Chapter V: Front Matter (5)

╒═╤════════╤═════════════════════════════════════════════ │ │LOCATION│ BUILDING ├─┼────────┼────────┬──────────┬───┬───────────┬───────── │ │ │Material│Dimensions│Age│ General │Condition │ │ │ │ │ │Description│Per Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────────┼──────────┼───┼───────────┼───────── │ │ │ │ │ │ │ ├─┼────────┼────────┼──────────┼───┼───────────┼───────── │ │ │ │ │ │ │

╤═════════════════╤═══════════════════════════════════════════════╤═╕ │ EQUIPMENT │ PLATFORMS │ │ ┼───────┬─────────┼──────┬───────┬────────┬──────┬──────┬─────────┼─┤ │Office │Condition│ Wood │Cinders│Concrete│Brick │Square│Condition│ │ │ and │Per Cent │Square│Square │ Square │Square│ Ft. │Per Cent │ │ │Waiting│ │ Ft. │ Ft. │ Ft. │ Ft. │ │ │ │ │ Room │ │ │ │ │ │ │ │ │ │ Items │ │ │ │ │ │ │ │ │ ┼───────┼─────────┼──────┼───────┼────────┼──────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │ ┼───────┼─────────┼──────┼───────┼────────┼──────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 15 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ MISCELLANEOUS BUILDINGS │ │ Including General Office Buildings, Warehouses, Elevators, and all │ │ Other Buildings Not Specifically Called for in Blank Forms │

╒════╤════════╤═══════════════════════════════════════════════╤═══════╕ │ │LOCATION│ GENERAL DESCRIPTION │REMARKS│ ├────┼────────┼────────┬──────────┬────┬────────────┬─────────┼───────┤ │ │ │Material│Dimensions│Age │ Cost of │Condition│ │ │ │ │ │ │ │Reproduction│Per Cent │ │ ├────┼────────┼────────┼──────────┼────┼────────────┼─────────┼───────┤ │ │ │ │ │ │ │ │ │ ├────┼────────┼────────┼──────────┼────┼────────────┼─────────┼───────┤ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 16 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ ENGINE HOUSES AND │ │ TURNTABLES │

╒═╤════════╤════════════════════════════════════════════════════ │ │LOCATION│ ENGINE HOUSES ├─┼────────┼─────────────────────────┬─────┬──────┬──────┬────── │ │ │ MATERIAL OF │ No. │Depth │Number│ │ │ │ │ of │ of │ of │ │ │ │ │Fire │Stalls│Stalls│ │ │ │ │Walls│ │ │ ├─┼────────┼───────────┬─────┬───────┼─────┼──────┼──────┼────── │ │ │Foundations│Walls│Framing│ │ │ │Number │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼───────────┼─────┼───────┼─────┼──────┼──────┼────── │ │ │ │ │ │ │ │ │ ├─┼────────┼───────────┼─────┼───────┼─────┼──────┼──────┼────── │ │ │ │ │ │ │ │ │

════════════════════════════════════════════════

────────────────────┬─────────┬────────┬──────── PITS │ HEATING │ SMOKE │ Age of │ │ JACKS │Building │ │ │ │ │ │ ┬────────┬──────────┼─────┬───┼────┬───┼──────── │Material│Dimensions│Steam│Hot│Kind│No.│ │ │ │ │Air│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────┼──────────┼─────┼───┼────┼───┼──────── │ │ │ │ │ │ │ ┼────────┼──────────┼─────┼───┼────┼───┼──────── │ │ │ │ │ │ │

╤══════════════════════════════════════════════════════════ │ TURNTABLES ┼─────────┬─────┬──────┬─────┬─────────────┬─────────┬───── │Condition│Type │Length│Built│ Loading │ Turning │ Age │Per Cent │ of │ Feet │ By │Specification│Apparatus│ of │ │Table│ │ │ Tons │ │Table │ │ │ │ │ │ │ ┼─────────┼─────┼──────┼─────┼─────────────┼─────────┼───── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────────┼─────┼──────┼─────┼─────────────┼─────────┼───── │ │ │ │ │ │ │ ┼─────────┼─────┼──────┼─────┼─────────────┼─────────┼───── │ │ │ │ │ │ │

╤════════════════════════════════════════════════╕ │ TURNTABLE PITS │ ┼─────────┬──────────┬──────────┬──────┬─────────┤ │Condition│ Center │ CURBING │ End │Condition│ │Per Cent │Foundation│ │Pacing│Per Cent │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────────┼──────────┼────┬─────┼──────┼─────────┤ │ │ │Kind│Cubic│ │ │ │ │ │ │ Yds │ │ │ │ │ │ │B.M. │ │ │ │ │ │ │Feet │ │ │ ┼─────────┼──────────┼────┼─────┼──────┼─────────┤ │ │ │ │ │ │ │ ┼─────────┼──────────┼────┼─────┼──────┼─────────┤ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 17 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ CINDER PITS AND TRACK │ │ SCALES │

╒═╤════════╤═════════════════════════════════════════════╤════════ │ │LOCATION│ CINDER PITS AND HOISTS │ ├─┼────────┼────────┬──────────┬───┬───────────┬─────────┼──────── │ │ │Material│Dimensions│Age│ Pneumatic │Condition│LOCATION │ │ │ of Pit │ │ │ or Power │Per Cent │ │ │ │ │ │ │ Hoists. │ │ │ │ │ │ │ │ General │ │ │ │ │ │ │ │Description│ │ ├─┼────────┼────────┼──────────┼───┼───────────┼─────────┼──────── │ │ │ │ │ │ │ │ ├─┼────────┼────────┼──────────┼───┼───────────┼─────────┼──────── │ │ │ │ │ │ │ │

══════════════════════════════════════════════════════╤═══════╕ TRACK SCALES │REMARKS│ ┬────────────┬──────────┬──────────┬────────┬─────────┼───────┤ │ Name of │Materials │Dimensions│Capacity│Condition│ │ │Manufacturer│ of │ │ Tons │Per Cent │ │ │ │Production│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────────┼──────────┼──────────┼────────┼─────────┼───────┤ │ │ │ │ │ │ │ ┼────────────┼──────────┼──────────┼────────┼─────────┼───────┤ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 10 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │Length of Main Line FENCES CATTLE GUARDS AND │ │Roadway ______ Miles SIGNS │ │______ │

╒═╤════════╤════════════════════════════════════════════════════════ │ │LOCATION│ RIGHT OF WAY FENCES ├─┼────────┼────────────────────────────┬─────────────────────────── │ │ │ WOOD FENCE │ WIRE FENCE ├─┼────────┼──────┬─────┬─────┬─────────┼─────┬─────┬─────┬───────── │ │ │ No. │ No. │ No. │Condition│ No. │ No. │ No. │Condition │ │ │Boards│Posts│Miles│Per Cent │Wires│Posts│Miles│Per Cent │ │ │ Per │ Per │ Per │ │ Per │ Per │ Per │ │ │ │Panel │Mile │Line │ │Panel│Mile │Line │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼─────┼─────┼─────────┼─────┼─────┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼─────┼─────┼─────────┼─────┼─────┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼─────┼─────┼─────────┼─────┼─────┼─────┼───────── │ │ │ │ │ │ │ │ │ │

