The St Louis Republic from St. Louis, Missouri • Page 56

SHmP3 fKjSr HE REPUBLIC: SUNDAY, DECEMBER 6. 1903. I 0 BJJ tiii II: 114 1 EH IK 1 te -j a Is ST. LOUIS TRANSIT COMPANY SAID TO CONTROL FINEST STREET RAILWAY SYSTEM IN WORLD. First Line Built From Fourth to Twelfth on Olive Street, Over Which President Wells Drove Bobtail Horse Car Amid Much Excitement on July 4, 1859 Mileage Now Amounts to 316 Miles in City Over Which Elegantly Equipped Electric Cars Are Operated $10,000,000 Expended on Improvements.

The people ot the United States were celebrating the eighty-third anniversary of the Declaration of American Independence on the diy that St. Louis's first street railway was put in operation. The jSta was July 4. 1S39. forty-four years ago more.

The line was on Olive street Fourth to Twelfth streets and the cars insignificant bobtail affairs were drawn by horses That was the beginning of a street railway system which. It is claimed and not disputed, is the most perfect from every point of -view in not only America but the world Forty years ago St. Louis was not much of a city. Since the inauguration of the horse-car lino on Olive street its strides have been rapid and its upbuilding has been of a character that has placed it in the front rank of the most substantial cities In tho country. Yet.

the growth ot the city has not been so notable, from a comparative standpoint, as the growth of Its street railway system, and tho growth of the latter has had more to do toward the extension of the city's limits than any other ono factor. It is doubtful if the average citizen ever Ftops long enough from his daily routine to consider street railway statistics in St. Louis. Unlets he does he will never fully appreciate tho marvelous improvements that have come since the advent of tho first horse car and the wondcrfuadclition In tho city's population, due, to a great extent, to those improvements. It is safe to assume that no agency has a.

greater Influence upon tho development of a city, its general prosperity and its tendency to expand than the internal transportation facilities of that city. FIRST STREET RAILWAT. The first street railway corporation In St. Louis was the Missouri Railroad Company. It built and operated the Olive street line.

There are hundreds of peo-j)Ie in St. Louis who vividly recall the starting of the first car. It was made an event in the city's hMory and was celebrated in a manner bcCtting the occasion. The line was but eight blocks long when cars first began running. The cars thera-6cl cs carried but fourteen passengers and were operated only by a driv er.

Later, a larger car, with platform in front and behind, was put in use and its capacity wa3 twenty persons, by tight squeezing. Nearly all the cars in St. Louis to-day Boat forty-eight persons comfortably. Erastus Wells was the first president of the company and ha superintended the laying of the The Missouri Republican of July 5. 1859, described how, amid countless, difficulties, and almost equal rejoicings; President Wells declared the road open for traffic and druvethe first car from end to end of the track then laid.

Among other Republican said: "In accordance with previous arrangements and expectations, this the first, horse railroad in St. Louis was brought Into practical use yesterday at IS o'clock by running over Its track the first car, which arrived over the Ohio and Mississippi Railroad yesterday morning, and was Immediately placed upon the track at the Fourth street termination of the road, in the presence of a large number of spectators congregated there to witness the somewhat novel sight of a horse car. It Is a beautiful vehicle, light, elegant and commodious, built with fifteen others of the same style for the Missouri Railroad Company by Kimball Gorton. Philadelphia, at a cost of $900, Including freight, etc. PRESIDENT DRIVES CAR.

"At 10 o'clock few Invited guests with the directors of the road took their seats within the car and the horses were attached to the pole, which can readily be slipped to either end, of the car. Mr. Wells, president of tho road, then look tho reins, and after a Jerk or two the first car moved slowly but steadily up tho track, amidst loud shouts and cheers from the crowd. Troops of urchins followed In Its mic, endeavoring to hang on, and we fear unless this Is prevented In tho future serious accidents may occur. "Tho center of the track, or foot path being macadamized and not sufficiently settled, small pieces of rock wore constantly being detached by the horses' feet, and, falling upon the track materially retarded the progress of the car.

