REPORT « 1 OF THE JOINT RAILROAD COMMITTEE OF THE ' NEBRASKA LEGISLATURE, n Eighteenth Session, i8Sj. HE ! S77I . LINCOLN, NEB.: i .A/ ^/] S. JOURNAL COMPANY, STATK PIÍINTHKS. 1 J 1883. c y 5? Í? R REPORT OF THE JOINT RAILROAD COMMITTEE OF THE NEBRASKA LEGISLATURE. Eighteenth Session, i88j. LINCOLN, NEB.: JOURNAL COMPANY, STATK PRINTERS. 1883. HE í 77/ ■ Mißi I is3 REPORT. Mr. Speaker : The special railroad committee created and appointed by virtue of the resolution hereto attached, submit the following report : From lack of time your committee could not ascertain the de¬ tails of the freight traffic for any considerable period of time, but the result as shown by the tabulated statement, herewith submitted, shows a gradual decline in the rate per ton per mile, on the lines of railroad in this State since 1872. That year the average was $2.34 per mile, per ton, while 1881 shows the aver¬ age of $1.87 per ton per mile. The total average per ton per mile, including coal, being $1.97 per ton per mile, and only one- third of a cent more with coal excluded from the total tonnage. A comparative statement of the number of tons of freight car¬ ried one mile during the years 1880 and 1881, over the Union Pacific railroad, is hereto attached. Also table number 2, which is a statement showing the rate per ton per mile, of freight carried during the year 1881 on the Union Pacific railroad. Also table number 8, is a comparative statement of freight earnings of the Union Pacific railroad for the years 1880 and 1881. Table number 4, is a statement of classified freight in pounds, forwarded during the 3"ear 1881, over the Union Pacific railroad. Similar tables are submitted relating to the Maryville & Blue Valley branch of the Union Pacific, for the St. Joseph & West¬ ern Division, the Omaha, Nebraska & Black Uills branch of the Union Pacific, and also the Omaha & Republican Valley branch of the Union Pacific. These tables present, in condensed form, all the information the committee has, in the short time allowed. 4 REPORT OF TUE been able to procure relating to the freight business of the Union- Pacific railroad or its branches. The committee also submits a table showing the Union Pacifia passenger earnings, containing the grand total earnings, the through earnings, the amount earned in Nebraska, the way earn¬ ings total, and the way earnings in Nebraska. Also a similar ' table showing the same for the Omaha & Republican Valley rail¬ road, the Omaha, Nebraska & Black Hills branch, the St. Joseph & Western branch and the Maryville & Blue Valley road. We also report and submit a table showing the freight busi¬ ness over the Chicago, Burlington & Quincy railroad, and the Burlington & Missouri River in Nebraska, via the Pacific Junc¬ tion and Nebraska City, during the eight months ending August 31st, 1882. Also a table showing the mileage traffic on the Burlington & Missouri River Railroad in Nebraska. Also tonnage of articles transported for the six months from January to June, inclusive, 1882, on all lines, and the kind of articles transported. Also a table showing a description of the Burlington & Mis¬ souri River railroad and leased lines in Nebraska, number of sta¬ tions, number of persons employed and the equipments of the road. We also submit a table showing the earnings per passen¬ ger per mile, on the Burlington & Missouri in Nebraska, for 1882. We likewise submit herewith, a statement showing the percent age of decrease in rates of freight on six leading articles of traf¬ fic, from 1877 to 1882 : Wheat, 25 per cent. Corn, 25 per cent. Lumber, 38J per cent. Salt, 20 per cent. Hard coal, 33J per cent. We submit a statement of Mr. Holdrege's, showing the inter¬ state tonnage to be 87 per cent, of the whole, and the local or JOINT RAILROAD COMMITTEE. 5 state tonnage to be 13 per cent. He reports cost of transporting passengers to be three cents per mile. The average passenger - rate at the present time is 8J cents. The cost of transporting a passenger a mile, is made up exclud¬ ing the interest on fixed capital invested in the road. The State Auditor's report shows the total assessment in the State to he : $98,587,475.11. Railroad property was assessed at $14,876,850.- 31. The railroad property in the State was valued for the pur¬ pose of taxation at one-seventh of the entire taxable property of the State. On the Union Pacific Railway for the year 1872, the passenger mileage was 806,688.71 miles, and the average rate per passenger per mile, was 4J cents. In 1881, the passenger mile- .age was 1,812,626.82 miles, with an average rate per passenger per mile of three and one-sixth cents per mile. The average for 1882 will he still lower, as shown by the eleven months covered by the tables herewith submitted. The question has been frequently asked, during the session of your committee, on what method, basis or system, are freight rates based ? After a consideration of all the evidence elicited, your committee have come to this conclusion : Railroads have for sale an article known as transportation. This is the only article in which they can legitimately deal. They are organized to create and sell to all who wish to purchase transportation. They constantly aim to increase the volume of their sales. They have a surplus of this article. It is always on hand. It is for sale every hour in the day and every day in the year, and the market is always largely over stocked, for no road in this State is worked to its full capacity. The railroads ai*e greatly inter¬ ested in promoting and stimulating trade. The motive in this direction is so strong as to sacrifice present rate per cent, of profit to the more important object of increasing the number of sales of that article of which they have and always must have a surplus. A small profit on a large and constantly increasing number of sales, and of that of which they have a surplus, is more profit¬ able to the railroads than a high profit on a few sales. Could the 6 REPORT OP THE railroads in the State find customers for the transportation they have for sale, they could increase their income from ninety to one hundred per cent. Railroads are in the country to stay for all time. They have always on hand a much,larger stock of trans¬ portation than the trade and business require, and from self inter¬ est they are compelled continually and carefully to keep in view, the interest of the community in which they operate. They can only fiourish in Nebraska when the farmer is prosperous. It is believed that this furnishes a strong guaranty bf safety to the people, if the railroads of this State are left to the management and control of the owners thereof. The Nebraska freight rates on important products east bound, and on lumber, coal and im¬ portant articles west bound, have in the past five years decreased from 15 to 33 per cent., and rates from Nebraska to Chicago vary but little from cost of transportation, excluding interest on bonds and stock in road. The present tariffs for freight and passengers in Nebraska, are not oppressive, and when we consider the sparse- ness of population throughout a large portion of the State, the small number of passengers carried, may, with propriety, be called liberal, when compared with those of roads through dense¬ ly populated eastern states. This difference in the population from which business may be drawn, will be best shown by illustrations. The population of counties through which the main lines of railroad in Nebraska run, according to the census of 1880, was two hundred persons for bach mile of road. The following illustrations are selected at random : Missouri Pacific, 2,310 per mile. Chicago, Burlington & Quincy, in Iowa, 804 per mile. The same road in Illinois, 3,383 per mile. Pittsburg, Fort Wayne & Chicago, in Ohio, 3,269 per mile. New York Central, in New York, 5,816 per mile. Nor is the deficiency in local business in Nebraska, compen¬ sated for by a large amount of through business. The cost of transporting a passenger depends on the volume of business, or JOINT RAILROAD COMMITTEE. 