╤═════════════════════════════╤═════════════════════════════════ │ SNOW FENCES │ CATTLE GUARDS ┼─────────────────────────────┼─────────────────────┬─────────── │ TEMPORARY & PERMANENT │ WOOD │ IRON ┼──────┬─────┬──────┬─────────┼────┬──────┬─────────┼────┬────── │Length│B.M. │Total │Condition│Kind│Number│Condition│Kind│Number │ Per │ Ft. │Length│Per Cent │ │ │Per Cent │ │ │Panel │ Per │ in │ │ │ │ │ │ │ │Panel│Linear│ │ │ │ │ │ │ │ │ Feet │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼──────┼─────┼──────┼─────────┼────┼──────┼─────────┼────┼────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼──────┼─────┼──────┼─────────┼────┼──────┼─────────┼────┼────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼──────┼─────┼──────┼─────────┼────┼──────┼─────────┼────┼────── │ │ │ │ │ │ │ │ │

══════════╤════════════════════════╤══════════════════════════╤═╕ │ HIGHWAY CROSSINGS │ MISCELLANEOUS │ │ ──────────┼────────────────────────┼──────────────────────────┼─┤ │ PLANKING USED │ ROADWAY SIGHTS │ │ ┬─────────┼────────┬─────┬─────────┼─────────┬──────┬─────────┼─┤ │Condition│ Number │Total│Condition│ Kind │Number│Condition│ │ │Per Cent │ of │B.M. │Per Cent │ │ │Per Cent │ │ │ │Crossing│ Ft. │ │ │ │ │ │ │ │ │Used │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────────┼────────┼─────┼─────────┼─────────┼──────┼─────────┼─┤ │ │ │ │ │Mile │ │ │ │ │ │ │ │ │Posts │ │ │ │ ┼─────────┼────────┼─────┼─────────┼─────────┼──────┼─────────┼─┤ │ │ │ │ │Whistling│ │ │ │ │ │ │ │ │Posts │ │ │ │ ┼─────────┼────────┼─────┼─────────┼─────────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 1 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │Length of Main Line LANDS FOR RIGHT OF WAY, │ │Roadway ______ Miles YARDS AND TERMINALS │ │______ │ │Separate by Counties, and for Incorporated Cities, Villages and Towns│ │Show Joint Right of Way Separately and Indicate Division of Ownership│

╒═╤════════╤══════╤════════════╤═════════════════════════════╤═════ │ │LOCATION│ Name │ Name of │ WIDTH OF RIGHT OF WAY │Total │ │ │ of │Incorporated│ │Acres │ │ │County│ City, │ │Right │ │ │ │ Village or │ │ of │ │ │ │ Town │ │ Way │ │ │ │ │ │ ├─┼────────┼──────┼────────────┼─────┬─────┬─────┬─────┬─────┼───── │ │ │ │ │FEET │FEET │FEET │FEET │FEET │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼────────────┼─────┼─────┼─────┼─────┼─────┼───── │ │ │ │ │Miles│Miles│Miles│Miles│Miles│ ├─┼────────┼──────┼────────────┼─────┼─────┼─────┼─────┼─────┼───── │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼────────────┼─────┼─────┼─────┼─────┼─────┼───── │ │ │ │ │ │ │ │ │ │

╤═══════╤═══════╤══════════════╤═══════╤════════╤═══════╕ │Average│Average│LANDS FOR YARD│Average│Average │REMARKS│ │Market │ Right │AND TERMINALS │Market │ Value │ │ │ Value │of Way │ │ Value │ for │ │ │ Per │ Value │ │ Value │Railway │ │ │ Acre │ Per │ │ Per │Purposes│ │ │ │ Acre │ │ Acre │Per Acre│ │ ┼───────┼───────┼────────┬─────┼───────┼────────┼───────┤ │ │ │LOCATION│Total│ │ │ │ │ │ │ │Acres│ │ │ │ ┼───────┼───────┼────────┼─────┼───────┼────────┼───────┤ │ │ │ │ │ │ │ │ ┼───────┼───────┼────────┼─────┼───────┼────────┼───────┤ │ │ │ │ │ │ │ │ ┼───────┼───────┼────────┼─────┼───────┼────────┼───────┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 18 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ STEAM & ELECTRIC POWER │ │ PLANTS-GAS PLANTS │ │ Include all Shafting, Belting, Motors, Etc., Operated from Central │ │ Plant │

╒═╤════════╤═════╤════════════════════════════════════════════ │ │LOCATION│Kind │ GENERAL DESCRIPTION │ │ │ of │ │ │ │Plant│ ├─┼────────┼─────┼──────────────────────────────────────────── │ │ │ │ POWER BUILDING │ │ │ │ ├─┼────────┼─────┼────────┬──────────┬───┬──────────┬───────── │ │ │ │Material│Dimensions│Age│ Cost of │Condition │ │ │ │ │ │ │Production│Per Cent ├─┼────────┼─────┼────────┼──────────┼───┼──────────┼───────── │ │ │ │ │ │ │ │ ├─┼────────┼─────┼────────┼──────────┼───┼──────────┼───────── │ │ │ │ │ │ │ │

═══════════════════════════════╤═╕ │ │ │ │ │ │ ┬─────────┬──────────┬─────────┼─┤ │ POWER │ Cost of │Condition│ │ │EQUIPMENT│Production│Per Cent │ │ ┼─────────┼──────────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │ ┼─────────┼──────────┼─────────┼─┤ │ │ │ │ │ ┼─────────┼──────────┼─────────┼─┤ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 19 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ GENERAL REPAIR SHOPS │

╒═╤════════╤════════════════════════════════════════════════════ │ │LOCATION│ MOTIVE POWER AND REPAIR SHOP ├─┼────────┼──────────┬───────────────────────┬─────┬─────────── │ │ │Dimensions│ MATERIAL USED FOR │ Age │ General │ │ │ │ │Years│Description │ │ │ │ │ │ and │ │ │ │ │ │ Purposes │ │ │ │ │ │ for Which │ │ │ │ │ │ Each │ │ │ │ │ │Building is │ │ │ │ │ │ Used ├─┼────────┼──────────┼───────────┬─────┬─────┼─────┼─────────── │ │ │ │Foundations│Walls│Frame│ │ ├─┼────────┼──────────┼───────────┼─────┼─────┼─────┼─────────── │ │ │ │ │ │ │ │ ├─┼────────┼──────────┼───────────┼─────┼─────┼─────┼─────────── │ │ │ │ │ │ │ │

═══════════════════════╤═╕ │ │ ┬────────────┬─────────┼─┤ │ Cost of │Condition│ │ │Reproduction│Per Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────────┼─────────┼─┤ │ │ │ │ ┼────────────┼─────────┼─┤ │ │ │ │ ┼────────────┼─────────┼─┤ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 20 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ SHOP MACHINERY AND TOOLS │ │ Separate by Buildings in Which They are Located │ │Shafting, Belting, Motors, Etc., to be Included on Form No. 18 Power │ │ Plants │

╒═══╤═══════════════════════════════════════════════════════╤═════════╕ │ │ MACHINES WITH ACCOMPANYING TOOLS │ REMARKS │ ├───┼──────────┬────────┬──────┬───────────────┬────────────┼─────────┤ │ │ Name of │Name of │ Age │ Cost of │ Condition │ │ │ │ Machine │ Maker │ │ Reproduction │ Per Cent │ │ ├───┼──────────┼────────┼──────┼───────────────┼────────────┼─────────┤ │ │ │ │ │ │ │ │ ├───┼──────────┼────────┼──────┼───────────────┼────────────┼─────────┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 7 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ PILE BRIDGES AND TIMBER │ │ TRESTLES │ │Include Timber Overhead Highway Bridges Erected at Expense of Railway│ │ Company │

