capital stock for four shares of that of the St. Louis,
Iron Mountain and Southern Railroad. The Inter-
national and Great Northern Railroad of Texas was
absorbed by the Missouri, Kansas and Texas Railroad
of Missouri by the exchange of one share of the stock
of the former for two shares of the stock of the latter.
According to the report for the year ending Dec. 31,
1881, the condition of the Missouri Pacific Railroad
was as follows :
Rolling stock : Locomotive engines, 134 ; cars, pas-
senger, 78, baggage, mail, and express, 28 ; cabooses,
81 ; freight (box, 2318; stock, 551 ; platform, 132;
coal, 1138), 4139; total revenue cars, 4326 ; service
cars, 24.
Operations for the year : Trains run (passenger,
1,109,793; freight, 2,940,078), 4,049,871 miles;
total engine service, 4,220,241 miles ; passengers car-
ried, 1,017,507 ; carried one mile, 59,132,107 ; aver-
age fare, 2.48 cents ; freight moved, 2,712,634 ; moved
one mile, 368,817,609 tons; average rate, 1.30
cents.
The earnings (774 miles) were : From passengers,
$1,472,150.13 ; freight, $4,806,913.67 ; mail and ex-
press, $29 ' 281.01; miscellaneous, $2,067,612.99,
total ($11,164.03 per mile), $8,640,957.80.
Expenditures: For maintenance of way, $1,043,-
655.78; rolling stock, $1,268,204.31 ; transportation,
$1,047,254.58 ; miscellaneous and taxes, $269,040.17;
total ($4,687.54 per mile), $3,628,154.84.
Net earnings, $5,012,802.96 ; dividends (April,
July, October, and Dec. 31, 1881, 1 J per cent, each),
$1,524,167.11.
The general balance sheet presented Dec. 31, 1881,
showed,
Construction and equipment $33,555,939.10
Real estate 73.76fi.99
Stocks and l>onds 20,3(10,866.53
Material and fuel 1,091, 763.44
Current accounts 6,463,138.66
Cash onhand 585,540.16
Total assets $62,071,014.88
Capital stock $29,955,375.00
Funded delit 20,664,000.00
Sundry accounts 6,941,926.77
Bills paynble 451,956.64
Profit and loss 4,057,756.47
Total liabilities $62,071,014.88
The increase in share capital during the year ($17,-
534,575) was due wholly to the issue made in the
purchase of the St. Louis, Iron Mountain and South-
ern Railroad. The statement of the funded debt,
Dec. 31, 1881, showed that there were $48,195,000
of authorized bonds, and that the outstanding in-
debtedness amounted to $20,664,000.
The Missouri Pacific now forms part of the great
system of railroads controlled by Jay Gould and his
associates. Its directors (elected March 7, 1882)
are Jay Gould, Russell Sage, Sidney Dillon, W. F.
Buckley, Thomas T. Eckert, George J. Forrest,
George Gould, A. L. Hopkins, H. G. Marquand,
Samuel Sloan, all of New York ; F. L. Ames, South
Easton, Mass.; S. H. H. Clark, Omaha, Neb.: R. S.
Hayes, St. Louis. Jay Gould, president ; R. S.
H.iyes, first vice-president ; A. L. Hopkins, second
vice-president ; A. H. Calef, secretary, New York ;
W. M. Arnold, assistant secretary ; A. A. Talmage,
general manager; A. W. Dickinson, superintendent;
D. Brock, master of transportation ; J. C. Brown,
general solicitor ; T. J. Portis, general attorney ; D.
S. H. Smith, local treasurer; C. G. Warner, general
auditor ; F. Chandler, general passenger and ticket
agent ; C. B. Kinnan, assistant general passenger
agent; J. L. G. Charlton, assistant general ticket
agent ; S. Frink, general freight agent ; G. W. Cole,
assistant general freight agent ; J. J. Rogers, assist-
ant general freight agent ; J. Hewitt, superintendent
machinery; J. W. King, paymaster; R. B. Lyle,
purchasing agent, all of St. Louis. M. Bullard, su-
perintendent telegraph, Sedalia ; A. G. Easton, car
accountant, Sedalia ; W. P. Andrews, general bag-
gage agent, St. Louis; J. Hansen, general agent, St.
Joseph ; L. H. Nutting, general Eastern agent, New
York.
Missouri Division : Warder Gumming, superin-
tendent, Sedalia ; A. M. Hager, assistant superin-
tendent transportation, St. Louis ; C. L. Dunham,
superintendent, Atchison Section, Western Division,
Kansas City.