7 the number to be transported. Trains on the main lines in this State do not average more than five full coaches of passengers, from three to six full coaches could be added without materially increasing the expense of running the train. All the roads we have named above, except the New York Central, have passen¬ ger tariffs based on three cents per mile. The New York Cen¬ tral, on the main line, charges two cents per mile. The volume of business on all these lines is so great, passengers are carried on such full trains, and the wages paid employes and other ex¬ penses are so low that the average cost of transportation is re¬ duced to a figure that railroads in Nebraska cannot hope to reach for years, if, indeed, they can ever hope to do so. It has been and always will be the policy of the railroads to increase travel on their lines by making rates as low as can be done with due regard to cost of performing the service. In accommodating the public it builds up its own business. The interests of the rail¬ road and those of the public are mutual and identical. They are parts of one great whole. Each is a part of the body politic and neither can be crippled or injured without damage to the other. Rates of transportation have been gradually reduced in the past from ten cents per mile to four cents. The reductions in rates have at all times been in advance of the increase of busi" ness, showing the constant recognition of the fact that a small profit on a large number of sales of transportation, is more satis¬ factory than a large profit on a comparatively limited number of transportations, and this rule existing, in the very nature of things, is a better freight and passenger rate regulator than any arbitrary inflexible rule that can be established. Your committee find that there is no evidence of favoritism or of unjust discrimination in favor of persons or places by the rail¬ road companies of this State. The evidence herewith submit- > ted shows some differences between local agents and shippers in two or three instances, but in no instance is it shown that those differences were brought to the knowledge of the officers or gen- 8 REPORT OF TUE eral managers of the road. It is not satisfactorily shown that the railroad companies or the general managers have in the inter¬ ests of, or on behalf of, the railroad companies, interfered or meddled with the politics of the State. It is true the railroad companies have quite generally passed the delegates of the polit¬ ical conventions without distinction as to party or political prin¬ ciples : and your committee have deemed it due to the House to present briefly their views upon the situation of the people of this State, and their interest in the freight rates to the markets' of the world for their surplus products. A very large propor¬ tion of the tonnage of the commerce of this State, is paid on corn, wheat, oats, barley and live stock, mostly shipped to the markets of thé East, and on lumber shipped from the lumber regions of the east and northeast, to Nebraska. It is important to bear these facts in mind. And if it be proposed to adopt a radical change in the methods of business, it is well to first determine the evils existing in the present methods, and then see if the proposed change will remedy those evils. The question then is presented, is there anything in the present management of the railroads of this State which furnishes just ground of complaint ? If there is, the charge should be made specific. If any one has been deliberately or intentionally injured; if those public servants have been arrogant, if they have descriminated in favor of persons or places, if favoritism has been shown, it should be pointed out., This has not been done. All patrons or purchasers of transportation, similarly circumstanced, should be placed, upon equal footing. We think the evidence shows an earnest effort on the part of the railroads to comply with the Doane law, and this is shown to have been done, in some cases resulting in loss to the business interests of the State and the railroad companies alike. It has, in some instances, had the ef¬ fect to drive from the State to Iowa and Missouri, business that naturally and legitimately belonged to Nebraska. The railroads of Nebraska have made and regulated their own rates, except so ar as they have been governed by the Doane law. The shippers JOINT RAIROAD COMMITTEE. 9 of Nebraska obtain more liberal freight rates than those of Iowa or Illinois. In these latter states restrictive laws have been en¬ acted. They are now in force. The following table shows the rates of the Union Pacific Railroad Company for transportation of wheat, corn and live stock to Omaha, from the leading sta¬ tions upon the line of its road, as compared with the rates charged in Iowa for similar distances. These last named rates are taken from the official reports of the Iowa railroad commissioners. COMPARISON OF RATES transportation of farmers^ shipments in Nebraska with rates charged for similar shipments in Iowa. RATES UPON WHE\T. PUS & «y®-® (Sj «¡o ÍH 1-H Ü p. rate from Plum Creek to Omaha | 231! R. I. & P. rate, Iowa City to Chicago ' 237!., P. rate, Stevenson to Omaha ' 201: R. I. & P. rate, Durant to Chicago 202¡. P. rate, Shelton to Omaha 177! R. I. & P. rate, Des Moines to Lavenport 177L P. rate, Benton to Omaha ' 84| R. I.& P. rate, Marengo to Davenport 85 . P. rate, Wahoo to Omaha 54 R. 1. & P. rate, Iowa City to Davenport 55 RATES UPON CORN. ! 18 P. rate, Shelton to Omaha R. Í. & P. rate, Des Moines to Davenpoi P. rate Benton to Omaha R. I. & P. rate, Marengo to Davenport. R. I. & P. rate, Iowa City to Davenport. 