In several cases throwing it from the track. Tho switches, or turn-outs, too, require some alteration, as they do not answer entirely the purposes for which they were, Intended. Several times the car failed to run upon the track intended, and a general backing out was found necessary before the car could proceed. But after the various'" delays of this nature the car arrived at Tenth street, the track having been cleared of stone only that distance. The horses were then attached to the other end and the return trip progressed, and after but few delays, the track being much Improved by the first trip, the pioneer car arrived at Fourth street, where it was again greeted by a large" crowd of persons, each waiting an, opportunity for a free ride.

"During the progress of the car through the streets, its presence was greeted by hundreds of fair faces beaming from every window and door, while shouts of joy from, scores of urchins heralded Its approach. The first trip has proved tho enterprise a success, and at each subsequent trip, which was made with the car crowded to repletion, fresh laurels were won, as tho horses pulled the enormous load without apparent effort." OLIVE STREET JJNB. The date of the running of the first horse car was mora than twenty years before the agitation for granite streets in the downtown district, and Olive street at the time was in a very poor condition, rendering it necessary to ballast the tracks extensively In order to secure on approximately good roadway. The difficulties were, however, bridged over and a sufficient number of passengers were found willing to pay 5 cents for riding six or eight blocks to encourage the Incorporation of other companies and the building of roads. For a perloJ of sixteen years, to July 4.

1KB. the omnibus was the only mode of public travel over tho streets of St. Louis. The pioneer street car man was the Lite Doctor George S. Case.

In 1843 he, then 12 years old. rode inside and collected fare for 'tho first omnibus started In St. Louis. Erastus Wells was the driver of that vehicle. It started at Third street and Washington avenue and ran north to about Palm street.

Young Case's father and Mr. Wells soon added more buses, and the firm of Case Wells In a few years had a large line of buses running. In 1KB Mr? Case brought with him from Philadelphia the first piece of street railway rail that was ever brought West, and exhibited It to the members of the Municipal Assembly. At the same time he presented on ordinance for a railway on Franklin avenue, which jraa passed that niCbt, being the first bill for a railway franchlss presented la Missouri. The horse-car line on Olive street was rapidly followed by the construction of other lines, and In two or three years St.

Louis began taking on metropolitan airs. From 1839 to 1SSS the horse car was exclusive, and during that period the comfort of the patrons was such a minor consideration that nobody connected with the companies ever gave the matter a thought. Prior to 1SS6 the cars were not heated, even during the bitter cold of winter. They were lighted by coal oil lamps, that often refused to burn, and cleanliness was not a rule. In cold weather straw was thrown on their floors to aid the passengers in keeping their feet warm.

Their bodies could freeze unless they kept moving. Tho "peed of the cars as then about four or flv miles an hour. At the present time it will average ten miles. This means that patrons are now brought from Union avenue downtown In about the same time it formerly took to go from Grand avenue. And they now ride in comfort.

Tlie days of the horse cars were good old days, but nobody wants them back. They are recalled here simply to tnako plain to the older generation the great improv cments in St. street car sys-tcm, and to convince the younger generation that it should appreciate the fact that it came too late to experience the v.v.'.it "V'3K dEsSSSSvpSJfiDsj' i MSSSsffrBySSSS7MrTBsTrSSMSa'SSSSSSMr Mi'1 BSMaWSSslBfBSSSSSSSSrSg SSSSSSSSSSSSSSr1Si ItjM -t' I i'BjKKip iv--' -'''iyrp-'UfCS'i mCMsMjkIBH WisBliMtB 4Ss VJS.TM aT MsssssP lssssssssssssTm WMEpfth KSBKSBJKm ssssssssMssssHBsssWssss.TfWlissIs 4k'fH 'J W-ssssssssssssssssssTssPTwBssssssBsssrsssssPJ fl CvsssssssssUsssvkssssssswTT t-4' BBSSn'SUMBKmMKBIKBBBmmSMMf. rt "vS wnVBaM BD "i Sr isssssssssssssssssssssssssssssssl sssssM 8 sssBPssssssssssssssETlffWBWSl jpjjf VC-'- s4ii-i3fn't sHtr -jrTrwlBfoTWjWM i A'Jc tiu -u. trials and tribulations Incident to a patronage of the bob-toll cars.

BETTER STREETS. The building of street railway lines started the movement In St. Louis for better streets. The movement grew as the railways progressed. Early In the history of tho first lines the city required Pie companies to do a certain part of the paving of streets over which their tracks were laid, and the result was that street Improvement in the citj was much more rapid than it would otherwise have been.