Kansas and Texas Division : T. M. Eddy, super-
intendent, Sedalia, Mo. ; T. G. Golden, assistant su-
RAILROADS.
1165
perintendent transportation, Denison, Texas ; C. V.
Lewis, division freight agent, Parsons, Kan.
Central Branch Division. W. W. Fagan, superin-
tendent, Atchison, Kan. ; M. L. Sargent, assistant
general freight agent, Atchison, Kan.
The practical operation of this vast railway system,
with all its ramifying lines and branches, is confided
to the experienced and skillful hands of the general
manager, Mr. Talmage. Archibald Alexander Tal-
mage was born in Warren County, N. J., April 25,
1834. His father (an Englishman by descent) was
pastor of a Presbyterian congregation, and was as-
sisted in his responsible duties by a noble wife, in
whose veins flowed some of the purest blood of Scot-
land. Born under these favorable auspices, young
Talmage enjoyed every opportunity for acquiring a
sound rudimentary education, and improved his ad-
vantages so well that at the comparatively early age
of fifteen he had passed through the curriculum of the
High School and the academy with more than usual
credit. Desiring to be independent, he then left
home and spent three years in a country store at
Goshen, N. Y., where he became somewhat familiar
with the routine of general business and obtained his
first glimpse of active commercial life. The lessons
learned in this capacity no doubt proved invaluable in
moulding the future character of the man and in
giving him habits of method and organization, which
qualified him in an eminent degree for performing the
duties of freight clerk in the freight department of
the New York and Erie Railway, on which he en-
tered when eighteen years of age, and where he re-
mained one year, displaying during that brief period
a precocious talent and an adaptability for railroad
work which were highly satisfactory to his superiors.
He next spent some months in a wholesale hardware
establishment in New York City, but the business
hardly suited him, and in 1853 he removed to Chicago
and obtained employment with the Michigan South-
ern Railroad as freight clerk. Within sixty days,
however, he was transferred to Monroe, Mich., and
soon after to Toledo, Ohio, where he remained until
August, 1858, during the last two years in the re-
sponsible position of train-master, directing all trains
on the Toledo Division of the road, and having charge
of all employe's at that point.
In his twenty-fifth year he removed to St. Louis
and engaged as passenger conductor on the Terre
Haute and Alton Railroad, displaying the same force
of character, the same energy, and the same ready
tact which characterize his present management, and
his superior abilities in the transportation depart-
ment being generally conceded by all with whom
he was brought in contact. In April, 1864, he was
appointed assistant superintendent of the road be-
tween East St. Louis and Terre Haute, and infused
into the management new energy and method ; but
in consequence of a want of harmony between him-
self and his chief, he resigned in October, 1864, and
accepted a position as master of transportation of the
military roads controlled by the United States gov-
ernment east and south of Chattanooga. Within
thirty days he was appointed superintendent of the
same lines, and remained in absolute charge of them
until at the close of the war the government turned
them over to the civil authorities. He was then
appointed general superintendent of the East Ten-
nessee and Georgia Railroad, and remained busily en-
gaged in its reorganization and reconstruction until
the fall of 1868, when he was invited by Mr. Herki-
mer, general superintendent of the Indianapolis and
St. Louis Railway Company (which had leased the
Terre Haute and Alton Railroad) to resume the assist-
ant superintcndency, which he had resigned in Octo-
ber, 1864. Here he displayed such marked ability
that in October, 1870, he was appointed Mr. Her-
kimer's successor, the late Col. Thomas A. Scott
asserting that " A. A. Talmage was the best rail-
road manager in the West." In this position his
abilities became more widely known and recog-
nized, and hence it was not surprising that in March,
1871, he was requested to transfer his sphere of
operations to the west side of the Mississippi River
and to become general superintendent of what was
then known as the Atlantic and Pacific Railroad, run-
ning from Pacific to Vinita. In December of the
same year the general superintendence of the Mis-
souri Pacific was intrusted to him, and for a period
of over eleven years, with the exception of a few
months in 1876, he has remained in active charge of
what may be truly considered the most valuable rail-
road property west of the Mississippi River. In this
position he enjoys the implicit confidence of those
who are recognized as being among the shrewdest
and most far-seeing railway managers in the United
States. His retention in so responsible a position as
that of general transportation manager of the Mis-
souri Pacific Railway and its comprehensive system,
covering about six thousand miles of railway, for
so long a period, is the best possible evidence of his
success. He certainly occupies a foremost place
among those truly great and public-spirited men who
have been instrumental in building up that unrivaled
transportation system west of the Mississippi River.