17 20 **19 * 13 21 "i*4 " 11 i 177 14K' ' 1H,5 ; 19 1 11 1 S5 1 12 ! ,54 9 j 55 1 9K 1 RATES UPON CATTLE. "O Qi O Or-« 0^ U. p. Rate. Plum Creek to Omaha C., R. I. & P. rate, Iowa City to Chicago Ü. P. rate, Stevenson to Omaha O., R. I. & P. rate, Durant to Chicago U. P. rate, Belvidere to St. Joseph C., R. I & P. rate. Des Moines to Davenport U. P. rate. Hansen to St. Joseph C., B. & Q. rate, Mt. Pleasant to Chicago U. P. rate, Edgar to St. Joseph •C. & N. W. rate, Boone to Clinton 231139 00 2371852 00 2011836 00 202 Í38 00 176 825 00 175 235 235 200 202 $30 00 830 00 $40 00 825 00 833 00 Even this showing however, does not give a complete idea of the advantages obtained by Nebraska farmers. The regular rates 10 REPORT CE THE from Omaha to Chicago are, for wheat, 35 cents per 100 poundö,. for corn, 80 cents. The Union Pacific railroad has special ar- rangements with its connecting lines under which it is able to give exactly the same through rates to Chicago from the follow¬ ing stations as those above named, i.e.: Gilmore, Clear Creek, Mead, Wahoo, Weston, Valparaiso, Raymond and Lincoln. For corn, the same thing is true in respect to the additional stations of Brainard, David City and Rising. The amounts by which Ihe through rates to Chicago from other stations in Nebraska exceed the regular rate from Omaha to Chicago is shown by the follow¬ ing table : • STATIONS. DISTANCE FROM OMAHA. ' Wheat O From PapUlion Millard Elkhorn Waterloo Valley Mercer Fremont Ames Norlh Bend Rogers Schuyler Benton Columbus Clarks or Silver Creek.... Central City Chapman LocKWOOd Grand Island Alda or Wood Kiver Shelton, Gibbon, Buda.... Kearney Stevenson or Elm Creek.. Overton or Josselyn Brainard David City Rising Shelby Osceola Stromsburg 15 miles, 21 29 31 35 42 47 54 62 69 76 84 92 121 132 142 148 154 162 177, 195 201 221 and 109 miles., miles 96 106 113 120 125 and 170 miles , 183 and 191 miles.. miles and 212 miles and 225 " miles 1 2 2 2 2 2 3 i 4 4 4 5 5 7 8 8 8 8 8 8 8 9 10 It is true that in many cases the freight rates in Nebraska are lower than those for corresponding distances in Iowa. This is most noticeable in the rate charged for short hauls, and regarding which the most complaint is made. The following comparison between the rate charged from Omaha to Millard, a distance of twenty-one miles, and the rate charged upon the Chicago, Rock JOINT RAILROAD COMMITTEE. 11 Island & Pacific, in the state of Iowa, from Davenport to Durant a distance of twenty miles ; we cite by way of illustrating : MERCHANDISE. Union Pacific, Omaha to Millard, 21 miles; Ist class, 14 cents ; 2nd class, 18 cents; 3rd class, 12 cents; 4th class, 12 cents. Chicago, Rock Island & Pacific, Davenport to Durant, 20 miles ; 1st class, ] 9 cents ; 2nd class, 16 cents ; 8rd class, 13 cents ; 4th class, 10 cents. It should be borne in mind that freights for transportation of merchandise are comparatively a small matter. The freight on dry goods and clothing is a very trifling matter. It is doubtful if there would be any appreciable difierence in the case of dry goods and clothing if they were brought in free of freight charge. The Nebraska railroads are now able to make very low rates for transportation of grain, cattle, lumber, salt and emigrant mov¬ ables, because they do charge reasonable rates for merchandise. Were the roads compelled by law to reduce their rates upon merchandise, the natural result would he to advance rates for tho transportation of articles in which the farmers and shippers are particularly interested. The rates of freight are less on corn, wheat, and lumber to-day, than has ever been fixed by law. Lawa should always be enacted in the public interest and not to accom¬ plish private ends. The evidence reported in this investiga, tion discloses the fact that it is not uncommon for men who claim to have a certain amount of political influence to ask or demand of railroad managers some special concessions by which they may obtain an advantage over others ; in such case the plea of the applicant always is, if the company will favor him, no un¬ friendly action shall be taken against the companies, but if their demands are not complied with, they will use all their political influence against the road. In some instances your committee find that some who are most clamorous for the rights of the people, as they allege, are really actuated by a desire to retaliate for the refusal of the railroad companies to grant to them some special 12, REPORT OF THE favor. Legislation should not serve private ends and aims, but be for the good of all. Laws should be enacted for the people, and in their interest. The people of this State are honest; they are not beggars ; they are not thieves; they do not ask service with¬ out pay; they do not wish, in their sovereign power, to deprive othets of their property or its just use. They are willing to give a reasonable compensation for needed transportation ; they are interested in building up and extending the commerce of this State, and in promoting the growth of towns, agriculture, man¬ ufactures and commerce within our borders. So also are the rail¬ roads, for they can thrive only when the former prosper. The assistant general manager of the Union Pacific Railroad testified before your committee that the branch roads of that company, including the St. Joseph & Western, in 1881, earned three-quarters of a million less than the actual expense of operat¬ ing them, and that in 1882, the loss was about one-half a million dollars. The people of the State do not desire that foreign cap¬ italists who have permanently invested their money, should lose it or fail to receive a fair interest thereon. When such losses oc¬ cur in the operation of these roads, is it good policy and the highest type of statesmanship, not to say political sagacity, to re¬ quire that the rates charged on these roads shall be still further reduced? We have millions of acres of unimproved and fertile lands, which, in order to attract settlement and support a large population, need nothing but railroads to enable those who may settle upon these lands to find a market for their products. We, who have already settled in this State and have shared in its prosperity, can find more profitable employment for the money we have been able to save, than to invest it in railroads, and we ask men in the East, where large accumulations of money have rendered the rate of interest much lower, to invest their money with us, and, as yet, your committee are not prepared to en¬ deavor to persuade the people that they are wronged, regardless of justice, equity and fair dealing, or to advise a restriction of rates which these roads may charge, to such figures that they JOINT RAILROAD COMMITTEE. 13 cannot receive operating expenses. Let it be known that this is the rule and the principle which controls legislation in Ne¬ braska, and a halt is called in the growth and prosperity of*the State. A very large proportion of the moneys received by the rail¬ roads is immediately paid out hy them within, the State. Their capital is localized; it cannot be removed. It must abide the future destiny of the State. If the State prospers they prosper, if the State is crippled in its production and wealth producing resources, they are crippled also. They are the great arteries of commerce. Over these lines to the great markets of the world, must go the surplus products of Nebraska. They are necessary parts and important factors iivthe financial growth of the State. The close relation existing between the railroads and the farmer, two great factors in society, can be made evident in the most striking manner, only by an appeal to the eye. Since the close of the war of the rebellion our railway mileage has been increased from 84,000 to 100,000 miles. The figures in the following dia¬ gram show the miles of railroad in operation on the first of Jan¬ uary in each year and the black lines show the proportionate in¬ crease. Railroads beget railroads. Where we had one mile be¬ fore slavery ended, we have three now. 14 REPORT OF THE MILES OF RAILROAD In operation on the 1st of January in each year and the miles added in the year ensuing. 