╒═╤════════╤════════════════════════════╤═════════════════════ │ │LOCATION│ GENERAL DESCRIPTION │ PILES │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┬──────┬───────┬──────┼──────┬──────┬─────── │ │ │Bridge│Total │Average│Number│ Kind │Number│ Total │ │ │Number│Length│Height │ of │ of │ of │Lineal │ │ │ │ │ │Bents │Timber│Piles │ Feet │ │ │ │ │ │ │ │ Per │Pilling │ │ │ │ │ │ │ │ Bent │ ├─┼────────┼──────┼──────┼───────┼──────┼──────┼──────┼─────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────┼───────┼──────┼──────┼──────┼─────── │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────┼───────┼──────┼──────┼──────┼─────── │ │ │ │ │ │ │ │ │

╤════════════════════════╤═══════════════════════════ │ CAPS │ FRAMED BENTS │ │ │ │ │ │ ┼──────┬──────────┬──────┼──────┬──────────┬───────── │ Kind │Dimensions│Number│ Kind │Dimensions│B.M. Feet │ of │ │ of │ of │ │Including │Timber│ │ Caps │Timber│ │Sills and │ │ │ │ │ │ Caps │ │ │ │ │ │ ┼──────┼──────────┼──────┼──────┼──────────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼──────┼──────────┼──────┼──────┼──────────┼───────── │ │ │ │ │ │ ┼──────┼──────────┼──────┼──────┼──────────┼───────── │ │ │ │ │ │

╤═══════════════════════════════════════════════ │ SUPERSTRUCTURE FOR PILE OR FRAMED │ │ │ ┼──────────────────────┬──────────────────────── │ STRINGERS │ TIES │ │ │ │ │ │ │ │ ┼──────┬──────────┬────┼──────┬──────────┬────── │ Kind │Dimensions│No. │ Kind │Dimensions│Number │ of │ │Per │ of │ │ of │Timber│ │Span│Timber│ │ Ties ┼──────┼──────────┼────┼──────┼──────────┼────── │ │ │ │ │ │ ┼──────┼──────────┼────┼──────┼──────────┼────── │ │ │ │ │ │

═════════════════════════╤═════════╤═╕ BENTS │Structure│ │ │ Average │ │ │Condition│ │ │Per Cent │ │ ┬────────────────────────┼─────────┼─┤ │ GUARD RAILS │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼──────┬──────────┬──────┼─────────┼─┤ │ Kind │Dimensions│Lineal│ │ │ │ of │ │ Feet │ │ │ │Timber│ │ │ │ │ ┼──────┼──────────┼──────┼─────────┼─┤ │ │ │ │ │ │ ┼──────┼──────────┼──────┼─────────┼─┤ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 8 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ CULVERTS │ │ Include all Arch, Box, Cast Iron or Vitrified Pipe Culverts │

╒═╤════════╤═══════╤══════╤════════╤══════════╤═══════════╤════════ │ │LOCATION│Culvert│Design│Material│Dimensions│ MASONRY │Concrete │ │ │Number │ │ │ │ │ Cubic │ │ │ │ │ │ │ │ Yards ├─┼────────┼───────┼──────┼────────┼──────────┼─────┬─────┼──────── │ │ │ │ │ │ │Class│Cubic│ │ │ │ │ │ │ │ │Yards│ ├─┼────────┼───────┼──────┼────────┼──────────┼─────┼─────┼──────── │ │ │ │ │ │ │ │ │ ├─┼────────┼───────┼──────┼────────┼──────────┼─────┼─────┼──────── │ │ │ │ │ │ │ │ │

╤══════════════╤══════╤═══╤═════════╤═══════╕ │ PAVING │Timber│Age│Condition│REMARKS│ │ │ B.M. │ │Per Cent │ │ │ │ Feet │ │ │ │ ┼────────┬─────┼──────┼───┼─────────┼───────┤ │Material│Cubic│ │ │ │ │ │ │Yards│ │ │ │ │ ┼────────┼─────┼──────┼───┼─────────┼───────┤ │ │ │ │ │ │ │ ┼────────┼─────┼──────┼───┼─────────┼───────┤ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 9 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ TRACK AND BRIDGE TOOLS │

╒═╤════════╤═════════════════════════════════════════ │ │LOCATION│ TRACK TOOLS ASSIGNED TO SECTIONS │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼───────┬────────────────┬──────────────── │ │ │Number │ HAND CARS │ TOOLS │ │ │ of │ │ │ │ │Section│ │ ├─┼────────┼───────┼──────┬─────────┼──────┬───────── │ │ │ │Number│Condition│Number│Condition │ │ │ │ │Per Cent │ of │Per Cent │ │ │ │ │ │ Sets │ ├─┼────────┼───────┼──────┼─────────┼──────┼───────── │ │ │ │ │ │ │ ├─┼────────┼───────┼──────┼─────────┼──────┼───────── │ │ │ │ │ │ │

╤══════════════════════════════════════════╤══════════════════════════╕ │ BRIDGE TOOLS ASSIGNED REGULAR CREWS │NOTE:- │ │ │In Space Below, List Kind │ │ │and Number of Tools in use│ │ │by Average Section and │ │ │Bridge Crew, Covering │ │ │General Track and Bridge │ │ │Work │ ┼────────┬────────────────┬────────────────┼──────────────────────────┤ │LOCATION│ HAND CARS │ TOOLS │ │ │ │ │ │ │ │ │ │ │ │ ┼────────┼──────┬─────────┼──────┬─────────┼──────────────────────────┤ │ │Number│Condition│Number│Condition│ │ │ │ │Per Cent │ of │Per Cent │ │ │ │ │ │ Sets │ │ │ ┼────────┼──────┼─────────┼──────┼─────────┼──────────────────────────┤ │ │ │ │ │ │ │ ┼────────┼──────┼─────────┼──────┼─────────┼──────────────────────────┤ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 11 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ STOCK YARDS AND │ │ APPURTENANCES │

╒═╤════════╤═════════════════════════════════════════════════ │ │LOCATION│ YARDS ├─┼────────┼──────┬──────────┬──────┬──────────┬───┬───────── │ │ │Number│Dimensions│Number│Sheds and │Age│Condition │ │ │ of │ │ of │Dimensions│ │Per Cent │ │ │ Pens │ │Gates │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────────┼──────┼──────────┼───┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────────┼──────┼──────────┼───┼───────── │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────────┼──────┼──────────┼───┼───────── │ │ │ │ │ │ │ │

════════════╤═════════════════════════════════════════════ │ WATER SUPPLY AND POWER ┬───────────┼──────────────┬───────────┬─────┬──────────── │ PAVING │ WELLS │Other Means│Pumps│ WIND MILLS │ │ │ of Supply │ │ │ │ │ and │ │ │ │ │Description│ │ ┼────┬──────┼────────┬─────┼───────────┼─────┼─────┬────── │Kind│Square│Diameter│Depth│ │ │Size │Tower, │ │ Feet │ │ │ │ │Wheel│ Kind │ │ │ │ │ │ │ │ and │ │ │ │ │ │ │ │Height ┼────┼──────┼────────┼─────┼───────────┼─────┼─────┼────── │ │ │ │ │ │ │ │ ┼────┼──────┼────────┼─────┼───────────┼─────┼─────┼────── │ │ │ │ │ │ │ │