There can be no question as to the indomitable
energy, versatility, and executive ability of one who,
11GC
HISTORY OF SAINT LOUIS.
in the prime of physical and mental strength, has
raised himself to a standard of influence incompara-
bly superior to that which is occupied by any oper-
ating executive officer in the Western States.
In 1868, Mr. Talmage was married to Miss Mary
II. Clark, the accomplished daughter of the Rev.
James Clark, D.D., of Philadelphia, Pa. The Rev.
T. De Witt Talmage, D.D., the brilliant pulpit orator
of Brooklyn, N. Y., is his cousin.
The great Pacific Railroad across the continent was
completed May 10, 1869, and railroad communication
was opened between the Atlantic and Pacific coasts
two days later, May 12, 1869. At a meeting of the
Missouri Historical Society, held on the 4th of June,
1869, the following, on motion of Gen. Ranney, was
adopted for the purpose of being placed on record :
" One of the great Pacific Railroads over the continent from
east to west was finished May 10, 1869.
" One of our merchants, James H. Gibson, made over it the
first importation of tea from China to St. Louis, which was only
thirty-seven days in transit."
The Missouri Pacific or Southwestern system, as it
is called, operated under one management, or rather
one interest, consists of the Missouri Pacific, the Iron
Mountain, the Texas Division of the Missouri Pacific
(formerly the Missouri, Kansas and Texas), the Texas
and Pacific, and the International and Great Northern
Railroads, covering five thousand nine hundred and
forty- four miles of railway directly in the interests of
St. Louis. The region drained by this system covers
the whole country from the Mexican frontier to the
Mississippi, from Omaha to the gulf. New lines are
being built in many parts of the Southwest. One of
the,principal roads in this system now under construc-
tion is the Fort Worth and Denver Road, which is
now finished to a point called Henrietta, one hundred
miles northwest of Fort Worth. It stretches across
the country towards Pueblo, in Colorado, whence the
trains will run into Denver over the Rio Grande Rail-
road for the present. This line will be nearly six
hundred miles in length, and will be pushed rapidly
to completion.
The southern point of this system is Laredo, on
the Rio Grande, reached by the International and
Great Northern Railroad, where connection is made
with the Mexican Railroad (narrow-gauge), now in
course of construction towards the city of Mexico.
The latter is being built from both ends, Laredo
and the city of Mexico. In time the International
Road will itself have a standard gauge connection
through to the city of Mexico, though the work as pro-
jected is at a standstill on account of certain compli-
cations that have arisen within the past few months
in Texas. The Mexican National Road has many
branches in the republic of Mexico, and before two
years shall have elapsed the system will embrace
something like eighteen hundred miles, giving St.
Louis direct communication with all the principal
cities of that country and the mining regions. St.
Louis will not only have opened to her merchants
and manufacturers a valuable trade, but, owing to her
splendid railway connections, will have advantages
which, if properly taken hold of, will secure the bulk
of the business to be derived from Mexico.
To the westward the Texas and Pacific meets the
Southern Pacific at Sierra Blanca, a point a short dis-
tance east of El Paso, and in connection with the
Iron Mountain these roads form a through route to
San Francisco and points on the Pacific coast. To
the southeastward from Marshall the Texas Pacific is
completed to New Orleans, the extension being
known as the New Orleans Pacific, and thus does
the Southwestern system have its own through line to
New Orleans. Before many months St. Louis will
have direct rail connection with New Orleans on the
west bank of the Mississippi River. This line will
soon be almost a bee-line between the two cities by
the completion of the line of the Iron Mountain Road,
now being pushed as rapidly as possible through East-
ern Arkansas from a point known as Knoble, on the
Iron Mountain Road, in Arkansas, to Alexandria, La.,
on the Texas Pacific, and now finished to Forest City.
This system, while tending to draw trade to St. Louis,
of course brings St. Louis into competition with the
cities of New Orleans and Galveston, and the course
of trade will depend upon the inducements offered by
the different cities for it.
This Southwestern system, as previously indicated,
is a part of the Gould system, which embraces in ad-
dition to the roads named the Wabash, St. Louis and
Pacific Railroad system, both east and west of the river.
This powerful combination is considered as advanta-
geous to St. Louis, and the policy heretofore pursued
has been in the interests of the city. It is under-
stood that the interests of the two are identical in
many respects, and that the true interests of this vast
system will be to make St. Louis its grand centre.