1865. 33908 . 1177 . 1866 35085 • 1716 • 1867. 36801 . ! 2449. ■ 1868. 39250 . 2979 . 1869. 42229 • 4615 . 1870. 46844 . 6070 I 1871. 52914 . 7379 . 1872. 60293 587S I 1873. 66171 < 4107 1 1874. 70278 ■ 2105 1875. 72383 1713 1876. »74096 2712 1877. 76808 2281 1878. 79089 2687 1879. 81776 4721 1880. 86597 7503 1881. 94000 10674 1882. 104674 JOINT RAILROAD COMMITTEE. 15 It will be observed that the rates of charges pictured in these tables, cover all classes of merchandise and that the charge on grain and meat is from one-half to two-thirds the average rate on all traffic; this low rate being possible owing to the great dis¬ tance over which these staples are carried. We in Nebraska are a long distance from the markets, where our surplus is consumed. Our inter-state commerce is 87 per cent, of the whole traffic and it may well be doubted whether a just regard for our agricultural interest demands any restrictive legislation upon railroads in this State. The construction of 1882 will exceed that of any preceding year. During the same period the grain crops have increased in the proportion pictured in the following diagram : The figures on the left showing the number of bushels of corn, wheat, oats, .rye, barley and buckwheat produced each year. It is remarkable that the increase of crops follows substantially the increase of the railway mileage, proving the mutual relations of each to the other. GRAIN CROPS OF THE UNITED STATES. YEAR. BUSHELS. MAIZE, WHEAT, RYE, OATS, BARLEY, BUCKWHEAT. 1865. 1,127,499,187 1866. 1,343,027,868 . 1867. 1,329,729,400 . 1868. 1,450,789,000 1869. 1,491,412,100 — 1870. 1,629,027,600 i—— 1871. 1,528,776,100 ——— 1872. 1,664,331,600 ————— 1873. 1,538,892.891 ————. 1874. 1,455,180,200 ——— 1875. 2,032,235,300 . 1876. 1,962,821,600 ————————. 1877. 2,178,934.646 — 1878. 2,302,254,950 i 1879. 2,434,884,541 ————» 1880. 2,448,079,181 i.— 1881. 2,449,183,010 The production or leading forth of the fruits of the earth, con¬ sist of three independent movements. First, stirring the soil, planting the seed, and reaping the harvest; carried on by the engines known as plows, planters, reapers and the like; second? 16 REPORT OF THE the movement of the grain and its subdivisions by means of the stationei'y engines known as elevators and flour mills; third, the movement of the food by means of the locomotive engine or steamship, to the point nearèst its place of final consumption. Each part of the work is absolutely dependent upon the other and the common condition of success is the ratio to the removal of obstructions to all these movements. The farmer is free to plant and free to reap. The miller is free to grind and free to sell his service. The owner of the elevator is free to use the vertical railway on whicli he transfers the grain from the farmer's v wagon, or from the canal or steamboat or barge, to the bin that is to hold it for a time, but the manager of the horizontal rail¬ way may not use his locomotive engine without being threatened with the obstruction of restrictive statutes imposed by congress and legislatures in which there may not be a single man who could himself conduct with success the complex work of fifty miles of railway. The world is slow to perceive that all inter¬ ests are harmonious. If the corn grower and wheat raiser do not prosper no grist will come to the mill and the production of beef and pork will languish. If the miller does not receive an adequate toll and producers reasonable profit, the trafile will cease. If the dealers cannot obtain their profit, neither the cat¬ tle nor hogs, the bags of grain nor the barrels of flour will be re¬ moved trom the station when they have been pi'oduced. If the consumer in difllerent markets can obtain his food with less labor than he must exert to obtain the means of purchase for what he consumes, the whole movement will cease. In the distribution of the products of the earth the attrition of each conflicting interest with the other, defines the service that each has rendered and thus all are saved the drudgery that retards human progress in places not reached by railroads and commerce. Commerce, or exchange of service among men, promotes abundance. If ob¬ structions and restrictions are placed in the way, it matters not when all sufier. The railroad removes the obstructions of time and distance. Statutes have been required to enable men to com- JOINT BAILKOAD COMMITTEE. 17 bine for their construction. In order that the utmost freedom should be given, general acts have been passed. It is now pro¬ posed to reverse the acts that have enabled railroads to be built, and by other statutes obstruct their use. To show what class has reaped the greatest benefit in this free and vast progress of our railroad system, another appeal is made to the eye. Chicago is the great market of this State and of the "West for grain and meat; New York is the principal place of export. The follow¬ ing tables give the increase of tonnage and the decrease of the charge upon one of the lines that unite Chicago and New York. This line is selected because it has performed the greatest ser¬ vice and been most profitable to its owners. NEW YORK CENTRAL & HUDSON RIVER R. R. Tons moved one mile. TONS MOVED. 1869.. 1870.. 1871.. 1872.. 1873.. 1874.. 1875.. 1876.. 1877.. 1878.. 1879.. 589S62849 769087777 588327865 102090885 1246650063 1391569707 1404008029 1674447135, 1619948635 2042755132 2295827387 18 REPORT OP THE NEW YORK CENTRAL & HUDSON RIVER R. R. Charge per ton per mile ; average on all classes of merchandise. Decrease of Charge. Comparison of Results. .$ 14066386 14489217 14647580 16259647 19616018 20348725 17899707 17593265 16424317 19045830 18270250 2 1 2.49 1.59 1.57 1.46 1.27 1.05 1.02 .93 .79 Traffic increased 289 per cent.. Decrease charge per ton, 67 per cenC. Earnings increased 30 per cent NEW YORK CENTRAL & HUDSON R. R. R. Actual tons moved. YEAR, MILES. TONS MOVED. 1869 842 3190840 1870 842 4122000 1871 844 4532056 1872 850 4393905 1873 858 5522724 1874 1000 6114678 1875 1000 6001984 1876 1000 6803680 1877 1000 6357356 1878 ■ 1018 8175535 1879 1018 9441213 JOINT RAILROAD COMMITTEE. 19 LAKE SHORE AED MICHIGAN SOUTHERN R. R. Actual tons moved. YEAR. HILES. TONS MOVED. Increase of Tons Moved, Measured by Rates of Lines. 