══════════════════╤══════════════════════════════╤═╕ │ STOCK SCALES │ │ ┬───────────┬─────┼────┬────────┬──────────┬─────┼─┤ │Other Power│Cond.│Kind│Capacity│Dimensions│Cond.│ │ │ Used, and │ Per │ │ Tons │ of │ Per │ │ │Description│Cent │ │ │ Platform │Cent │ │ │ │ │ │ │ │ │ │ ┼───────────┼─────┼────┼────────┼──────────┼─────┼─┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼───────────┼─────┼────┼────────┼──────────┼─────┼─┤ │ │ │ │ │ │ │ │ ┼───────────┼─────┼────┼────────┼──────────┼─────┼─┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 12 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ WATER STATIONS │

╒═╤════════╤════════╤═══════════════════════════════════ │ │LOCATION│ Source │ PUMP HOUSE │ │ │ Supply │ │ │ │If Well,│ │ │ │ Give │ │ │ │Diameter│ │ │ │ and │ │ │ │ Depth │ ├─┼────────┼────────┼────────┬──────────┬─────┬───────── │ │ │ │Material│Dimensions│ Age │Condition │ │ │ │ │ │Years│Per Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────────┼────────┼──────────┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────────┼────────┼──────────┼─────┼───────── │ │ │ │ │ │ │ ├─┼────────┼────────┼────────┼──────────┼─────┼───────── │ │ │ │ │ │ │

╤═══════════════════════════════════════════════════════════════════ │ POWER │ │ │ │ │ │ ┼───────────────────────────┬───────────────┬─────────────────────── │ BOILERS │ GAS ENGINES │ WIND MILLS │ │ │ │ │ │ │ │ │ ┼──────────┬──────────┬─────┼────┬────┬─────┼────┬──────┬─────┬───── │Horizontal│Dimensions│Cond.│Kind│H.P.│Cond.│Kind│Tower,│Diam.│Cond. │ Vertical │ │ Per │ │ │ Per │ │ Kind │Wheel│ Per │ │ │ Ct. │ │ │ Ct. │ │ and │ │ Ct. │ │ │ │ │ │ │ │Height│ │ ┼──────────┼──────────┼─────┼────┼────┼─────┼────┼──────┼─────┼───── │ │ │ │ │ │ │ │ │ │ ┼──────────┼──────────┼─────┼────┼────┼─────┼────┼──────┼─────┼───── │ │ │ │ │ │ │ │ │ │

╤═══════════════════════════════════════════════════════ │ PUMPS │ │ │ │ │ │ ┼────┬────────┬─────────┬────────────┬────────────────── │Kind│Diameter│Condition│SUCTION PIPE│ DISCHARGE PIPE │ │ of │Per Cent │ │ │ │Cylinder│ │ │ │ │ │ │ │ ┼────┼────────┼─────────┼─────┬──────┼─────┬──────┬───── │ │ │ │Diam.│Length│Diam.│Length│Cond. │ │ │ │ │ │ │ │ Per │ │ │ │ │ │ │ │ Ct. │ │ │ │ │ │ │ │ ┼────┼────────┼─────────┼─────┼──────┼─────┼──────┼───── │ │ │ │ │ │ │ │ ┼────┼────────┼─────────┼─────┼──────┼─────┼──────┼───── │ │ │ │ │ │ │ │

╤══════════════════════════════════ │ WATER TANKS │ │ │ │ │ │ ┼────────┬────────┬──────┬───────── │Diameter│Capacity│Tower,│Condition │ │ Gal. │ Kind │Per Cent │ │ │ and │ │ │ │Height│ ┼────────┼────────┼──────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────┼────────┼──────┼───────── │ │ │ │ ┼────────┼────────┼──────┼───────── │ │ │ │

╤════════════════════════════════════════╤═╕ │ WATER CRANES │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┬──────┬─────────┬──────────────────┼─┤ │Kind│Diam. │Condition│ SUPPLY PIPE │ │ │ │Column│Per Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┼──────┼─────────┼─────┬──────┬─────┼─┤ │ │ │ │Diam.│Length│Cond.│ │ │ │ │ │ │ │ Per │ │ │ │ │ │ │ │ Ct. │ │ │ │ │ │ │ │ │ │ ┼────┼──────┼─────────┼─────┼──────┼─────┼─┤ │ │ │ │ │ │ │ │ ┼────┼──────┼─────────┼─────┼──────┼─────┼─┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 13 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ COAL STATIONS │

╒═╤════════╤═════╤═══════════════════════════════════════════════ │ │LOCATION│Type │ GENERAL DESCRIPTION OF BUILDING │ │ │Chute│ │ │ │ or │ │ │ │Crane│ ├─┼────────┼─────┼──────────┬──────────┬───────┬────────┬──────── │ │ │ │ Kind of │Dimensions│Number │ Total │ Age of │ │ │ │Foundation│ of │ of │Capacity│Building │ │ │ │ │ Building │Pockets│ Tons │ ├─┼────────┼─────┼──────────┼──────────┼───────┼────────┼──────── │ │ │ │ │ │ │ │ ├─┼────────┼─────┼──────────┼──────────┼───────┼────────┼──────── │ │ │ │ │ │ │ │

══════════╤═══════════════════════╤═════════════════════╤═╕ │ APPROACH │ SPECIAL APPLIANCES │ │ │ │ FOR HOISTING AND │ │ │ │ CONVEYING │ │ │ │ │ │ ┬─────────┼──────┬──────┬─────────┼───────────┬─────────┼─┤ │Condition│Design│Length│Condition│ General │Condition│ │ │Per Cent │ │ │Per Cent │Description│Per Cent │ │ │ │ │ │ │ │ │ │ ┼─────────┼──────┼──────┼─────────┼───────────┼─────────┼─┤ │ │ │ │ │ │ │ │ ┼─────────┼──────┼──────┼─────────┼───────────┼─────────┼─┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 1A _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ RAILWAY TERMINAL PROPERTY │

╒═╤════════╤═══════╤═══════════╤═════╤════════════╤═════════════╤═════╕ │ │TERMINAL│SECTION│DESCRIPTION│TOTAL│ Average │Average Right│TOTAL│ │ │ MAP │ NO. │OF PROPERTY│ACRES│Market Value│of Way Value │VALUE│ │ │ │ │ OWNED │OWNED│ Per Acre │ Per Acre │ │ ├─┼────────┼───────┼───────────┼─────┼────────────┼─────────────┼─────┤ │ │ │ │ │ │ │ │ │ ├─┼────────┼───────┼───────────┼─────┼────────────┼─────────────┼─────┤ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 2 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ ROADWAY REPORT │ │ In Recording Information, Show Main Tracks Separate from Passing, │ │ Side, and Industry Tracks: │ │ Show Joint Tracks Separately, and Indicate Division of Ownership. │ │ The above does not apply to Grading or Protection except for Joint │ │ Tracks. │