The Improvement has continued to date and) St. Louis Is fast becoming one. of 'tlie best paved cities in the United States. Good streets ore an advantage to street railways. Realizing It, street railway companies are always forward In advocating them.

In 1SS8 there were eighteen companies operating street railroads in St. Louis. This was the largest number in the history of th city. At that time the electric car had not been thought of here. The companies and the dates they began operating cars were as follows: Mtourl Railroad Company, July 4, 1859.

Citizens' Railway Company, Aug.M, 1839. St. Louis Railroad Company, Aug. 1, 1839. People's Railway Company, fall of 1859 Union Depot Railway Company, year 1SC2.

Union Railway Company, jear 1863. Bcllerontalne Railway Company, year 1SC6 Lindell Railway Company, March 15, 1S37. Fourth Street and Arsenal Railway Company, year 1866. Baden and St. Louis Railway Company, year 1870.

Mound City Railway Company, year 1874 Jefferson Avenue Rallrond Company, Sept. 22. 1882. Northern Central Railway Company, March, 18SC. Cass Avenue and Fair Grounds Railway Company, June 23, 1S75.

From July 4. 1859, until in March, 1SS6, there were none but horse cars. Then the St. Louis and Western built a cable road, now the St Louis and Suburban Company, and In November, 18S7, the Citizens' Railway Company began the cable service. The Missouri Railway Company next made the change.

In April, 1888, and the People's and "St Louis companies changed shortly afterwards. The people hailed" the improvement as a great relief from the old horse-car service, JIttle realizing at the -time that a still more wonderful evolution In the service was to quickly succeed. FntST ELECTRIC CARS. The first electric cars were operated In St Louis by the Union Depot Railroad Company in March. 1890.

From that time unUl now the improvements have continued, and St. Louis can truthfully boast the most magnificent system of street Railways on earth. The different lines be- gan operatinc by electricity as follows: Missouri Railroad Company, February, 1S9L Citizens' Railway Company, January 1, 1393. St. Louis Railroad Company, October 8.

1900. People's Railway Company, February 15, 1901. Union Depot Railroad Company, March, 1S90. Union Railway Company, August, 1893. Bellefontolne Railway Company.

April, 1892. Lindell Railway Company, September, lSrO. Fourth Street and Arsenal Railway Company, August 3, 1896 Badea and St. Louis Railway Company. June.

1894. Mound City Railway Company, December. 1S90 Cass Avenue and Fair Grounds Railway Company, July, 1891. Southern Electric Railway Company, February. 1X91.

Jefferson Avenue Railroad Company, January 1. 1S96. Northern Central Railway Company, July. 1893 St. Louis and Suburban Railway Company.

January. 1892. Forest Park. Laclede Avenue and Fourth Street Railway Company, February. 1891.

Taylor Avenue Railway Company. 1893. Compton Heights, Union Depot and Merchants' Terminal Railway Company, 1893. Grand Avenue Railway Company, April 2. 1895.

"Southwestern Railway Company, August, 1895. Clayton and Forest Park Railway, December 9. 1S95. St. Louis and Klrkwood Railway Company, February 15, St.

Louts and Meramec River Railway Company. May 7, 1896. Florissant Avenue Electric Railway, In 1893 there were eleven independent companies operating the street railway system ot St. Louis. To-day the entire system is operated by two companies, the St.

Louis Transit Company and the St. Louis and Suburban Railroad Company. The consolidation of all the lines, except those of the latter company, under the ownership of the St. Louis i'ranait Company is recent history. It marked another advance in the street railway service of the city which the patrons appreciate, notwithstanding the spasmodic complaints of a very fuw who would exhibit dissatisfaction with perfection itself.

TRACK MILEAGE. Within the past twenty years the Increase In track mileage has more than doubled. In 1884 there were 150 miles ot single track in the city. In 1893 the number was 213 and in 1903 there are 316 miles in the city and 44 miles In St. Louis County.