1869 1870 1013 1073 1136 1154 1175 1176 1177 1177 1178 1178 2978725 3784525 2443092 5176661 5221267 5022490 5635167 5513398 6098445 7541294 Consolidated this year. 1871 1872 1873 , LAKE SHORE AND MICHIGAN SOUTHERN. Tons moved one mile. YEAR. TONS MOVED ONE MILE. Increase of Traffic—Tons per Mile. 1870 574035571 733670696 924840140 1053297189 999342041 943236161 1133824828 1080005561 1340468826 1733423440 1871 1872 1873 1874 1875... ,, 20 REPORT OF THE LAKE SHORE AKD MICHIGAN SOUTHERN. Charge per ton per mile ; average upon all classes of merchandise. year. fretoht receipts. charge Decrease of Charges per Mile. Comparison of Results. 1 8746126 10341218 12824862 14192399 11918350 9639038 9405629 9476608 10048952 11200261 « 1.50 1.39 1.37 1,33 1.18 1.01 .82 .80 .73 ,64 TrafiBo increased 202 per cent. Decrease charge per ton, 57)^ per cent. Earnings increased 22}^ perct. 1872 1873 1874 . 1875 1876 , 1877 1878 1879 TONS MOVED Upon all the railroads in the State of New York. tear. tons moved. X870 20572212 1871 22739447 1872 27427415 1873 34358119 1874 33555595 1«75 32408547 1876 34163958 1877 34984781 1878 38320573 1879. 47350174 JOINT RAILROAD COMMITTEE. 21 EECEIPTS, EXPENSES AND PROFITS Of all the railroads in the State of New York, in cents per ton per müe. TEAB. 1.7016_ 1.7005- 1-6045- 1.6000- 1.4480- 1.3039- 1.1604- 1.0590- .9994- .8082- 1.1471- 1.1450- 1.1490- 1.0864- .9730- .9586- .8561- .7740- .6900- .5847- .5545— .5555- .5155- .5136- .4750- .3452- .3043- .2850- .3092- .2295- 22 KBPORT OF TUB UNION PACIFIC RAILWAY Tueludes Union Division, Kansas Division, Leavenworth Branch and Denver Pacific. This covers only the consolidated mileage of eighteen hundred and twenty and nine-tenths miles. COMPAEATIYE STATEMENT Of the number of tons of freight carried one mile, during the years 1880 and 1881. UNION PACIFIC RAILWAY. LOCAL. THROUGH. PACIFIC COAST. 1881. EAST. WEST. EAST. WEST. EAST. WEST. January 3055127 894.S420 2353000 5363069 9187762 15410378 44317756 February 3631021 8246248 2154637 43675''3 5513943 13369898 37-283250 March 4897278 9032450 2448060 580!>639 10300093 11704607 44192127 April 3s469jl 9141321 2735892 7945826 8607195 15663947 47941132 May 3191827 13246301 4782795 12775254 85491.53 21363609 63908939 June 4566844 14398705 5647182 14014315 10434429 15358116 64419621 July 7630975 11939204 5360357 11329697 13045006 1 :^S-')0753 63155992 August 14^33350 13237697 4881118 1296)445 10767489 14209934 70895533 September 20255093 14031145 5365495 12735986 9410402 12862115 74630-236 October 24833126 15713192 6310909 12072540 13219.583 1504864Ô 87197995 November 9108S03 12940133 4617593 11927617 7419905 16648444 6266-2.565 December 6917397 126100J7 4609809 9960912 4883199 15899248 54835532 106738'02 14:44S4873 51266-147 l >1-)r.7)«.3 In 1-593219 1813S9694 715440668 61857195 6033225 67890416 Total, 1881 168595393 149518098 51266817 121267833 111293219 '181389694 783331084 Total, 1860 660472084 Increase 1 122859000 Decrease 1 ■ STATEMENT Showing the rate per ton per mile of freight carried during the year 1881. UNION PACIFIC RAILWAY. Includ'g coal. Exclud'g coal. East bound S1.62 S2.15 Local, West bound 3.17 3.21 Average 2.35 2.76 East bound 1.80 1.80 Theouoh, - West bound 2.83 2.83 Average 2.53 2.63 ■ [East bound 1.28 1.28 Pacific Coast, - 4 West bound 1.-25 1.25 Average 1.26 1.26 [East bound 1.54 1.73 Total, - - Westbound 2.31 2.31 .Average 1.98 2.09 COMλARATÎVB STATEMÉKÏ Of freight earnings, subdivided as below, for the years 1880 and 1881. UNIONS PACIFIC KAILWAT. 1881. LOCAL. through. pacific coast. coal. total. EAST. WEST. EAST. WEST. EAST. WEST. EAST. WEST. Jan... Feb... Mar.. Apr.. May. June. July. Aug.. Sepi.. Oct ... Nov.. Dec.. To.'81 To.'SO S 84263 06 85.651 99 122153 01 112672 99 93991 31 120229 73 218204 32 285502 89 378875 99 425755 06 218778 19 151573 00 $ 244223 10 252526 16 275199 09 300368 62 429122 74 420532 33 462248 54 431513 22 492390 91 504421 75 483460 39 303957 22 8 50338 73 46446 01 4213 4 61 48374 96 101GÜ5 6.5 9lt>24 62 103J46 38 93440 5. 93 )76 21 9812 *) 89 75817 89 77494 88 8135789 82 149175 99 189730 07 288388 98 405719 86 423632 05 308113 01 340107 27 373 -90 62 32799L 31 296026 11 201530 34 $ 92710 93 G6710 33 125997 18 111743 9.5 124171 76 169690 59 172768 48 1)8629 82 121691 67 187093 36 53870 31 46! 16 54 $ 199445 46 181851 07 U8;G5 06 168137 75 230781 S3 237795 74 215314 84 1991IG 12 166298 25 234131 13 118384 25 172107 34 $ 50642 83 38499 04 47703 64 28055 89 154.)8 87 11006 3.5 12228 50 23283 60 38 >22 63 48199 69 458-16 18 81225 50 $ 18987 47 10559 24 4760 58 6368 27 7563 86 5218 60 8-*>72 85 9S42 39 8916 22 22681 09 23928 45 15856 45 $ 876401 40 831322 83 956843 27 1064311 41 1408720 88 1485730 01 1500796 92 1543437 83 1673961 52 1848699 28 1316111 80 1053191 27 $■2300554 54 $4606264 07 $924426 3^ 3410393 43 $1431524 9j $2272131 84 $440974 74 $143256 47 $15559528 42 $13617024 67 $ 1942503 75 ■Ji hi SÖ > HH ir" W o > Ö o o B S H H to CO 24 REPORT OP THE STATEMENT Of classified freight in pounds forwarded during the year 1881. UNION PACIFIC RAILWAY. ARTICLES. LOCAL. EAST. WEST. THROUGH. EAST. WEST. PACIFIC COAST. EAST. WEST. Mineral Products— Coal Stone and brick Cement, plas. & lime. Salt Metalle ores Other and coke Agricultural Products— Wheat Corn Oats and barley Eye, flax seed, etc Hay Potatoes and vegetab, Groceries— Canned goods Soap and candles. Sugar, syrup, etc... Tea Coffee Other Hardw. and Metals— Hardware Nails Stoves Steel rails Bar iron Other iron Steel, copper, etc Tin and quicksilver.. Lead Bullion Matte and tailings.... Leather and Rubber— Boots and shoes Leather & leath. g'ds, Rubber goods Bides, Wool, etc.— Hides, pelts, etc.. Furs Wool Live Stock— Cattle Hogs Horses and mules.. Sheep Liquors— Whisky, spirits, etc..., Wine and brandy Beer, ale and porter... MÜ. and b'aoal Stores- Powder, cart'ges, etc.. Tar and pitch Rope and cordage 211371580 6192935 2830940 8762235 7877900 173605 266674400 123488880 8348515 12660055 30590115 34770345 392240 198245 812865 53610 76455 3709740 1011645 3-20975 297895 311010 119390 2247090 7717-20 377080 20298-205 32919530 922000 147645 140535 16770 6289635 28755 4076670 219800065 74795760 4164950 11873500 1206300 159310 408975 168090 34865 91735 460010265 14229510 18349670 20561600 3790040 53816480 15852945 90076960 43685850 530390 38017550 11023345 10968005 5625090 25439690 669985 4542780 45618620 16184215 8797830 6964725 20681435 27143-25 27723810 804810 2077390 863435 48775 60130 3724030 1629980 546870 474905 14060 486815 17493060 8989810 8516595 4525600 7064965 18527-20 8942560 1768720 366800 1623900 44860 820560 687795 1164070 7259255 1247640 32700920 15528740 19289080 19365 12378280 19375750 18822)5 1442440 4047715 41370 706915 990420 524890 1256035 580420 1633840 243815 2240860 348730 314095 173165 67588555 7353600 144890 80000 19510 2441185 20900 3405605 1204290 1622900 1363910 200000 641355 63400 900515 97055 4150 92090 10242155 2208780 4471100 3772050 3293145 32496010 26180 700090 4704250 125670 287140 881430 6390550 3494215 10256380 199545 1299985 14156395 11621350 6873705 4031615 30684610 3780980 17191630 1010795 1560150 193345 17638365 2500 2063885 780525 277115 263905 21060 159965 877500 988630 3289660 303500 4728530 808320 5738765 1371440 329650 720985 4230 66600 566445 17410 2330755 129400 39900 1085720 107410 20345 50755 6674.5 636-23020 915800 2310 29583285 49882890 269210 248030 20837840 5930760 5699770 158515 5845 3455 ""3Ï370 88275 307245 1200180 247-20 72215 20730 217380 7978 26100 315341920 23007-2055 139658690 14267380 353980: 81629375 220840 95854995 14168675 4403460 13303795 29400 291160 5795340 13362855 8784340 3256980 23532475 6318405 28198000 2798320 1080395 253040 104185 2248985 19310 4701275 3599430 39984210 3500 '92Ö0Ö 4107225 1733170 -2324520 15040 14790 19490 20000 744200 50640 21059565] 6805] 526715 20210 1450 10514860 641410 5927030 875135 646335 2092185 JOINT RAILROAD COMMITTEE. 