╒═╤════════╤════════╤═════════════════════════════╤════════════════ │ │LOCATION│ Acres │ GRADING—CUBIC YARDS—PAY │ PROTECTION │ │ │Clearing│ QUANTITIES │ │ │ │ and │ │ │ │ │Grubbing│ │ ├─┼────────┼────────┼─────────────────┬───────────┼────┬─────────── │ │ │ │ EXCAVATION │EMBANKMENT │Rip │ RETAINING │ │ │ │ │ │Rap │ │ │ │ │ │ │Cu. │ │ │ │ │ │ │Yds.│ ├─┼────────┼────────┼─────┬─────┬─────┼─────┬─────┼────┼────┬────── │ │ │ │Earth│Loose│Solid│Earth│Loose│ │Dry │Mortar │ │ │ │ │Rock │Rock │ │Rock │ │Wall│ Wall │ │ │ │ │ │ │ │ │ │Cu. │ Cu. │ │ │ │ │ │ │ │ │ │Yds.│ Yds. ├─┼────────┼────────┼─────┼─────┼─────┼─────┼─────┼────┼────┼────── │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────────┼─────┼─────┼─────┼─────┼─────┼────┼────┼────── │ │ │ │ │ │ │ │ │ │ │

═════════╤═════════════════════════════════════════════ │ CROSS TIES │ │ │ ─────────┼──────────┬──────┬──────┬───────┬──────┬───── WALLS │Dimensions│ Oak │Cedar │Hemlock│Other │Cond. │ │ │ │ │Kinds │ Per │ │ │ │ │ │Cent │ │ │ │ │ │ ┬────────┼──────────┼──────┼──────┼───────┼──────┼───── │Concrete│ │Number│Number│Number │Number│ │Wall Cu.│ │ │ │ │ │ │ Yds. │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────┼──────────┼──────┼──────┼───────┼──────┼───── │ │ │ │ │ │ │ ┼────────┼──────────┼──────┼──────┼───────┼──────┼───── │ │ │ │ │ │ │

╤═════════════════════════════════╤═╕ │ SWITCH TIES (Including Head │ │ │ Blocks) │ │ │ │ │ │ │ │ ┼────┬──────────────────────┬─────┼─┤ │B.M.│ Number of Sets │Cond.│ │ │Feet│ │ Per │ │ │Per │ │Cent │ │ │Set │ │ │ │ ┼────┼───┬────┬───────┬─────┼─────┼─┤ │ │Oak│Pine│Hemlock│Other│ │ │ │ │ │ │ │Kinds│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┼───┼────┼───────┼─────┼─────┼─┤ │ │ │ │ │ │ │ │ ┼────┼───┼────┼───────┼─────┼─────┼─┤ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 3 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ ROADWAY REPORT │ │ In Recording Information, Show Main Tracks Separate from Passing, │ │ Side, and Industry Tracks. │ │ Show Joint Tracks Separately, and Indicate Division of Ownership │

╒═╤═══════════════════════════════════════════════ │ │ BALLAST ├─┼────────┬─────┬────────┬─────┬───────┬───────── │ │LOCATION│Miles│Kind of │Width│Average│Condition │ │ │ │Material│ at │ Depth │per Cent │ │ │ │ │Crown│ Per │ │ │ │ │ │ │ Under │ │ │ │ │ │ │ Tie │ ├─┼────────┼─────┼────────┼─────┼───────┼───────── │ │ │ │ │ │ │ ├─┼────────┼─────┼────────┼─────┼───────┼───────── │ │ │ │ │ │ │

╤═══════════════════════════════════════════════════════╤═════╕ │ RAILS (Insert Weight of Rail per Yard) │ │ ┼────────┬───────┬─────┬────────┬─────┬─────┬─────┬─────┼─────┤ │LOCATION│Time to│ New │Relaying│ Wt. │Cond.│ Wt. │Cond.│ │ │ │Replace│When │ Rails │Track│ Per │Track│ Per │ │ │ │ Years │Laid │ Miles │Miles│Cent │Miles│Cent │ │ │ │ │Miles│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────────┼───────┼─────┼────────┼─────┼─────┼─────┼─────┼─────┤ │ │ │ │ │ │ │ │ │ │ ┼────────┼───────┼─────┼────────┼─────┼─────┼─────┼─────┼─────┤ │ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 4 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │Length of Main Line ROADWAY REPORT │ │Roadway ______ Miles │ │Length of Passing Side, │ │and Industry Tracks │ │______ Miles │ │ In Recording Information, Show Main Tracks Separate from Passing, │ │ Side, and Industry Tracks; │ │ Show Joint Tracks Separately, and Indicate Division of Ownership. │

╒═╤════════╤══════╤══════════════════════════════════════════════════ │ │LOCATION│Weight│ │ │ │ Of │ │ │ │ Rail │ ├─┼────────┼──────┼────────────────────────┬──────┬────────────────── │ │ │ │ ANGLE BARS │Weight│ FISH PLATES │ │ │ │ │ Of │ │ │ │ │ │ Rail │ ├─┼────────┼──────┼─────┬──────┬─────┬─────┼──────┼─────┬──────┬───── │ │ │ │ No. │Weight│ No │Cond.│ │ No. │Weight│ No │ │ │ │ Of │ Per │Bolts│ Per │ │ Of │ Per │Bolts │ │ │ │Pairs│ Pair │ Per │Cent │ │Pairs│ Pair │ Per │ │ │ │ │ │Joint│ │ │ │ │Joint │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼─────┼──────┼─────┼─────┼──────┼─────┼──────┼───── │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼─────┼──────┼─────┼─────┼──────┼─────┼──────┼───── │ │ │ │ │ │ │ │ │ │ │

═════════════════════════════════════════════════════════════════
TRACK FASTENINGS

──────┬───────────────┬──────────────────────────┬─────────────── │ BOLTS │ NUT LOCKS │ SPIKES │ │ │ │ │ │ ┬─────┼────┬────┬─────┼────┬────┬───┬──────┬─────┼────┬────┬───── │Cond.│Size│No. │Cond.│Kind│Size│No.│Weight│Cond.│Size│No. │Cond. │ Per │ │Kegs│ Per │ │ │ │ Per │ Per │ │Kegs│ Per │Cent │ │200 │Cent │ │ │ │ 1000 │Cent │ │200 │Cent │ │ │Lbs.│ │ │ │ │ │ │ │Lbs.│ │ │ │Used│ │ │ │ │ │ │ │Used│ ┼─────┼────┼────┼─────┼────┼────┼───┼──────┼─────┼────┼────┼───── │ │ │ │ │ │ │ │ │ │ │ │ ┼─────┼────┼────┼─────┼────┼────┼───┼──────┼─────┼────┼────┼───── │ │ │ │ │ │ │ │ │ │ │ │

════════════════════════════════════════════╤═╕ │ │ │ │ │ │ ┬─────────────────────┬─────────────────────┼─┤ │ TIE PLATES │ RAIL BRACES │ │ │ │ │ │ │ │ │ │ ┼────┬───┬──────┬─────┼────┬───┬──────┬─────┼─┤ │Kind│No.│Weight│Cond.│Kind│No.│Weight│Cond.│ │ │ │ │ Each │ Per │ │ │ Each │ Per │ │ │ │ │ │Cent │ │ │ │Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┼───┼──────┼─────┼────┼───┼──────┼─────┼─┤ │ │ │ │ │ │ │ │ │ │ ┼────┼───┼──────┼─────┼────┼───┼──────┼─────┼─┤ │ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 5 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │Length of Main Line ROADWAY REPORT │ │Roadway ______ Miles │ │Length of Passing Side, │ │and Industry Tracks │ │______ Miles │ │ In Recording Information, Show Main Tracks Separate from Passing, │ │ Side, and Industry Tracks; │ │ Show Joint Tracks Separately, and Indicate Division of Ownership. │

