Answer. The Central Vermont line proper is made up as follows: The Boston, Lowell and Nashua Railroad, from Boston to Nashua, N. H.; the Concord Railroad, from Nashua to Concord; the Northern New Hampshire, from Concord to White River Junction; and the Central Vermont thence to Saint Albans, Vt. It has also another connection with Boston via Fitchburgh Railroad, from Boston to South Ashburnham, Mass.; thence by Cheshire Railroad to Bellows Falls, Vt.; thence by Sullivan Railroad (leased by Central Vermont) to White River Junction, and thence to Saint Albans direct. Another route is from Bellows Falls via Rutland and Burlington Railroad to Essex Junction, Vt.; thence to Saint Albans over Central Vermont. These routes will be found marked in brown on map accompanying.

Question 11. Does the increase of the foreign commerce of Boston depend primarily upon an increase of her export trade or upon an increase of her import trade? In other words, which waits upon the other?

Answer. The increase of the foreign commerce of Boston depends mainly upon the increase of the export trade. A considerable amount of foreign freight for Boston comes to New York, at which port vessels are surer of obtaining a return-cargo. There are times when the opposite is true, there being more freights offering from Boston than can be carried, but as a rule it may be said that the increase of the foreign commerce of Boston depends upon an increase of its export trade.

Question 12. What efforts are now being made for the construction of an independent line of railway connecting the Hoosac Tunnel line with some point on the Niagara River, such line running north of the New York Central Railroad, and touching at points on Lake Ontario?

Answer. The details of this plan will be found in documents accompanying, being publications of the Bay State Transportation League, an organization whose design is to secure such legislation as shall authorize the construction of this line. The scheme has been tried in several successive legislatures, thus far without success. The plan has the indorsement of many of our leading business men, and is as strenuously opposed by others.

The State of Massachusetts cannot secure the construction of a railroad through the State of New York under the provision of the general railroad law of that State. Under that law twenty-five persons, any or all of whom may be citizens of Massachusetts, can form a corporation and build a railroad.

Question 13. Please to describe and mark on a railroad-map the line from Boston via Poughkeepsie Bridge and the connection west of such bridge which that line is expected to form with the Erie and Pennsylvania Railroads and thence to the West, mentioning the particular advantages which it is supposed such line will afford for the transportation of coal from the Pennsylvania mines to the manufacturing establishments of Massachusetts and other New England States, and also the prospective value of the line as a western connection.

Answer. The material from which the answer to this inquiry may be derived will be found in accompanying documents marked “A 15 1." The route will be found marked upon map accompanying, (in envelope marked "A 15 2") in light yellow. The finished route from Boston to Poughkeepsie is by either the New York and New England Railroad to Willimantic, thence over Hartford, Providence and Fishkill Railroad to Hartford, from Hartford to Millerton, N. Y., viá Connecticut Western, and from Millerton to Poughkeepsie, over Poughkeepsie, Hartford and Boston Railroad. An unfinished route leads from Hartford to Waterbury, Conn., via Hartford, Providence and Fishkill Railroad, whence an unfinished road 76 miles in length leads to Poughkeepsie. Still another route is from Boston to Hartford via Springfield or Westfield, and thence westward as before. Beyond the Hudson River the routes and connections are described in a slip attached to the fourth page of accompanying document herein before mentioned, A 15 1.

Question 14. Does either the Boston and Albany Railroad or the Central Vermont Railroad to any extent purchase grain for the purpose of procuring freights over its line, and to what extent do the steamer-lines out of Boston purchase grain for the purpose of making up their cargoes to Europe?

Answer. These railroads, I am informed by their officials, do not buy grain. The Boston and Albany did at one time, in order to assist in the establishment of this traffic and retain the steamer-lines here, but there is now no need of doing this.

Question 15. Have freights been shipped from Boston to the West to any extent during the last year by coastwise steamer-lines connecting with the Erie Railway at New York, with the Pennsylvania Railroad at New York and Philadelphia, and with the Baltimore and Ohio Railroad at Baltimore?

Answer. Quite a large business has been done during the past two years, in shipping freight by coastwise steamers from Boston to the West, via New York, Philadelphia, and Baltimore. In order to obtain this business the Erie Railroad, the Pennsylvania Railroad, and the Baltimore and Ohio Railroad have taken freights at rates lower than those made by the direct lines west from Boston. A few months ago an arrangement

was made, the details of which cannot be ascertained, by which uniform rates were established, since which time there has been less business obtained by the water aud rail lines.

Question 16. Are such lines considered as competitive lines in the arrangements between the several trunk-lines as to west-bound freight-rates between the Atlantic seaports and the West?

Answer. These lines are considered competitive to a certain extent, but not for any large portion of the traffic between Boston and the West.

Question 17. What combinations exist at the present time between any one or more of the railroad-lines with ocean steamer-lines out of Boston to Europe?

Answer. There is no "combination" between railroads and steamer-lines from Boston to Europe. In some instances through rates of freight are made on merchandise from points in the West to Liverpool, the amount received being divided between the steamers and the railroads on a basis arranged beforehand.

In other cases the steamship companies make contracts with certain freight-lines, and take through freights between Europe and the West at fixed prices, paying the railroad companies as any individual would.

Question 18. In the shipment of goods from the West to Boston, or from Boston to the West, do any of the roads enter into contracts with individuals at rates below those charged the public generally, and, in the opinion of merchants, are such discriminations favorable to, or prejudicial to the commercial interests of Boston ?