In 1SS4 the longest single route was about even and one-half miles, and the maiorltv of the routes covered from about two and one-half to four miles In the past few years routes have been extended until now there are number from to almost fifteen miles In length. These extensions have represented an outlay of mlUlons of dollars for material and labor by the Transit Company and have added Inestimable millions to the general wealth of the The routes of the Transit Company and their mileage are as follows: TnAVHiT City Lines. Route. Mileage. Delmar avenue Third street and Washington avenue to Skinkcr loop, Administration building.

World's Fair grounds 7.u3 Page avenue -Third street and Washington avenue to Hamilton avenue ".73 Compton Heights Third street and Washington avenue to Tower Grove Park 5.27 Park avenue Third street and Washington avenue to Tower Grove Park 5.31 Olive street Through rourth and Olive streets to Easton avenue city 7.83 McPherson Fourth and Olive Streets to Torest Park loop. World's Fair grounds Maryland Fourth and Olive streets to King's 4.63 Lee avenue Fourth and Pino streets to Newstend avenue 5.27 Eighteenth street Fourth and Pine streto to Prairie 4 68 Market street Fourth and Market streets to Tower Grove yark 5.12 Laclede avenue Fourth and Market streets to Forest Park 4.71 Chouteau avenue Fourth and Pine streets to Clayton road 8.08 Easton avenue Fourth street and Franklin avenue to Easton avenue city limits 6.33 Spring avenue Fourth street and Elm street to Kings highway 6.46 Fourth street Morgan and Fourth streets to Arsenal 5.01 Seventh street. Morgan and Broadway to Grand avenue and Chippewa street 5.01 Tower Grove Broadway and Lucas avenue to Clifton Heights 7.95 Cass avenue Pestalozzl street to Belt avenue 9.71 Cherokee street River Des Peres to Hebert street 11.51 Bellcfontalne Prlmm street to Calvary Cemetery 14.69 Broadway Gano line Catalan street to Gano avenue 11.08 Through line Catalan street to Baden avenue 14.42 Grand avenue Virginia avenue nnd Meramec street to Water 6.S2 Jefferson avenue Chippewa street and Broadway to 5 05 Vandcventer avenue Natural Bridge road to Tower Grovo avenue 2 35 Tavlor avenue Manchester road to Florissant avenue 6.05 layior avenu COUNTY LINES. Barracksvision Catalan street to 2-1 Midland line and DeBalivlere avenues to Crevs Coeur Lake ...,.13.50 Old Midland line Railroad to Handley 2.50 Clayton line Forsythe Junction to Log Cabin Club S.OS On the above-mentioned lines the maximum number of cars regularly operated is SS0. This is during the rush hours of the morning and evening.

Perhaps no city in America possesses street-railway roll-lng stock equal to that operated by the Transit Company. Every car now In service was with a view of providing comfort for the patrons of the system. As rapidly as the company's cars become useless they are replaced with tho best that the manufacturer can build. The Transit Company employes more men than any other corporation in St. Louis.

There are 3,812 on its regular payroll. On account of construction work, which has been very heavy during the last few months, and which will continue so for some time to come, WO additional men are employed. During the past twelve months the company has paid In wages and salaries J2.S30.000. or an average of almost $8,000 dally for the 363 days of the ear. When It Is realized that additional hundreds of thousands of dollars are expended annually by the company for supplies purchased within the city, it can be better understood what the company means to tho people of the city.

TREATMENT OF EMPLOYES. Tho management of the Transit Company believes In the policy of treating Its employes as liberally In the matter of wages and salaries as Its earnings will permit. It believes In providing them with whatever will lighten the burden of their employment. It was this policy that forestalled and nullified the efforts of certain persons who attempted to create trouble on the company's lines a few month ago by calling the men out on j. strike.

Tho effort was the most successful failure Imaginable. The employes were satisfied. They so declared themselves, and there was no trouble. On January 1900, the Transit Company inaugurated its general transfer system. There are now 235 points on the company's rnes where passengers can transfer from cno line to another.

The growth of this popular departure is best indicated by the THE OLD AND THE NEW. number of transfer passengers shown In the following table: In 1899 In 1900 32,692.000 In 1901 43.209.000 In 1S02 60,609.000 In 1903 60.000,000 Since 1884 the number of passengers paying fares has almost quadrupled. In 1884 the paid fares on the lines now owned by the Transit CoYnpany numbered 42.805,000. In 1893 the number was 97,650,000 and during 1903 they numbered 150,000,000. Bv this time the reader has undoubtedly realized that there has been a remarkable evolution in the Internal transportation facilities of St.