╒═╤════════╤══════════════╤══════════════╤══════════════╤════════ │ │LOCATION│SPLIT SWITCHES│STUB SWITCHES │SWITCH STANDS │ SWITCH ├─┼────────┼──────────────┼──────────────┼────┬───┬─────┼────┬─── │ │ │ Complete │ Complete │Kind│No.│Cond.│Kind│No. │ │ │ Including │ Including │ │ │ Per │ │ │ │ │Connecting Rod│Connecting Rod│ │ │Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────┬───┬─────┼────┬───┬─────┼────┼───┼─────┼────┼─── │ │ │Wt. │No.│Cond.│Wt. │No.│Cond.│ │ │ │ │ │ │ │Rail│ │ Per │Rail│ │ Per │ │ │ │ │ │ │ │ │ │Cent │ │ │Cent │ │ │ │ │ ├─┼────────┼────┼───┼─────┼────┼───┼─────┼────┼───┼─────┼────┼─── │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼────┼───┼─────┼────┼───┼─────┼────┼───┼─────┼────┼─── │ │ │ │ │ │ │ │ │ │ │ │ │

══════╤════════════════════════════╤════════════════════════════ LAMPS │ RIGID FROGS │ SPRING RAIL FROGS ┬─────┼────┬───────┬─────┬─────────┼────┬───────┬─────┬───────── │Cond.│Wt. │Length │Total│Condition│Wt. │Length │Total│Condition │ Per │Rail│in Feet│ No. │Per Cent │Rail│in Feet│ No. │Per Cent │Cent │ │ │ of │ │ │ │ of │ │ │ │ │Each │ │ │ │Each │ │ │ │ │Kind │ │ │ │Kind │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────┼────┼─┬─┬─┬─┼─────┼─────────┼────┼─┬─┬─┬─┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────┼────┼─┼─┼─┼─┼─────┼─────────┼────┼─┼─┼─┼─┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────┼────┼─┼─┼─┼─┼─────┼─────────┼────┼─┼─┼─┼─┼─────┼───────── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │

╤═══════════════════════════╤══════════════════════════════════╤═╕ │ GUARD RAILS │ RAILROAD CROSSINGS │ │ ┼────┬──────┬─────┬─────────┼────┬───────┬────┬──────┬─────────┼─┤ │Wt. │Length│Total│Condition│Wt. │Name of│Per │ Per │Condition│ │ │Rail│ in │ No. │Per Cent │Rail│Railway│Cent│ Cent │Per Cent │ │ │ │ Feet │ of │ │ │Crossed│Cost│Maint.│ │ │ │ │ │Pairs│ │ │ │Paid│ Paid │ │ │ │ │ │ │ │ │ │ by │ by │ │ │ │ │ │ │ │ │ │This│ This │ │ │ │ │ │ │ │ │ │Co. │ Co. │ │ │ ┼────┼───┬──┼─────┼─────────┼────┼───────┼────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┼───┼──┼─────┼─────────┼────┼───────┼────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │ │ │ ┼────┼───┼──┼─────┼─────────┼────┼───────┼────┼──────┼─────────┼─┤ │ │ │ │ │ │ │ │ │ │ │ │

┌─────────────────────────────────────────────────────────────────────┐ │Name of Operating Form 5 _________________│ │Company __________ _Field Inspector_│ │Section Number ______ MINNESOTA RAILROAD & _________________│ │From ______ To ______ WAREHOUSE COMMISSION _Office Compiler_│ │ RAILROAD APPRAISAL OF 1906 │ │ BRIDGES │ │ Truss, Plate Girder, I Beam and Draw Span. │ │ Indicate Power Used For Operating Draw Spans. │

╒═╤════════╤══════╤═════════════════════════════════════════════════ │ │LOCATION│Bridge│ SUB-STRUCTURE │ │ │Number│ ├─┼────────┼──────┼─────────────┬───────────┬───────────┬─────────── │ │ │ │ PILES │ FRAMED │ MASONRY │ CONCRETE │ │ │ │ │ TIMBER │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────┬──────┼──────┬────┼─────┬─────┼─────┬───── │ │ │ │ Kind │Total │ Kind │B.M.│Cubic│Cubic│Cubic│Cubic │ │ │ │ of │Lineal│ of │Feet│Yards│Yards│Yards│Yards │ │ │ │Timber│ Feet │Timber│ │ │ │ │ ├─┼────────┼──────┼──────┼──────┼──────┼────┼─────┼─────┼─────┼───── │ │ │ │ │ │ │ │ │ │ │ ├─┼────────┼──────┼──────┼──────┼──────┼────┼─────┼─────┼─────┼───── │ │ │ │ │ │ │ │ │ │ │

══════════════════════╤═══════════════════════════════════════════════ │ │ ┬─────────┬───┬───────┼─────┬───────┬──────┬───────────────┬──────┬─── │ Average │Age│Average│ No. │ Total │Design│Specifications │Total │Age │Height of│ │ Cond. │ of │Length │ of │ For Live Load │Weight│ │Piers and│ │ Per │Spans│ of │Bridge│ │ of │ │Abutments│ │ Cent │ │Bridge │ │ │Steel │ │ │ │ │ │ │ │ │ in │ │ │ │ │ │ │ │ │Bridge│ ┼─────────┼───┼───────┼─────┼───────┼──────┼───────────────┼──────┼─── │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────────┼───┼───────┼─────┼───────┼──────┼───────────────┼──────┼─── │ │ │ │ │ │ │ │ │ ┼─────────┼───┼───────┼─────┼───────┼──────┼───────────────┼──────┼─── │ │ │ │ │ │ │ │ │

══════════════════════════════════════════════════════════════╤═╕ SUPERSTRUCTURE │ │ │ │ ┬─────┬──────────────────────┬────────────────────────┬───────┼─┤ │Cond.│ BRIDGE TIES │ GUARD RAILS │Average│ │ │ Per │ │ │ Cond. │ │ │Cent │ │ │ Per │ │ │ │ │ │ Cent │ │ │ │ │ │ │ │ │ │ │ │ │ │ ┼─────┼──────┬────┬──────────┼──────┬──────────┬──────┼───────┼─┤ │ │ Kind │No. │Dimensions│ Kind │Dimensions│Lineal│ │ │ │ │ of │ of │ │ of │ │ Feet │ │ │ │ │Timber│Ties│ │Timber│ │ │ │ │ ┼─────┼──────┼────┼──────────┼──────┼──────────┼──────┼───────┼─┤ │ │ │ │ │ │ │ │ │ │ ┼─────┼──────┼────┼──────────┼──────┼──────────┼──────┼───────┼─┤ │ │ │ │ │ │ │ │ │ │

From Mr. Gillette's report,[11] supplemented by information furnished by Henry L. Gray, Assoc. M. Am. Soc. C. E., Engineer of the Railroad Commission of Washington, the following general statement as to methods is gleaned:

The plan involved, not only a determination of cost of reproduction and present value, but also original cost.

The appraiser was unable to adopt the methods followed in Wisconsin and Minnesota, in so far as they accepted the inventory of the railroads, but made his own examinations of records. The railroads of the State denied that they had any information whatever that would be of value to the Commission.

The records of the Engineering Department were examined. The records of the Accounting Department were analyzed, various annual reports were examined and a corporate history of the road prepared.

