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The surplus in 1890 was reported at $20,167,980, hence an increase for 1891 of $4,786,263. The deficit in 1890 was reported at $2,670,979, an increase for 1891 of $263,843.

It will be noticed by comparing the reports of 1890 with this one for 1891, that the 1890 report gives the deficit of the Minneapolis, St. Paul and Sault Ste. Marie Railway at $1,506,318, while in 1891 it is reported at only $173,886: the company's explanation of this is as follows: "The $1,576,088.50 deducted from the total deficit to June 30, 1890, represents the actual loss from operation of the property to Dec. 31, 1890, the same having been transferred to the cost of road by order of the President and directors.”

In practically the same manner the deficit of the Eastern Railway of Minnesota and of the Willmar and Sioux Falls Railway reported on June 30, 1890, has been reduced.

The deficit of the Wisconsin, Minnesota and Pacific Railway was reported for 1890 to be $41,368; for 1891 it is reported to be $1,392,807. This extraordinary increase is explained as follows by the company: "Other deductions, $762,452.46. This entry is necessary, account of ‘Matured interest coupons unpaid,'having been omitted from all previous reports (page 23) and from •Deductions from income, interest on funded debt accrued,' from all reports except the one preceding this."

FREIGHT TRAFFIC. The total number of tons of freight carried on the lines within Minnesota for year ending June 30, 1891, was 13,991,012 For the previous year same was...

13,537,010 Increase for 1891, tons....


YEAR ENDING JUNE 30, 1891. Burlington, Cedar Rapids and Northern...

7,189,375 Chicago, Milwaukee & St. Paul.....

371,165,355 Chicago and Northwestern..

110,274,661 Chicago, St. Paul, Minneapolis & Omaha...

191,487,510 Chicago, St. Paul & Kansas City.

60,984,741 Duluth and Iron Range.

74,464,916 Duluth, Red Wing & Southern.

581,920 Minneapolis & St. Louis..

66,504,870 Northern Pacific....

303,947,508 St. Paul & Duluth.

102,346,649 Duluth & Winnipeg.

954,184 Wisconsin Central..

12,603,840 Wisconsin, Minnesota & Pacific...

7,766,701 Great Northern..

365,903, 301 Willmar & Sioux Falls.

16,068,671 Eastern Railway of Minnesota.

76,293,581 Total .....

1,768,537,783 Same for 1890 was.

1,953,025, 128

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The average rate per ton per mile in Minnesota for-Year ending June 30, 1891, was..

1.166 cents. Same for 1890 was.

1.009 Increase for 1891 of 1.57 mills per ton per mile.

The average earnings on each ton of freight carried in MinnesotaFor year ending June 30, 1891, were...

$1.47 Same for previous year were.....


Decrease for 1891.


Total number of passengers carried on all lines in Minnesota-
For year ending June 30, 1891, was....

8,288,183 Same for previous year..

7,880,856 Increase for 1891......

407,327 Total passenger mileage, or passengers carried one mileFor year ending June 30, 1891, was....

249,438,042 Same for previous year...

239,597,636 Increase for 1891.

9,840, 406 Average rate per passenger per mile, in 1891, was.

2.37 cents. Same for 1890 was.



Number of passengers killed during the year.
Number of passengers injured during year..
Number of trainmen killed during year.
Number of trainmen injured during year..
Number of switchmen and flagmen killed during year....
Number of switchmen and flagmen injured during year..
Number of other employes killed during year..
Number of other employes injured during year..
Number of trespassers on track killed during year.
Number of trespassers on track injured during year..
Number of others killed during year..
Number of others injured during year.

1 48 29 224

3 51 12 140 57 39 13 30


Total casualties. ...,
Total killed...
Total injured.

115 532


90 543

Total number killed previous year....
Total number injured previous year.

Total casualties previous year....


Tables V and VI hereto appended show the causes of the accidents and the roads upon which they occurred. As usual the principal cause of accident to trainmen and employes is coupling and uncoupling, from which cause 14 were killed and 134 injured during the year 1891, while during the previous year 5 were killed and 173 were injured. It is to be hoped that Congress, during the present session, will adopt some measure for the regulation of railroads, whereby this branch of the business shall become less hazardous, as was recommended by a convention of railroad commissioners at its last annual meeting in Washington, in March, 1891.

EMPLOYES. Total number of employes reported by the railroads doing business in MinnesotaFor year ending June 30, 1891, was...

76,818 Same for previous year was.

73,273 Increase for 1891......

3,545 The proportion of employes for MinnesotaFor year ending June 30, 1891, was.

20,101 For previous year it was...

19,179 Increase for 1891......

922 The total amount of salaries and wages paid, as reported by the companies, For year ending June 30, 1891, was..

848,272,856 Same fur previous year.

45,154,137 Increase for 1891.......

$3,118,719 The proportion of above for MinnesotaFor 1891 was....

$13,230,119 For previous year it was.

12, 197,616 Increase for 1891.....

$1,032,503 The statistical tables in the form and order heretofore followed in reports from this office are appended hereto.