Louis since the first omnibus was started in 1843, followed by the first horse car in 1859, the first cable car in 1886, and the first electric car in 1890. Just thirteen years ago. Within tho last twenty years all of the horso roads have been converted Into cable lines and electric lines, succeeded by the reconstruction of all the cable lines Into electric lines, and the reconstruction of nearly 'all of the electric lines as originally constructed, five cable stations being abandoned, original electric power stations being reconstructed and new stations built, until to-day there remains not a vestlse of the original power-house machinery or car equipment, and and 5 Inch, even 6-Irch, girder rails being abandoned for the use of 9-lnch girder, some little 7-inch being still in use. CONSOLIDATION OF INTERESTS. Since October 1.

1899. when the street railway properties now operated by the St. Louis Transit Company were consolidated the company has expended In construction and equipments, betterments and improvements of every character. This amount, it must be understood, does not Include the more than $2,800,000 paid out each year by the com- nnrrrRS pony In wages and salaries, almost every dollar of which has been expended In St. Louis.

Include It, and the total amount expended by the company for all purposes will considerably exceed $20,000,000. During the year 1S02 tho total net expenditures of the company for construction and equipment alone amounted to $1,378,839.15. Last year's expenditures were about the samo, but the amount does not embrace tho cost of 150 new cars that have been ordered, and the cost of their electrical equipment. In the four years since tho consolidation $3,000,000 or more has been expended by the company in track and roadway construction, and almost the same amount has been expended for cars and their electrical equipment. Power plant equipment has cost $2,000000 or more, and this sum does not Include the cost of tho plants now under way.

The substation mm being constructed at Seventeenth and Locust streets will alone represent an outlay of more than $400,090. In his last annual report, submitted to the stockholders of tho TranIt Company, January 1, 1903, President Murray Carle-ton classified the Improvements and additions that had been made by the company since the consolidation of the properties under one management. It showed that the total cost of additions and Improvements nt that time had been $2,83,171 C4 The cost of additions and Improvements to repair shops was $113,670.73. For paving and repaving of streets between its rails, between Its tracks and one foot outside the tracks, $400,519.44 had been expended. For track construction and reconstruction, $2,230 419.67 had been expended, and $603,103 93 had been expended for overhead line construction.

During the past ear street Improvements have been carried on on the most extensive scale in the history of St. Louis. The Transit Company has borne Its share of the burden, notwithstanding the fact that the tax has been an extremely heavy one. much more so than In former years, and It has not complained. The average St.

Louis street, measured from curb to curb is 40 feet wide. On all such streets, wllere the double tracks of the company run the company Is obliged to stand the cost of paving about 17 feet and 4 Inches of the street. NEW POWER STATION. The cost of new power stations and the additions to old ones previous to 1903 was $2,879,345.86. During 1903 several hundred thousand dollars additional was added to this Item of expense.

"There havo been expended since the organization of the United Railways Company of St. Louis, to December 31, 1902," said Mr. Carletdn, in his last published report, "on the properties now leased by the St. Louis Transit Company, 52, of which amount the United Railways Company of St. Louis expended $728,73222, the St.

Louis Railroad Company $702,802.11 and the St. Louis Traction Company $36,273.37, prior to the leasing of the properties to the St. Louis Transit Company. The amount of money expended by the St. Louis Transit Company has been $8,472 058 82." Add to this sum the almost $2,000,000 expended in the past ear for improvements and equipments and the enormous total of more than $10,000,003 is shown.

PLANS FOR FAIR. The company's plans for taking care of lt3 natural Increase ot business, as well as those for handling the great crowds that will visit the city during the World's Fair, have been maturely considered, and are being put Into effect. Before the Fair opens it will have from r) to GOO new cars of the most modern type, and power-brake equipment for all of its cars, new and o'd. Plans hive been formulated for caring for the traffic to and from the World's Fair grounds during tho period of the Fair. It Is the Intention of the company to run cars from practically all parts of the city, converging In five main routes, with separate terminals at the World's Fair grounds, as follows: First Easton avenue route, terminating at Skinker road and the World's Fair grounds.