Special forms for securing information were not prepared, and no rules, or definite order of procedure to be used for all roads alike, were adopted.

It is somewhat difficult to determine from the appraiser's report just what part of it covers actual work done, and what part is theory developed from the work, but presumably maps were prepared and profiles secured which represented the original conditions of construction.

The field inspection was made on hand-cars or on foot, each field inspector being furnished with the plans, profiles, etc.

The same conditions existed in Washington as elsewhere, that is, certain records were not kept up, and were found to be inaccurate and unreliable, and, as a result, the appraiser reported the condition to be such as "to cause much unnecessary work subsequently in checking."

A percentage of depreciation was not placed in the field, but was determined by "mortality tables," or by ascertaining the probable years of structure life, then determining from the age of the particular structure under consideration its percentage of depreciation, a method by no means new. It is not stated that any attempt was made to compare these tables with the rules of the Master Car Builders Association for valuing equipment, and no field inspection of equipment was made. The prevailing prices of materials formed the basis for estimating the cost of reproduction.

The value of motive power and rolling stock was apportioned among the States on the basis of engine- and car-mileage.

The land values were fixed by the Railroad Commission sitting as a court; real estate men from the large cities, real estate experts brought by the railway companies, and others testified; and, based on this testimony, the value was determined by the Commission in the same manner as in a condemnation case. Three right-of-way experts, all of whom had had experience in purchasing right of way for roads, were in the regular employ of the Commission, and details as to present values were referred to them.

The chief point of difference between this work and that of the other States apparently was the effort to ascertain first cost of the properties plus additions. This was done by an examination of the accounts of the railway companies.

The result of the Washington work, as far as rate-making is concerned, is indeterminate, as the United States Courts have held that the Commission may not fix freight rates. The Supreme Court of the State has held that they could. The Supreme Court has also held that the Tax Commission should accept the findings of the Railroad Commission for the purpose of taxation, with the result, as stated by Mr. Gray, that more than $1,250,000 more was received last year than during any prior year from railroad taxes.

The report of the Washington appraiser differs widely from that for other States in that it is diffuse and does not present the methods clearly and systematically; it is difficult, indeed, to trace what was actually done. The writer is loath to criticize, but this report is such as to suggest comment on a number of points.

_1._—Throughout the report very great stress is laid on the cost of making the appraisal. Such an undertaking as an appraisal of corporation property should be done thoroughly or left alone. It matters not whether the work of Professor Cooley or Professor Taylor cost $5 a mile or $50 a mile, if a dependable result was secured. It does not appear to be good taste either to criticize costs of work in other States, or compare the costs in Wisconsin and Michigan with the costs in Washington.

_2._—A number of criticisms, amounting almost to reflections, are made on the methods elsewhere. The appraiser says:

"Speaking for myself, I found the precedents established by Texas, Michigan, and Wisconsin of little value either in deciding the methods to be pursued in making the appraisals or in estimating the probable cost of appraisal....

"In estimating present or depreciated values of structures, rolling stock, etc., both Michigan and Wisconsin had sent experts into the field to estimate the percentage of present value to each unit. In this manner 40,000 freight cars were inspected in Michigan and their 'present value' estimated. To me this seemed to be not only a useless procedure but very erroneous....

"The appraisals heretofore made in other states have been based almost entirely upon field surveys and inspection, no attempt having been made to secure the necessary data from the engineering and accounting records of the railways. Why? The answer is found in the purpose of the appraisal."

Such sentences, and others which, by inference if not by name, reflect on work executed by men of high professional standing, are hardly in good taste, even if true, in a report to a railroad commission of another State. Whether or not he found little of value, the appraiser's general line of procedure was not radically different from that followed in Michigan and Wisconsin in getting all available data first from the companies, then in making a field inspection before fixing values. If misled by erroneous profiles, he went into an error needlessly, as it was fully known in Michigan that records were in the condition described before any field work was begun.

The inspection of freight cars in Michigan was not to "estimate present value" but to determine at first hand whether the Master Car Builders rules for valuation were safe to use, and to back up their use in Court.

The third paragraph quoted is a misstatement, due clearly to a misapprehension of what really was done.

_3._—The spirit of suspicion of railroad men's motives is an unfortunate one to carry into a railroad appraisal, much less into a report.

_4._—The writer fully realizes the magnitude of the task before the appraiser who is asked to determine first cost plus improvements or betterments.

Hardly a trunk line road exists to-day that has not grown up from a small beginning, changed its line, reduced its grades, added safety devices, changed the type of its bridges and buildings, increased the weight of its rails, put in service much heavier equipment, in fact, completely changed everything, except, perhaps, the original right of way.

The task of securing from old accounting department records an accurate statement of cost is—and the writer says it with the confidence born of experience—an impossibility. It is a job of such magnitude as to be practically prohibitive. The different systems of accounting, the different policies of the management, as to charging betterments to capital or operating expense, to say nothing of the countless errors that creep into the distribution of accounts, place such an undertaking among the labors of a modern Hercules, and, to one who has been engaged even in the task of trying to ascertain what one year's accounting on a large road may do in concealing betterments under the guise of operating expense, it would appear that a result that could be sworn to as correct was impossible of attainment along the lines suggested in this report.

The general question of the propriety of the use of mortality tables is discussed elsewhere in this paper.

This document, as an addition to the literature of the subject of valuation of properties, is disappointing, for if there were original and valuable methods they are not explicitly described.

The cost of making the appraisal was about $13 per mile of line.

-----

Footnote 11:

_Engineering-Contracting._

THE VALUATION OF TRACTION PROPERTIES IN CHICAGO.

During 1906 a complete valuation of the property and franchises of the surface roads of Chicago was made under the direction of a Commission consisting of Bion J. Arnold, M. Am. Soc. C. E., and Messrs. Mortimer E. Cooley, and A. B. du Pont. The report of this valuation was published in the form of a pamphlet which is now practically out of print, as all extra copies were long ago exhausted.

The instructions of this Commission from the Chicago City Council were:

"To consider the detailed inventories and estimates of value to be submitted by the Street Railway Companies, to investigate the same and to ascertain whether the values thus listed were reasonable, fair and just."

Detailed inventories and estimates of value were submitted by the roads, and, from time to time during the progress of the work, additions or corrections to these schedules were made.

Reports showing income, operating expense, and traffic statistics were made, and such detailed statements as were called for from time to time were furnished.

The Commission organized its force for valuation work by using the office and field organization of the Arnold Company under the direct charge of George Weston, M. Am. Soc. C. E., for the major part of the work, and retained Messrs. Theodore H. Hinchman, Jr., C. V. Conover, and the writer to give special study to certain features of the appraisal. In the determination of franchise values, Professor Henry C. Adams was retained in consultation by the Commission.

In arriving at the value of the physical properties, a complete field examination was made, depreciation determined, cost of reproduction estimated, and in general, the work was carried on along lines quite similar to those of the railway appraisals heretofore described in detail.

Several very interesting and unique problems were presented, some of which were as follows:

"Upon what basis shall the cable properties of the companies be estimated—(_a_) as operating cable systems, or (_b_) as obsolete systems having no value except so far as the physical property can be utilized in the conversion of the cable lines into electric?"

In the final conclusions of the Commission, part of the cable lines were treated in one way, and part in the other.

"What allowance, if any, shall be made for the pavements laid by the companies on their right of way?"