As far as can be known, this has been the policy of
the management up to this time, and St. Louis is
recognized as the headquarters of this vast interest,
all the general offices being located here.
The Missouri Pacific on May 1, 1882, extended its
line northward on the west bank of the Missouri River
from Atchison, Kan., to Omaha, Neb., making direct
connection through Kansas City between Omaha and
RAILROADS.
1167
St. Louis. Various other extensions of its branches
have been and are being made.
The mileage of the Missouri Pacific at this writing
(Jan. 1, 1883) is as follows:
Miles.
Main line, St. Louis via Kansas City, to Omaha 496
St. Joseph Extension 21
Carondelet Branch 11
Lebanon Branch 40
Glencoe Branch 4
Boonville Branch 44
Lexington Branch 55
Lexington and Southern Division 132
Kansas and Arizona Division 135
Kansas City and Eastern Division 32
Warsaw Section 42
Kansas and Texas Division, main line, Hannibal, Mo., to
Denisnn, Texas 575
Neosho Section 157
Mineola Section 103
Fort Worth and Waco Sections 280
Dallas Extension 38
Jefferson Branch 155
Central Branch Division, main line, Atchinson to Lenora,
Kan , 293
Washington Branch 7
Republican Branch , 31
Jewell Branch 43
South Solomon Section.... 24
Total Missouri Pacific proper, with Missouri, Kan-
sas and Texas Division 2718
The Iron Mountain Road is the next most important
factor in this system. The main line runs from St.
Louis to Texarkana, on the border, between Arkansas
and Texas, while from Bismarck a branch leads to
Belmont. on the Mississippi, opposite Columbus, Ky.,
at which point connection is made with the system of
roads east of the Mississippi River.
The Iron Mountain and Helena is forty-three miles
in length, and was but recently acquired. It will be
a most valuable feeder. It extends from Helena to
Forest City.
The Galveston, Henderson and Houston Road, fifty
miles in length, and running between the cities of
Galveston and Houston, was recently purchased by
the Gould system, and henceforth will be operated as
a part of the International and Great Northern Rail-
road.
The Atlantic and Pacific Railroad, originally the
Southwest Branch of the Missouri Pacific Railroad,
was endowed December, 1852, by the State, with one
million two hundred thousand acres of land, and with
an appropriation of one million dollars of State bonds.
In the spring of 1853 the president of the Missouri
Pacific, who was then in New York, entered into a
contract with Diven, Stancliff & Co. for the construc-
tion of the whole Southwest Branch. In December,
1855, the Legislature passed an act transferring to the
main line the one million dollars before authorized for
the Southwest Branch. The company was also author-
ized to mortgage a million acres of their lands and those
of the Southwest Branch, and issue their own bonds
thereon to the extent of ten million dollars, to aid them
to construct that branch, the State agreeing to guar-
antee three million dollars of the company's bonds, the
proceeds to be expended on the first one hundred and
fourteen miles of the Southwest Branch, reaching
from Franklin to a point beyond the Gasconade River;
but the company was required to expend fifty thou-
sand dollars, to be derived from other sources, for
every one hundred thousand dollars of bonds to be
guaranteed. This act required the First Division of
the branch to be completed within three years from
its date, under penalty of forfeiture of the road to the
State, with its lands and franchises, by operation of law,
subject only to the mortgage above mentioned. The
law also extended the privileges of actual settlers on
railroad lands, by granting them rights of pre-emption
at two dollars and fifty cents per acre to the extent of
fifteen miles from the road.
From 1854 to 1861 the State contributed two mil-
lion dollars more to its construction. As the condition
of its several contributions to the funds of the South-
west Branch, amounting to five million dollars, the
State of Missouri had stipulated for the forfeiture to
it of the road, its lands, franchises, etc., in case of fail-
ure on the part of the company to pay the interest on
the bonds issued by the State.
Such failure having been made, on Feb. 19, 1866,
the Governor took possession of the road as State
property, and by act of the Legislature its name was
changed to the " Southwest Pacific Railroad," and the
property was offered for sale. It was bought by Gen.
J. C. Fremont at one million three hundred thousand
dollars, payable one-fourth cash, the balance in four
annual installments, and under the obligation to ex-
pend five hundred thousand dollars in its extension
the first year. Fremont and his associates failed to
comply with this agreement. He, however, succeeded
in completing the road to the Gasconade River, at
Arlington, or thirteen miles, but encumbered the
property with debts to a large amount. He took
possession June 14, 1866, and was dispossessed by
the Governor, under the terms of the sale, June 21,
1867.