The term of John L. Gibbs expired in January 1891, and
Wm. M. Liggett, of Swift county, was appointed by the
Governor for the full term of three years.

The Commission as now constituted is as follows:
Geo. L. Becker-term expires January 1892.
John P. Williams-term expires January 1893.
Wm. M. Liggett, term expires January 1894.

Chairman of the Commission, Geo. L. Becker. Secretary, O. K. Teisberg. Assistant Secretary, D. F. Reese.

AMENDMENTS TO CHAP. 10, OF THE LAWS OF 1887. "An Act to regulate Common Carriers, and creating the Railroad and

Ware house Commission of the State of Minnesota and defining the duties of such Commission in relation to Common Carriers," which passed the Legislature of 1891.

In the annual report for 1890, with reference to future legislation in this state in the matter of regulation of common carriers, we gave expression to the following views:

The commission, following the recommendations of the convention of all the railroad commissioners of the United States, held in Washington in May, 1890, has expressed itself in favor of bringing our state law into entire harmony with the provisions of theinter-state commerce act, so far as differing circumstances will permit.

If the Congress of the Un ed States and the different state legislatures can be found working together by the enactment of similar laws which shall be in harmony in the letter, as well as the spirit, we shall soon have in this country a series of enactments and of judicial decisions respecting the same which will be of 'inestimable advantage to the country.

And in the third biennial report to the legislature of 1891, speaking of the same general subject we expressed ourselves again as follows:

The commission is of opinion, however, that in the administration of law the public interests are greatly subserved by the durability and permanence of the terms thereof; that by experience and observation, and a careful consideration of such judicial opinions as come from the actual workings of the law, and by keeping ourselves in line with the legislation enacted by Congress on the subject of railroad restraint and control, we sball come eventually to a system which will attain all the ends that can be secured by the law making power in relation thereto.

The decision of our own supreme court in Oct. 1890, in the sleeping car case, and the decision of the supreme court of the United States, March 24, 1890, in the matter of milk rates on the Iowa and Minnesota division of the C. M. & St. P. Railway, made some change in the laws of 1887 an obvious and imperative duty.

The legislature of 1891 addressed itself to this duty in a prompt and intelligent manner which resulted in important changes in our law. The result is seen in Chap. 106 of the General Laws of 1891. For the information of the people of the state we print in an appendix to this report the law as so amended, as it now stands. The amendments as perfected by the legislature of 1891 affect the following sections of the law of 1887. Subdivisions (e), (f) and (g) of sec. 8; subdivision (b) of sec. 13; subdivision (d) of sec. 15, and adds to the law two new sections, designated as sections 22 and 23.

These amendments and additions to our law, are in line with the recommendations made by the commission and serve to bring our state legislation into harmony with federal legislation upon this subject. There is, however, more yet remaining to be done in this direction and the commission will make its recommendations therein in its next bennial report to the legislature of 1893. We are firmly persuaded that the nearer we approach the federal laws for the control of common carriers, not in spirit only but in the letter of the law as well, the more satis factory the results will be to the people of the state.



The commission is constantly in receipt of applications from private parties asking its assistance in obtaining from railroad companies sites for elevators and grain houses on the right of way.

The law of 1885, which was enacted for the purpose of securing the right to build such structures on railroad property, to every man who should apply, in consideration of an annual rental of one dollar, was declared unconstitutional by our supreme court, chiefly upon the ground that it was the taking of the property of the company without its consent, and withvut providing an adequate compensation therefor.

In order to secure to the applicants the right, for which there is such a general demand, the commission with the aid of the attorney general drafted a law upon this subject, which provided for a condemnation of sites for such purposes, on the right of way of any railroad company in the state. This proposed law was submitted to the legislatures of 1887 and 1889. It did not meet the favorable consideration of either house of these respective legislatures.

The matter was again brought to the attention of the legislature of 1891 by the introduction of the following bill: A BILL FOR AN ACT PROVIDING FOR THE ERECTION OF PUBLIC GRAIN


SECTION 1. Any two or more persons who have or shall, by articles of agreement in writing, associate, according to the provisions of title one (1) of chapter thirty-four (34) of the statutes of 1878, under any name assumed by them, for the purpose of operating a public warehouse or elevator by and for the purchase, storing and shipping of wheat or other grain within this state, and who, by complying with the provisions of said title, become a body corporate or politic, may make an application in writing to any railway company or corporation organized under the laws of this state, or doing business therein, to be permitted to construct, maintain and operate a grain warehouse or elevator at any of its regular stations onone of its side tracks upon its right of way, to be used for the purpose aforesaid; and the railway company or corporation so applied to shall grant such application without regard to the capacity of such elevator or warehouse, and without discrimination as to persons and in the order in which such application shall be presented. All elevators or warehouses so erected shall be kept open during business hours for at least three months consecutively in each crop year and at such other times as public interest may demand.

The associations which shall avail themselves of the benefits or privileges of this section are declared to be public corporations, subject to legislative control at all times and in all particulars in which rights or powers are conferred upon them by this act.

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