Alton. In 1868 the Chicago and Alton seeured control of the Bloomington and God- frey Line, a distance of one hundred and fifty miles, which had been built under the charter of the St. Louis, Jacksonville and Chicago Railroad Company. The lease under which this important connection was made runs for nine hundred and ninety-nine years, and the rental to be paid is forty per cent. of the gross earnings, provided the forty per cent. does not exceed two hundred and forty thousand dollars in any one year. In 1870-71 arrangements werc entered into with the St. Louis, Jacksonville and Chicago Rail-

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History of Saint Louis City and County, from the earliest periods to the present day: including biographical sketches of representative men, Part 46

Author: Scharf, J. Thomas (John Thomas), 1843-1898 Publication date: 1883 Publisher: Philadelphia : L.H. Everts Number of Pages: 1358

Author: Scharf, J. Thomas (John Thomas), 1843-1898
Publication date: 1883
Publisher: Philadelphia : L.H. Everts
Number of Pages: 1358