Second Washington route, terminating at the main entrance of the World's Fair grounds. Third Olive route, terminating at the main of the World's Fair grounds. Its terminal will be entirely separate from the Washlnston route terminal. Fourth Laclede route, terminating at the southeast corner of the World's Fair grounds. Fifth Chouteau route, terminating 1,200 feet Inside the World's Fair grounds at Skinker rood.

With Its present car equipment and the new equipment to be added before May the Transit Company officials declare that they will be able to carry 60.000 persons to the World's Fair grounds every hour, and an equal number, per hour, from the grounds. They feel perfectly confident of their ability to do what they promise, and. Judging from their accomplishments of the past three years, nobody has the right to doubt what they say. The terminals of the company at the World's Fair grounds and the company's shelter-houses there, it is estimated, will require an expenditure of $150,000 or $200,000. The St.

Louis Transit Company Is to-day employing about 2,500 motormen and conductors. Every one of them was required to furnish references as to his previous good character before the company would even consider his application. The man who receives the applications and carefully examines each applicant Is James F. Davidson. assistant general superintendent and one of the most efficient street rallwny men In the country.

He puts to work from eight to twelve new men every day. They are required to be Intelligent, healthy and energetic. The majority of applicants are country boss. They make tho best emplove. But 10 per cent of the applicants have previous street railway experience AGE- OF MOTORMEN.

A motorman lo required to be between tho ages of 23 and 40 years and to weigh not less than 163 pounds. Conductors are required to be not less than 23 or more than 40 years of age. but can weigh anywhere from 133 to 170 pounds. They be able to pass rigid examination hv an oculist and another one by a physician. They must have gcod eyrs.

They must be vaccinated upon entering the companj's service. If an applicant Is accepted he Is put on under the instruction of one of the company's division superintendents. If. after ten days, this official makes a favorab'a report, tho applicant Is given a badge and goes to work as an extra. The extras earn from $10 to $43 a month.

It takes them from six to twelve months to get a regular car. Then thc receive 21 cents an hour. January 1, 1904. however, thf schedule will be raised to 22 cents an hour. On May the beginning of tho World's Fair, 23 cents an hour will be paid.

EXERCISE CAUTION. As an Induccment-to Its conductors and motormen to exercise caution in the conduct of their cars, the company pays all men who get through the year without an accident a bonus of 1 cent an hour. During the past vear the company paid about $10,000 to employes who avoided accidents, and the money was handed to them at a time when It was most appreciated. The company keeps a. close record of every one of its employes.

Their habits are looked after, and they are carefully guarded against those things that might have a tendency to affect them in the proper discharge of their duties. Intern-" perance is the vico above all others that will not be tolerated, as, quicker than all others, will it destroy an employe's efficiency. He Is made to understand this fact, and, perhaps, there Is no other body of workers in St. Louis or elsewhere In which the percentage, of those who resort to Intoxicants is so small. Besides its many other Improvements made during the post year, the Transit Company hut recently completed at Park and Vandcventer avenues the largest street car repair shop In America.

The building stands Just east of the general office buKding and there is no other like it in St Louis. It is 310x425 feet and cost $70,000. The roof Is what Is known as saw-toothed, nine tall points extending the entire width of tl building, forming a sky line that resembles an Inverted saw. From east to west these points form a continuous glass front, admitting a flood of light upon the Interior. Sixty cars can be repaired in the shop at one time.

There are 200 workmen there, nearly all of. them skilled mechanics, and they are aided in their cmplovment by the most modern machinery that could be secured for such a shop. Formerly the company had repair shops at seven or eight different places. Now. however, all cars needing the services of mechanics are sent to new shop at Vandev enter and Park.

Another great improvement that has come since the consolidation of the lines of tho United Railways Company is In the owl-car service, for which the night workers of the city are probably the most thankful. It has kept pace with the Improvements made by the Transit Company In all other directions. The officers of the, St. Louis Transit Company are: Murray Carleton, president; C. H.

Spencer, vice president: A. B. du Pont, -vice president: James Adkins. secretary and treasurer: Frank R. Henry, auditor, and John Grant, general superintendent.