The discussion of this topic, together with the opinions of counsel as to the legal status, is of interest. The Commission did not consider the value of paving as constituting any part of the physical property, the value of which must be supported out of earnings. The present value of the pavement was estimated and reported without specific recommendation as to whether an allowance should be made.

The valuation of real estate was left in the hands of real estate experts familiar with values in Chicago, each piece of property being personally examined and valued, and the representatives of the roads given such hearings as they desired.

In computing the value of physical properties, an allowance of 10% was made to cover the following items:

"_1.—Legal Expenses_—including those incurred in securing right of way and frontage consents.

"_2.—Interest or carrying charge_ for the money expended during the construction period and up to the time the property goes into operation.

"_3.—Brokerage_—or the expense of securing the necessary moneys.

"_4.—Contingencies_—to cover incomplete inventories, unforeseen difficulties of construction, and any and all other items of expense which cannot be foreseen."

The only novel feature in this list is Item 3, which was not included specifically in any of the railroad valuations made by States and heretofore described.

The franchise and intangible property valuation, amounting to some $9,000,000, or about one-fifth of the total, was a very important phase of the work, and the Commission gave up a large part of the report to its discussion.

The difficulties in this part of the work are described as threefold:

"_First._—The difficulty of determining what are the exact legal rights of the companies in any given street or part of street, in absence of a direct and final judicial decision as to these rights;

"_Second._—The difficulty in estimating the value of a line of street railways, consisting of several parts, where each of these parts is operated under a different tenure due to the character of the ordinances or franchises, respectively; and

"_Third._—The difficulties arising from the absence of exact information as to the receipts and expenditures on the several parts of a single line covered by franchises of different length and character."

The Commission, having arrived at such an adjustment of the difficulties as appeared just, determined the value of franchises in the following manner:

It was assumed that the gross earnings on the different parts or routes of each system were in proportion to the car-mileage.

The system was divided into routes, and the car-mileage was determined for each route; then this information was compiled so as to show the car-mileage, and consequently the gross earnings, apportionable to each franchise.

The next step was to determine, in the same manner, the proportion of operating expenses assignable to each franchise, the operating expense being assumed to be uniform with gross earnings. A study of the conditions in Chicago resulted in a determination upon 70% as a fair proportion for operating expenses, taxes, and maintenance.

Next, the amount of capital investment to be supported out of earnings was computed by estimating the cost of reproduction of track and overhead lines under each franchise and apportioning the cost of land, power-houses, barns, cars, tools, and stores in proportion to car-mileage.

In determining earnings for the unexpired years of franchise life, it was assumed that the earnings would increase in accordance with the law laid down by Mr. Arnold in 1902.

The last step was to find the value of the net earnings of future years, after deducting the sum required to support the invested capital. The rate chosen was 5% compound interest. The sum of the different present values thus found was the value of the franchise sought.

Two other points arising in connection with franchise values were:

"Where, on a street, franchises covering part of the street have expired, and others remain in force, the contention of the city is that the expired franchise is valueless because traffic under it can be stopped; that of the company is that it still has value, as traffic can be routed over other streets where franchises have not expired."

This was set aside on the ground that the value of any particular portion of a street, or of a franchise, remains the same as long as the system is considered as an entirety.

The second point was as to the value of traffic agreements; but this complicated problem was also dismissed on the theory that when two systems are considered as co-operating, the value of individual parts of either system remains the same regardless of their ownership.

The values of their properties, fixed by the companies, included paving. The total figures reached in this valuation were:

Companies' valuation, including paving, $73,555,675
Commission's " " " 50,994,782
Commission's " excluding " 46,652,747

This work affords many interesting problems, and is perhaps the largest valuation for determining a price for the purchase of property that had been made to date.

THE COMMERCIAL VALUATION OF RAILWAY OPERATING PROPERTY OF THE
DEPARTMENT OF COMMERCE AND LABOR.

In 1902 the permanent Census Office was established, and the Director was authorized to collect statistics relative to public indebtedness, valuation, taxation, and expenditures. The Bureau of the Census co-operated with the Department of Commerce and Labor in the preparation of the appraisal of the commercial valuation of railway properties of the country.

The report of this work, issued as Bulletin 21 of the Bureau of the Census, is the most interesting and valuable exposition of the subject of railway valuations yet published, as it includes not only the report of this particular work, together with the results, tabulated by States, but appendices describing and discussing the work in States and foreign countries, and the work of valuation by railway men.

The results are of prime interest, as they show the valuation of all railway property in all the States, based on uniform methods of appraisal and distribution, which enables a comparison to be made with work done by the States.

The method adopted in this work was so radically different from that of the various State appraisals as to make a detailed description a matter of interest, and it is to be regretted that it cannot be included. The method is really a capitalization of net earnings.

Owing to the nature of the inquiry, namely, to determine what part of the wealth of the nation is devoted to railway transportation, it was obligatory on the appraisers to adopt a method which would disclose as nearly as possible the true market value.

Certain restrictions and limitations on the term, "value," and on the use of the resultant figures of the appraisal, are suggested by Professor Adams, as follows:

"The valuation submitted in this report may be properly defined as the commercial value of property used by railways in connection with the business of transportation. By 'commercial value' is meant the estimate placed upon the worth of property regarded as a business proposition. This must, of course, be the market estimate and not the arbitrary estimate of a public official. The two fundamental considerations by which the market is influenced in placing a value upon property when bought or sold, are the expectation of income arising from the use of the property, and the strategic significance of the property. These two considerations are made the basis of the valuation of railway property submitted in this report. The material made use of in this valuation is, first, the operating and financial accounts of the railways; second, inter-railway contracts and agreements; and, third, the published records of the stock market.

"This is no place to enter upon a discussion of the nature and classification of different kinds of value, but a word of caution may be allowed in order to guard against an unwarranted use of the figures here submitted. The commercial valuation of railway property, in so far as it depends on income arising from the sale of transportation, is the result, among other things, of an established schedule of freight and passenger rates, from which it follows that such a valuation cannot be used for determining the reasonableness or unreasonableness of the rates in question. The solution of the rate problem demands a separate valuation of the physical property.

"Again, in so far as the Government is precluded by its political character from following commercial rules in the sale of any service which it renders, a commercial valuation which assumes that property is administered under the rules of private rather than public financiering, might differ from the valuation of the same property regarded as a public property. The purpose of this remark is to preclude a discussion of the problem of the Government purchase of railways on the basis of the values submitted in this report. It would of course be necessary to modify these values by considerations of public utility, in order to determine a public purchase price.

"Whether or not the commercial valuation here submitted can be used as the basis of assessing railway properties for the purpose of taxation depends entirely upon the taxing laws of the state for which the question is asked. If these laws confine the appraisal of railway property to its physical elements, the values here submitted would, in the case of prosperous roads, exceed an appraisal for the purpose of taxation. If, on the other hand, it is the purpose of the taxing law to appraise railway property at its true cash value, unusual or abnormal conditions being excluded, it may be that the commercial valuation of operating property submitted in this report fairly measures its appraisal for the purpose of taxation."

The methods are explained in the most minute detail by a series of papers in the Bulletin.

The work of Professor Adams and his associates is of great practical value in that it shows the discrepancy in the taxation laws of the different States as relating to railroad properties, and in that it gives a set of values determined by a uniform method, which, within reasonable limits, furnishes a check on the work of the State appraisals.