25 STATEMENT Of classified freight in pounds forwarded during the y ear. 1881. (CONTINÜBD.) UNION PACIFIC RAILWAY. LOCAL. THROUGH. PACIFIC COAST. _ Total. east. west. east. west. east. west. Provisions— Hog products 12644430 7785050 1420745 16894920 6760 9149130 47901035 Beef. 148515 531500 23190 134830 2415 4Ô6;60 1296710 Fish and game 60645 2698490 296640 941225 2616290 4696320 11306610 Poultry 54420 340625 27730 115490 485 55870 594620 Butte^eggs & cheese. 1846405 5385220 979960 1400180 190540 2399685 12201980 Wood &M 'f rs of Wood— Agricultural Impl'mts 1667770 18657990 655600 5958955 6685 10585675 37532575 Vehicles 4894610 11576880 1163665 10043640 35085 9812670 37526550 Lumber, timber, etc... 14601605 294374365 8254840 38414976 5313785 1093180 362052750 Shingles, lath & staves 401310 8825360 1724750 340940 224360 2119040 13635760 Wood 6124845 7621690 100 13300 49405 62210 13871550 Charcoal 86675 3043910 1730 50200 3182515 Manufactured wood... 397790 6990165 612085 3756975 *27440 4639935 16424390 Wood in shape 1147970 3709205 184415 1426660 20360 3061100 9546610 Barrels and casts 1404195 1496085 63267Ô 583505 1025 1319440 5436020 Miscellaneous— Drugs and borax 366280 3531385 207545 2493185 4609990 6365140 1757352.5 Oil 2333210 21743445 3055370 8164300 1220115 43289170 79805610 Faints and varnish 218610 2666600 223825 1526730 136480 1135450 5907695 Window glass 18440 1489625 188335 745650 830 1543670 3986550 Glassware & crockery 651140 7180250 974420 4214525 61695 6323800 19405830 Dry goods 1284420 16680775 1198280 10307180 1103710 48842395 79416760 Silk 570 14260 2738325 47070 2800215 Fancy goods 120705 831080 34285 332370 1644450 1549530 4512420 Hats & millinery g'ds 15660 481390 21870 279490 95825 1671195 2565430 Green fruit 952645 12776710 2342360 4485880 11472300 981925 33011820 Dried fruit and nuts... 841065 5267480 2144520 2144510 3570205 1546310 15424090 Flour 26513075 20215165 3250590 1018-675 748290 76190 51821885 Meal, feed, etc 6997555 20470330 1680970 937425 241915 681250 31009445 Furniture -West bound.. ) Average 1 East bound.. V West bound.. i Average ) East bound.. >■ Westbound .. J Average 2.16 Í 2.30 2.13 2.16 2.47 2.30 l.SO 3.21 2.81 1.74 1.71 1.72 2.13 2.56 2.34 JOINT RAILROAD COMMITTEE. 27 COMPARATIVE STATEMENT Of freight earnings, subdivided below, for the years 1880 and 1881. ST. JOSEPH AND WESTERN DIVISION. 4> 1881. LOCAL. THROUGH. PAC. COAST. EAST. WEST. COAL. EAST. WEST, TOTAL. January February.. March April May June July August September. October November. December. Total, 1881. Total, 1880. Increase 8 11079 1 88$ 13133 77$ 81 63 $ 1768 83'$ 132 20 $ 37 88 7951 89, 9740 OBI 93 86' 1820 991 5 98 129 25 16163 16 16637 59 i 487 38 2430 05 751 98 25711 38 16708 34 1106 28. 5143 16^ 352 06 3207 3C 20530 19 1813Ü 7ll 73 59 ! 5807 91 214 15 26392 48 20518 45 156 04, 4831 63 163 07 193 3iJ 19621 87 19617 50 145 85 4004 64 114 96 23264 81. 25947 42 1140 74 5325 14. 363 38 12 94 27562 97 22285 87 2113 07, 4263 67' 2.51 59 24 4£ 22-231 27 24106 82 753 06 7177 44 418 10 52 04 16863 93' 20846 06 793 69 4647 21 176 87 46 0£ 16834 89i 16159 59 4823 69 3644 61 70 35 79 17 140 OU 460 00 260 00 120 00 103 00 50 00 370 00 420 00 190 00 260 00 Î233611 72,.$223832 18|8 11768 88^$ 50855 28 83014 69^83782 55 82373 00 *^??248 30 $ 26234 19 19885 03 26980 16 52488 52 44876 .55 523.58 06 43.'>54 82 56424 43 56921 66 54928 73 43373 85 41272 30 S529248 30 $190414 33 . $ 38833 97 28 REPORT OF TUE STATEMENT, of classified freight in 'pounds forwarded during the 'year 1881. ST. JOSEPH WESTERN DIVISION. ARTICLES. LOCAL. THROUGH. PACIFIC COAST. Total. east. west. east. west. east. west. Mirieral Products— Coal Stone and brick Cement, plas. & lime.. Salt Metalic ores Other and coke AgrimUural Products— Wheat Corn Oats and barley Rye, flax seed, etc Hay Potatoes & vegetables Qroceries— Canned goods Soap and candles.. Sugar, syrup, etc... Tea Coffee Other 6:1095 2376705 391750 4200 100 60 463433451. 13529090!. 3531280 ., 34725601., 69I5Í., 87270'., Hardware > nd Metals— Hardware Nails Stoves Steel rails Bar iron, etc Other iron Steel, copper, etc TTn and quicksilver.. Lead_ Bullion Matte and tailings Leather and rubber— Boots and shoes Leather & leath. g'ds. Rubber gbods Hides, Wool, etc Hides, pelts, etc.. Furs Wool Live St/.ck— Cattle Hogs Horses and mules. Sheep Liquors— Whiskey, spirits etc... Wine and brandy Beer, ale and porter 45162510 123467960 5386600 2137295 7397185 819890 9985 1540 76095 6145 5480 124,590 131600 13405 58410 142365 1245 4195 895 Military & Naval Stores- Powder, cartridges,etc Tar and pitch Rope and cordage 27615 4955 1120 610140 10 369476 13055 00 38191140 283500 141500 12270 8580; 17510 4280 345 5620 677390 2775535 2096255 3595 121250 401925 356625 227465 1890075 50955 266350 4441635 2699325 1196615 693710 500 158745 889310 64715 147695 32935 424650 2403145 170650 220 80000 180430 1910 "';Í45 3140 1432885'., 9845'., 273385'., 440040'., 2000'.. 1420 120 135645 288560 313450 96990 874935 43665 97345 519800 279055 111079 103990 398200 140 670 264070 301065 17860 79095 360 230 40 350 40 460 313380 183170 6340 32195 1545 1592100 831840 415880 604300 322930 107100 103180 89925 11745 116870 100 3220 270 254245 100 15140 920000 60000 3570 800 55 375 '"ào 40275 221675 18330 18455 936 22615 143660 795 340 22470 17200 6910 40500 37420 1870 44425 63600 25869 234800 65600 329030 1070 2010 12090 5160 7590 405 276 300000 20000 288190 120300 339670 54250 46215 28155 5580 24460 410 145410 250 250 JOINT RAILKOAD COMMITTEE. 29 STATEMENT, Of classified freight in pounds forwarded during the year 1881. (CONTINUKB.) ST. JOSEPH & WESTERN DIVISION. ARTICLES. LOCAL. THROUGH. EAST. WEST. PACIFIC COAST. EAST. WEST. Provisions— Hog product Beef Fisli and game Poultry Butter, eggs & cheese.. Wood & M'f'rs of TTood— Agricultural imp'm'ts Vehicles Lumber, timber, etc Shingles, lath & staves Wood Charcoal Manufactured wood... Wood In shape Barrels and casks.... MisciUaneo'is— Drugs and borax.... Oil Paint and varnish.. Window glass Glassware & crockery Dr^ goods Fancy goods Hats & millinery g'ds Green fruit Dried fruit and nuts... Flour Meal, feed, etc Furniture & H. H. g'ds Emigrant movables ... Machinery K. R. material R. R. vehicles Musical instruments... Paper Books and stationery.. Tobacco Cigars and pipes.... Trees, shrubbery, etc.. Bones Merchandise Miscellaneous Total, 1881.. 310430 66 LI 2230 3660 142120 700310 127630: 181130 108005 .. 184930 7015 ., 168985'., 125 'Ï05 2597715 1299180 . 