The directors are: A. D. Brown, Murray Carleton, Patrick Calhoun. James Campbell, Eugene Delano, George L. Edwards.

Charles D. McLure, F. E. Marshall, H. S.

Priest and C. H. Spencer. MR. MURRAY CARLETON.

Thro Is a dpstlny that shapes our ends, Ttouch hw them as we may. That well-known statement is strikingly Illustrated In" the life of Mr. Murray Carleton, president of the St Louis Transit Compary. Born in 1833 into a home blessed with sufficiency of the material things of life anrt the guidance of those imbued with lofty Christian Ideas, the way would have seemed easy to the surface reader. But the maelstrom of Civil War carried with it the property of the family, and Murray Carleton, a 13-year-old lad, began his business llfo in a printing office, on a local paper In his native town.

Cumberland, Md. In a few years he became foreman of the composing-room and night editor. But his ambition reached beyond such a position and circumscribed limitations, so he decided to follow the example of his father by taking up the mercantile business, and at the age of 19 he left a position paying $100 a mrnth in his home town toeek hio fortune in the West, and selected St. Louis as his destination. Soon after reaching herehe was employed as stock clerk In the wholesale dry goods store of Henry Bell Son.

His ability was soon recognized, and advancement followed In rapid succession till Mr. Carleton became" the principal stockholder of the firm, and the name was changed to the Carleton Dry Goods Company. Mr. Carleton has taken an active part In enterprises that would benefit St Louis, and by his sound business Juda ment he has clone much to make them a success. He became first vice president of the St.

Louis Transit Company when it was reorganized In I89S, and was elected president of the company in June, 1901. CORWIN H. SPENCER. Corwin H. Spencer, vice president of the t.

Louis Transit Company. Is the Ideal type of the successful business man. He has been associated with the city's largest Industrial and financial Interests almost ueiure me uays oi sieam irauspuiaiion 0c i grain and produce, and witnessed the at- tuiuiiiciji ui supremacy ui si. ouis the metropolis of the West Was born In Morgan County, Ohio, In 1831, and. like many other ambitious country boys, the end of a short country-school education! JV iiuu wuiiurg ui a.

vuiugu score, lie-came a school teacher at 17. but as this was not altogether to his taste, came to St Louis In 1874, where he secured additional education at Bryant Stratton'S college and later became a clerk with toe firm of Harlow, Gelston Co then en gaged in the business in which Mr. Spencer has since amassed a fortune train brokerage. Bookkeeper, grain salesman and member of the firm were successive steps in hi3 upward progress, and, to no Mnall degree, through his efforts Harlow, Spncer Co. soon became one of the foremost operators and commission firms on change.

In disastrous floods and crop failures throughout the Mississippi Valley caused the only set-back he has known. But he began anew and gradually retrieved his In TMVne nrm of Spencer was organized and a blc elevanrit Madison City. 111.. change in the style or the flraiT yes later to the C. H.

Spencor GrauTand EIe yator Company, from which Jlr. Spencer did not retire until 1897 tractln'then abrorbed his attention. He was president of the Southern Electric Railway Company, now a part of the Transit CompanVholdinm and held a like office with he SfaUonal Railway Company. His financial Interests ln and trnst companies are too well known to need comment PRESIDENT DU PONT. A.

B. du Pont second vice president of the St Louis Transit Company, thouxh a Comparatively vounz man. In nun rr tfc most successful street railway managers In the country. He came to St Lonl from Detroit shortly after the consollda- .1 Hon to accept the position he now holds. After leaving school, Mr.

du Pont went 4 to the coal mines ln the Jalisco district 1 of Kentucky, where ho worked nine months at $1 a day compensation. From there he went to Louisville, and for one year worked in the track department of the Central Passenger Railway CompaoyVkUi When the year was up be went tp BrooWj3 1 lyn. N. as assistant engineer and wo- pervisor of construction for the Brooklyn cable road. The followinr year he re- turned to Louisville and took chares of the track department of the Central Pas- senger Railway Company.

Within a year from that time the flrat I electrical equipment was started In Louts- vllle. This was ln 1879, and It became Mr. du Font's duty to supervise Its construction as well as the construction of the power-house. After the completion of this work he was placed in charge of the en- tire mechanical department, including shops and the manufacture and repair of cars, power-houses and track work. About this time all the street railways of Louisville were consolidated and then rapidly converted Into electrical lines.