While Fremont and his associates, one of whom
was Levi Parsons, were in possession of the property,
they procured from Congress the charter of the At-
lantic and Pacific Railroad Company. This charter
contemplated one hundred million dollars of capital,
granted forty sections, or twenty-five thousand six
hundred acres, of land per mile in the Territories, and
twenty sections, or twelve thousand eight hundred
acres, per mile in the State through which its line
1168
HISTORY OF SAINT LOUIS.
might pass ; provided for a railroad from Springfield,
Mo. (thus tapping the charter of the Missouri Com-
pany), to the Pacific Ocean, with a branch in the
Indian Territory from Van Buren, Ark., to an inter-
section with the main line on the Canadian River ;
and further provided for the consolidation of the
company to be formed under this charter with any
other (to wit, the Missouri Company) which might
have been chartered over the same route or any part
thereof. This charter was passed July 27, 1866.
Before the proprietors of this great enterprise had
time to realize from the speculation, their power in
the premises was broken to a degree by the loss of
their control over the Missouri portion of the road,
once more the property of the State. Andrew Peirce,
Jr., F. B. Hayes, and their associates, having been
losers as holders of bonds issued under the Fremont
regime, which were apparently rendered worthless by
the forfeiture of the property to the State, associa-
ted themselves together under a new act of the Mis-
souri Legislature, organizing the South Pacific Rail-
road Company, and to this new company the State
made almost a clean donation of all the road already
completed, unsold lands, etc., on certain stringent con-
ditions, to wit :
1st. The company was required to spend $500,000
the first year to complete the road to Lebanon in two
years, to Springfield in three years and six months,
and to the State line by the 10th of June, 1872.
2d. They were to deposit $1,500,000 in cash in the
State treasury, which they were to be allowed to with-
draw only in sums of 8100,000, as the same might be
expended in extending the road.
3d. They were required to give a bond in the sum
of $1,000,000 for the faithful performance of the con-
tract, and for the payment of $300,000 to the State
in three annual installments.
These conditions having been complied with, and
an excess of $200,000 over the sum required having
been deposited with the treasurer, the South Pacific
Company took possession June 30, 1868, and com-
pleted the road to the several points mentioned in
from twelve to eighteen months less time than was re-
quired by their contract with the State.
The " Atlantic and Pacific," chartered, as above
mentioned, July 27, 1866, was duly organized in Oc-
tober, 1866, and Gen. Fremont chosen president on
June 11, 1868. The property having meanwhile been
encumbered by the indorsement of some $3,000,000
bonds issued by the Southwest Pacific, the control of
the company passed into the hands of the same parties
who owned and controlled the South Pacific Railroad
Company, and on Oct. 21, 1870, the said South
Pacific Company sold and conveyed its entire property
to the Atlantic and Pacific. Thus the entire property
and franchises of all these companies became merged
in one under the liberal Federal charter granted to the
Atlantic and Pacific, who thus owned not only what
the stockholders had bought and paid for, but what
has cost the State of Missouri and county of St. Louis
over $6,000,000 in securities to its predecessors.
The St. Louis and San Francisco Railway
Company is the successor of the Southwest Branch
of the Missouri Pacific, which, as we have seen, was
sold in 1868 to purchasers who were incorporated as
the South Pacific Railroad Company. The latter
corporation completed the road to Lebanon, seventy-
one miles, in 1869 ; to Springfield, fifty-six miles,
in May ; and to Peirce City, fifty miles, in October,
1870. At this date the Atlantic and Pacific Rail-
road Company purchased the road and completed it
to Vinita, three hundred and sixty-four miles from
St. Louis, where connection was made with the Mis-
souri, Kansas and Texas Railroad. On the 1st of
July, 1872, the Atlantic and Pacific Railroad Com-
pany leased the Pacific and Missouri, to which its
line once belonged, and operated that road until No-
vember, 1875, when the Atlantic and Pacific was
placed in the hands of a receiver. On the 8th of
September, 1876, the road and lands of the company
were sold under foreclosure of mortgages to the St.
Louis and San Francisco Railway Company, and the
corporation was reorganized under the latter name.
Few Western roads have made the rapid progress
that the St. Louis and San Francisco has. Up to the
time of its extension to Springfield, in the southwest-
ern corner of Missouri, its business was comparatively
small. No sooner had the country of the Ozarks
been reached than the road began to rise in impor-
tance, and to-day it is regarded as one of the most