20211851 67390950'. 2578601. 150 93970 630 57860 108670 58445 10465 157140 21215 2585 56190 161700 1.55 2430 3465 48095 16065 4703835 290965 854025 461405 18812.5 21190 187.55 42150 11615 12950 10.55 108600 24800 111270 2263415 253747575 160 12955 329830 253390 153595 269950 1303040 290200 107035' 775450 1330450 2140 81840 69180 942240 226950 1780165 512615 3118150 2468715 792320 22895 1156535 11190 12570 1560 48610 126610 119095 791235 1580 615 58090 5120 20250 20250 242770 33760 88530 465 'ïào 340 7505 20 1415 5085 180 100 155470 121290 214t95 50625 165210 14695 368440 100 301600 1126890 180247735 29930 "2Ö45 900 ""35 630 270 850 4729155 320 70030 22215 38530 151615 294825 85375 65865 101865 387680 100 5800 5250 130 10365 61105 19920 670 37740 19850 92560 12530 20795 846240 67805 462.580 59785 317845 127370 86825 2335 290 395 57080 9930 26250, 9265 135 4110 "4786Ö "Ï6750 8820 37195 9470 93225 23285 10510 25 1095 300 43335 300 2960 25250 12610 35880 2700! 120; 55865 61300 90 3035 12506450 1373075 1744965 30 REPORT OP THE STATEMENT Of the number of tons of freight carried one mile during the year 1881. MARYSVILLE AND BLUB VALLEY BRANCH. 1881. LOCAL. east. west. THROUGH. east. west. PACIFIC COAST. east. west. January..., February... March April M^ay June July August September October November. December. Total. 2642 1454 2009 2457 4742 5072 7465 8332 7600 7189 1624 5434 5807 3696 7762 2861 7956 9311 11014 8983 12170! 6185 7267 5137 27020, 88099 3002 261 253 9 3654 6484 15140 872.5 7107 7120 6638 11938 70331 17220, 3303I 40381 16| 3015 4568 12528 13.373 10922 14952 8286 5266 94487 STATEMENT Showing the rate per ton per mile, of freight carried during the year 1881. MARYSVILLE AND BLUE VALLEY R. R. Local, Theouqh, - Pacific Coast, Total, (East bound.... -< Westbound. . (Average (East bound.... -< Westbound. . (Average 1 East bound... 4 West bound.. ( Average {Eastbound .. West bound. Average Includ¬ ing Coat. 3.46 4.38 4.02 2.65 2.56 2.60 8.01 3.44 3.2T JOINT RAILROAD COMMITTEE. 81 COMPARATIVE STATEMENT Of freight earnings, subdivided as below, for the years 1880 and 1881. MARTSVILLE AND BLUE VALLEY BRANCH. 1881. LOCAL. THROCGH. TOTAL. KAST. WEST. EAST. WEST. January S 171 50 1 1 1 i 197 00 8 100 08 8 211 27 8 679 85 February 59 34 153 89 17 31 133 05 363 59 March 104 27 267 46 14 86 137 75 524 34 April 74 05 174 21 .70 1 90 260 86 May 177 41 360 40 90 68 145 48 773 97 J une 233 35 513 84 230 71 208 53 1186 43 July 237 35 575 71 310 43 227 62 1381 11 August 305 79 472 Í.1 221 01 363 71 1363 02 September 159 09 374 32 231 32 344 97 1109 70 October 235 72 329 80 237 40 329 93 1132 85 November 88 64 268 05 148 05 161 57 669 31 December 127 18 179 68 236 50 156 08 699 44 Total. 1880 1 1 1 10287 29 j Decrease 1 . 1 8 152 82 1 1 1 REPORT OF THE STATEMENT Of classified freight in 'pounds forwarded during the year 1881. MARYSVILLE AND BLUB VALLEY BRANCH. ARTICLES. LOCAL. THTOUGH. PACIFIC COAST. Totals. bast. west. ^ east. west. east. west. Mineral Products— Coal i 209850 182695 600 8490 1812200 2202260 194900 162670 152770 1813300 3988175 2385535 368450 345010 580 172600 173850 Cement, plas. & lime.. 350 ï80 164670 25500 150 180 580665 2s40590 155395 280010 286900 171565 32915 13595 134800 6205 14735 347525 194260 172700 62250 Agricul ural Pi oducts— 244475 1768190 26250 158200 185700 3265 415 280 7830 100 660 27730 4960 171520 1046700 128595 121810 101200 200 400 Potatoes & vegetables Groceries—• 110295 58005 2600 2320 27395 1280 5290 82315 48205 29900 10995 4825 8785 232705 98775 140355 114290 52200 800 4775 740 Hardware and MeiaXs— 58410 965u 200 200 1 6060 3045 9105 93410 3310 28595 2690 3900 29035 660 20445 1890 "¿óboó 2650 8150 800 1 1 1 Leaiher and Rubber— Boots and shoes Le'therÄ le'th'r goods 360 300 18780 6235 60 50 6500 6540 25700 13125 1 34175 180 47885 2500 204580 82240 2500 221716 140000 - 2800060 27500 61000 : 31870 12680 12470 4575 Wool 17130 120000 1620060 Live Hock— 20000 75ö0 1000 16810 8520 1140000 40000 20000 60000 360 Li^ors— 14700 3760 1100 2580 Wine and brandy Beer, ale and porter... Mil. and Naval Stores 400 250 10220 1995 900 255 6310 950 7515 1 JOINT RAILROAD COMMITTEE. 33 STATEMENT— Continued. Of classified freight in pounds, forwarded during the year 1881. MARTSVILLE AND BLUE VALLEY BRANCH. ARTICLES. LOCAL. THROUGH. PACIFIC COAST. east. west. Provisums— Hog products Beef. Fish and game Poultry Butter, eggs t. west. east. west. 5707 6785 7911 3931 9384 24509 17300 8834 25244 45868 43626 119860 4157 4684 4667 10834 10546 43339 33825 26515 40618 54102 48552 19352 2251 1094 10706 1673 5855 1587 519 1332 8000 3094 11391 617 983 2046 1079 107 9888 4498 10741 6317 5820 5844 4572 12732 13546 25330 15844 22010 83591 57810 46609 73511 114791 101116 155177 2 318959 302192 179646 47502 52812 2 728467 179646 Total 1881 1 318959 481838 47502 52812 2 901113 ! STATEMENT, Showing the rate per ton per mile of freight carried during the year 1881. OMAHA, NIOBRARA & BLACK HILLS BRANCH. Includ'g coal. Local, Througe, Pacific Coast Total, 1 East bound.., ■< West bound.. ( Average {East bound... West bound.. Average 4.47 4.44 1 East bound... •< West bound. ( Average {East bound... West bound. Average 4.51 4.41 JOINT EAILROAD COMMITTEE. 35 COMPARATIVE STATEMENT Of freight earnings, svhdivided as below, for the years 1880 and 1881. OMAHA, NIOBRARA AND BLACK HILLS BRANCH. 1881. LOCAL. 1 THROUGH. PACIFIC CO'ST COAL. Total. east. west. east. west. east. west. east. west. Î245 50 8383 08 $67 31 $45 27 $ 296 54 192 51 37 19 73 09 .. 423 11 330 57 253 76 Ill 88|.. 256 55 850 25 48 03 .. 1418 25 863 68 59 06 33 72 .. 1030 22 2000 90 213 08 399 921.. 507 89 244 40 91 49 299 69 .. 395 37 1365 88 52 11 452 37;.. 1791 09 2905 76 64 92 .289 13 .. 1657 39 1850 31 258 74 330 62 .. 1395 73 1738 06 132 50 296 94 .. 4607 72 1467 67 368 56 165 45i.. $ 14025 36|? 14193 07|$ 1598 72 S 2546 11 8 15;.. $1115 91 649 80 968 80 131 85 40 40 160 75 156 60 568 85 407 05 695 55 1171 85 1380 40 151 ¡87447 81 8 39811 22 $ 40566 11 8 754 89 36 REPORT OF THE STATEMENT, Of classified freight in pounds forwarded during the year 1S81. OMAHA, NIOBRARA & BLACK HILLS BRANCH. ARTICLES. LOCAL. THROUGH. PACiFIC COAST. TOTALS EAST. WEST. EAST. WEST. EAST. WEST. Mineral Products— Coal btoiie ami brick Cement, plas. & lime. Salt Metallic ores Other and coke Agricut und Products Wheat Corn Oals and barley Rye, flax seed, etc...... Hay Potatoes cSt vegetables Groceri's— Canned Ooods Soap and candles.. Sugar, syrup, etc.. Tea Coffee Other Hardware and Metals— Hardware Nails Stoves Steel rail Bar iron, ete Other iron Steel, copper, etc Tin and quicksilver. Lead Bullion Matte and Tailings Leathrrand Eubber— Boots and shoes Leather & leath.gd's Rubber goods. Hides, Wool, etc— Hides, pelts, etc. Purs, Wool Lire Stock— Cattle Hogs Hor.-8 533 60 41-100 W. S. WING, A. P. A. BURLINGTON & MISSOURI RIVER R. R. IN NEBRASKA. Freight business over C., B. ^ Q. ff. R. and B. ^ .V/. R. R. R. in Neb. via Pacific Junction and Nebraska Vity, during eight months ending August SI, 18S2. east. TONS ONE .MILE. NET EARNINGS EARNINGS PER TON PER MILE. Wheat Com Oats Barley Rye Cattle Hogs Lumber Coal Car freight Merchandise.. 