In May, 1893. Mr. du Pont went to Detroit as general manager of the Detroit Citizens' Street Railway Company, and within one year from the date of his ar- A Ma a of track, built one central power-boos tos -t op-raie aii oi its cars ana equippea ail or 1tm Ifh Alo-trt-ltv A tlm- -P ft hla going to Detroit there were only two lines out of the fourteen owned by the company that were being' operated by electricity. Two years after his arrival in 'Detroit, In addition to his duties as manager of the Detroit Citizens' Street Railway Company, he was elected manager of the Detroit Electrio Railway and of. the Detroit, Fort Wayne and Belle Isle Railway.

These three companies controlled all of the street railways ln Detroit, ln all about SO miles of. track. To Mr. da-Font's splendid abilities the St Louis Transit Company owes a great proportion of its great success. JAMES ADKINS.

Born ln Cincinnati, September 1SSL Came to St- Louis ln about year 188SL Attended the' public schools and Wyman's university. Started to work when 17 years old as a messenger in the Provident Sav- ings a anx. was as aav casniei- ol ua bank at time of suspension. Was with Wm. H.

Thompson, receiver of said bank, for two years, then acted as agent, of the Forest Park Improvement Association, who put on the market the property now known as Westmoreland and Portland places, until June, 1890. when elected secretary and treasurer of the Lindell Railway Company, remained with said company until the consolidation of the street railways ln St, Louis. Was then elected secretary and treasurer of the United Railways Company of St Louis and the St Louis Transit Company. AUDITOR HHNRY. Frank R.

Henry, auditor of the company. Is a native St Loulsan and J8 years old. He engaged in street railway work when bnt IS years old and he has stayed with It He started as a clerk In the office of the Missouri Railway Company and held the position of secretary and treasurer for that company during a period of eight years. During the last four years he has been auditor for the Transit Com pany. At the time of the consolidation of me unes air.

Henry was sceciea iram among- the accounting officers oE the con stituent companies as being the most com- Seient ana nest quaunea lor ine 3pu trie nositlon which he now holds. JOHN GRANT. Mr. John Grant has charge of the operating department of the road. He has been here sines February 1, 1901.

coming: from Indianapolis, where he had been ln the street railway service. Prior to that time Mr. Grant came from Detroit, also being ln the street railway business at that point ln the capacity of general superintendent His long; training ln this business has made him very efficient and competent to fill his present position. He is well liked by his men and associates. He is a cuniparnuveiy young man, ui spienuia pnysique.

ae came nere ai urn solicitation ot Second Vice "President A. B. DuPont. JAMES DAVIDSON. James F.

Davidson assistant general superintendent of the Transit Company, began his street railway career in 1881 as a conductor on the Olive street line of the Missouri Railroad Company, securing his position through Erastus Wells, then pres ident of tho company. In 1S84 he was ap pointed road officer, and two years later was promoted to the superintendence of the company. When the Missouri Railroad was sold to the Lindell Railway Company In 1897 Mr. Davidson was retained as superintendent, and when the consolidation was perfected he was appointed 'superintendent of the central division of the Transit lines, which included the Olive. Market, Laclede and Jefferson avenue routes.

In 1901 he was promoted to the position which he now occupies. Mr. Davidson Is 45 years old. He was born at Caney Fork. and educated at Harrisburgn.

In 1875 he was employed by Napoleon Saroney in New York. From 1876 to 1880 he traveled with a viewing company, and with P. T. Barnum's circus as an acrobat He came to St. Louis almost directly from Old Mexico, where he had spent the previous cummer.

J. BOYLE PRICE. J. Boyle Price, purchasing agent for the company. Is 31 years old, and a native St Loulsan.

He was educated at 8mlth Academy and the Manual Training School. Before his street railway work he was engaged with the Missouri Electric and Power Company for five years. In 1I4JT he began work in tne repair snops or T.tnripii itftuway LoraDanr. uii as made purchasing agent for the com vvhen tne unnca tuumri we i dated he was appointed parchastna; lor tne ot ouis -raasn vosapaay. i it? saw 1lfe.

1 JSWnS fiil iS-K. feggi.