1799419 1101669428 8 105517 64 .0096 2222772 122376270C 77667 87 .0063 474774 208606091 28043 73 .0104 184804 104654241 10987 32 .0105 173170 99041556 9665 1£ .0098 1607000 93601800C 106750 51 .0110 2002000 116120000C 77528 9£ .0067 16100 10-284271 1007 91 .0098 301871 184189036 23299 25 .0127 138930 41610447 14303 69 .0344 8920840 5131035785 454772 lOi .0089 1 7045 4155614 658 81 .0159 7300 617088 118 29 .0192 17762 3890242 513 11 .0132 770J0 40557100 4918 95 .0121 62000 6905000 1328 61 .0192 8333186 4831632710 455189 39 .0094 4569672 1347369740 140254 06 .0105 677621 307881926 37581 56 .0122 1314411 668761542 178476 92 .0-222 15034997 7211770962 819039 70 .0114 Total.. Wheat Corn Oats Barley Rye Cattle Hogs Lumber Coal Car freight Merchandise.. Total west. Average cost of transportation not including fixed charges, .0082. JOINT KAILUOAD COMMITTEE. 45 MILEAGE, TRAFFIC, ETC. Passenger train mileage Miles, 658,366 Freight train mileage " 762,108 Mixed train mileage " 175,812 Total train mileage 1,595,786 Total number passengers, nine months, January to September, inclusive, for all lines) 384,919 Passengers carried one mile, (eight months, January to August, inclusive, for all lines) 15,359,129 Total number tons of freight carried, ( six months, January to June inclusive, for whole lines) 417,511.15 Tons carried one mile, (nine months, January to September inclus¬ ive for all lines) 74,801,692.93 Number of miles run by loaded freight cars in Nebraska.. 15,856,582 Number of miles run by empty freight cars in Nebraska 6,750,549 Average number of persons employed in Nebraska 3,612 Miles run by passenger, mail and baggage cars 3,031,370 Miles run by freight cars 22,607,131 Rate of speed of passenger and express trains including stops, maxi¬ mum per hour Miles, 30 Rate of speed of freight trains including stops " 12 TONNAGE OF ARTICLES TRANSPORTED For six months, January to June, inclusive, for all lines. ARTICLES. TONS. I PER CENT. Grain Flour Animals Provisions—beef, pork, lard, etc Cotton and wool Lumber and forest products Coal and coke Railroad iron, iron and steel rails, other iron and castings Stone, brick and lime Manufactures Merchandise and other articles not enumerated above Total tons carried 87965.38 21. 3433.04 0.8 52258.00 12.5 8318.79 1.9 156.11 0.03 80851.38 19.3 45747.26 10.9 2877.71 0.67 39585.08 9.6 61'5i).86 1.7 90167.54 21.6 417511.15 46 REPORT OF THE DESCRIPTION OF ROAD. Miles, Length of main line of road from center of Missouri river at Plattsmouth, to Kearney Junction 191.92 Length of O. & G. W. line, Omaha to Oreapolis 17.13 " " " Crete to Beatrice 30.09 Leased Lines :— Miles. A. & N. R. R.—Kansas State line to Lincoln 106.40 Rulo Branch 2.10 L., N. W. R. R—Lincoln to Columbus 73.08 Nebraska R. R.—Nemaha to York 136.40 Republican Valley R. R.—York to Central City 41.31 Hastings to Colorado State Line. 239.31 Tecumseh to Nemaha 32.62 Table Rock to Amboy 130.23 Total of leased lines in Nebraska 761.45 Total length of road in Nebraska 999.59 Aggregate length of sidings and other tracks in Nebraska not above enumerated 130.79 Aggregate length of track computed as single track 1130.38 Total length of steel in track Total length of iron Weights per yard, steel, 56 and 66; iron, 47, 48, 50 and 56. Gauge of track 4 feet 8J inches Total miles operated by this company 1241.10 " " " in Nebraska 999.59 Number stations in Nebraska 153 Telegraph officers in same 135 Number of stations on all roads owned 180 Number of persons regularly employed 4387 Same in Nebraska 3612 EQUIPMENT. Number of engines owned Dec. 31, 1882,( all lines) 97 " passenger cars " " " 50 " baggage, mail express cars owned Dec. 32, 1882, (all lines) 40 " box freight cars owned Dec. 31, 1882, (all lines) 2912 " platform frt. cars " " " 1123 " way cars " " " 55 Weight of locomotives in working order—tons 37.50 Average weight of locomotives 34.45 Average weight of tenders full of fuel and water 24.55 Length of heaviest engine from center of forward truck wheel to rear wheel of tender—feet 44 Length of same over all... 55 JOINT RAILROAD COMMITTEE. 47 Number of locomotives with automatic train brake 82 Number of passenger cars with automatic train brake 90 Number of cars with Miller platform bumper 87 BURLmGTON & MISSOURI RIVER R. R. IN NEBRASKA. Earnings per passenger per mile, 1882. DIVISION'S. Jan. Feb. Mar. April May June July Aug. B.& M .0110 .0420 .0406 .0402 .0377 .0384 .0402 .0368 Nebraska Railway .0386 .0367 .0375 .0345 .0387 .0341 .0398 •0381 R, V„ west of York .0327 .0379 .0334 .0313 .0388 .0381 .0384 .0397 R. v., east of Amboy .0355 ..0362 .0463 .0372 .0373 .0395 .0364 .0396 R. v., Hastings to State Line .0374 .0366 .0382 .0101 .0394 .0396 .0396 .0332 B. & C .0598 .0429 0467 .0393 .0386 A. &N .0370 .0392 .0315 .0382 .0380 .0375 .0364 .0363 L. & N. W .0388 .0399 .0357 .0373 .0375 .0373 .0344 .0377 On total .0391 .0399 .0385 .0388 .0380 .0380 .0391 .0364 The passenger mileage used in making March and April are approximations ; otherwise the above is made from correct figures. Average cost of transportation, .03. RATES Between Chicago and important points in Nebraska, from 1877 to the end of 1882^ show the following percentage of decrease : Wheat 25 Corn 25 Cattle.... 15 . Lumber 88J Salt 20 Hard coal OOJ Inter-state tonnage 87 Local - 13 Passengers, average rate per mile 3J Cost transporting passengers 3 STATE AUDITOR'S REPORT, 1882. Total assessment in State $ 98537475.11 " railroad property assessed 14876850.31 One-seventh is R. R. property. On B. & M. lines more than four per cent, of operating expenses are taxes. 48 report op the PEEAMBLE AND RESOLUTIONS. Whereas, It is desirable and highly important that this Legis¬ lature should have most perfect and distinct understanding of all matters hearing upon any subject that may come before it, and Whereas, The railroad question is one of the first importance to the State, Therefore, he it Resolved, That a Committee of three (3) on the part of the Sen¬ ate, he now appointed by the Senate, to act and confer with a Committee of four (4) on the part of the House, to ascertain the hearing of the present system of railway management upon the public welfare, and to report what legislation, if any, is needed, to better define the relations of railway companies of the State, and Resolved, That said joint Committee shall have power to send for persons and papers and other materials necessary to such in¬ vestigation. Have elected as such Committee on the part of the Senate, Messrs. Reynolds, Dick, and Brown, of Clay. Respectfully, GEO. L. BROWN. Secretary. Resolved, That the House concur in Senate Joint Resolution No. one, to appoint a Committee of three on the part of the Senate, and four on the part of the House, and the Speaker of the House is hereby directed to appoint such Com mittee. The foregoing Senate Resolution was adopted by the House, on the 9th day of January, A. D., 1883. JAMES F. ZEDIKER, 1st Assistant Journal Clerk, Home of R^resmtatives. February 15th, 1883. A. P. GROUT, C',airman.