Answer. There is a prevailing impression among Boston merchants that some companies make contracts at less than schedule rates with large shippers of freight, but this is not admitted by the railroad companies, and as the contracts are private, and it is for the interest of both parties to maintain secrecy, no details can be stated. If such contracts are made, the discriminations are in no way prejudicial to the commercial interests of Boston.

Question 19. Please to state generally the provisions of law now in force relative to the regulation of freights and fares in the State of Massachusetts.

Answer. The provision of law now in force in relation to the regulation of fares and freight-rates in Massachusetts may be found in the general railroad law referred to in answer to inquiry No. 17, to wit, chapter 372 of the act of 1874, more especially in sections 133, 135, 136, 137, 138, 142, inclusive.

Question 20. Please to present a statement showing the total number of passengers and total tons of freight carried by the Boston and Albany Railroad each year, from 1855 to 1875, inclusive.

Answer. Table showing number of passengers and tons of freight carried by the Boston and Albany Railroad, from 1865 to 1875, inclusive:

*The time of making annual returns was changed this year from November 30 to September 30; so that returns for 1870 cover but ten months. The returns after 1870 end each year with September 30.

The time of making annual returns was changed this year from November 30 to September 30; so that returns for 1870 cover but ten months. The returns after 1870 end each year with September 30.

NOTE. In the first three years covered by above table, what is now the Boston and Albany Railroad was composed of two separate roads, the Boston and Worcester and the Western. I have added the traffic of the two roads.

Question 21. Inclosed herewith you will find a blank marked “A,” for the purpose of stating the rates in force on west-bound freights, from 1865 to 1875, inclusive. Auswer. Freight tariff in force from Boston to Chicago on the 30th of June and 31st of December of each year from 1865 to 1875:

The above figures show the regular tariff rates at the dates mentioned-rates which were charged when no others were agreed upon. During a considerable portion of this time, however, there was much "cutting" of rates, and much lower figures were made on special contracts. These it is impossible to obtain, each transaction having been made on its own merits and without publicity.

June 30.

December 31.

APPENDIX No. 12.

ANSWERS TO INQUIRIES IN RELATION TO THE COMMERCE OF BUFFALO, · AND THE COMMERCIAL MOVEMENTS TO AND FROM THAT CITY, BY MR. WILLIAM THURSTON, SECRETARY OF THE BOARD OF TRADE OF BUFFALO. 1876.

Question 1. Please present a statement exhibiting the reduction in the actual cost of transportation on the lakes during the last ten years by the construction of vessels of greater carrying capacity than those formerly used, and by the introduction of steamers towing barges.

Answer. Fifteen to twenty years ago sail-vessels of 10,000 to 20,000 bushels graincapacity, were a fair average of the craft then in use. The rates paid for freight were profitable. The class of vessels recently built carry from 40,000 to 60,000 bushels of wheat and corn and 80,000 to 100,000 bushels of oats. Transportation charges are lessened by the increased capacity as expenses are lower in proportion. Number of crew per vessel of 25,000 to 35,000 bushels capacity, say, 10 men; one of 60,000 bushels, from 12 to 14, according to rig.

Largest-size propeller would not require more than one fireman and two deck-hands over the ordinary-sized propeller, thus enabling larger vessels to make greater profits. Illustration: A vessel of 600 tons would carry, say, 20,000 bushels of wheat at 10 cents freight from Chicago to Buffalo.. Up freight on 600 tons of coal, at $1...

Expenses both ways

Leaving a balance of

A vessel of 1,800 tons would carry, say, 60,000 bushels of wheat, at 6 cents freight from Chicago to Buffalo

Up freight on 1,500 tons of coal, at $1

Expenses both ways, say..

Leaving a balance of..

If freight reckoned at 10 cents, the balance would be.....

$2,000

600

2.600

1,500

1,100

$3,600

1,500

5,100

2,500

2,600

5,000

A vessel averages eight trips per annum to and from Buffalo and Chicago. Cost of construction of sail-vessel, including all necessary outfit, &c., $1 per bushel of sixty pounds, or $33.33 per 2,000 pounds.

Extra outlay of capital in constructing the large vessel is made up by the larger returns of freight-money or increased earnings; and where a small vessel at a low rate of freight could not begin to pay even expenses of crew, leaving out insurance, &c., a large vessel at low rates (say 2 cents per bushel) can make enough to pay all expenses and leave a small margin for interest on the money spent in constructing the vessel. Rates of freight vary, of course, according to supply and demand. It is estimated that one-third of the lake-fleet was laid up in ordinary the whole of 1875; this onethird comprised the small vessels using sails for their motive power. It was impossible to run this class of vessels except at a loss at the ruinous rates of freight which prevailed.

Sharp competition between the lakes, canal, and river route to Montreal rs, the railroad routes to Boston, New York, Baltimore, Philadelphia, as well as to Montreal in 1875 reduced the lake and canal freights to so low a rate that the building of canalboats practically ceased, and the few lake-vessels launched were of large tonnage. either as propellers or barges.

The following statement shows the average and largest size, in tons, of vessels navigating the inland lakes, viz, Erie, Huron, Michigan, Superior, and Ontario, during the years specified:

Question 2. Please to present a statement exhibiting the reduction in the actual cost of transportation on the Erie Canal in consequence of deepening the canal and the completion of a line of double locks throughout.

Answer. There are no figures to base an answer upon. Conversation and illustrations from practical men resulted in eliciting the fact that the reduction of time'on the round trip was fully three days; two days on down and one day on up trip. The gain financially was $40 per boat, say $30 on down and $10 on up freight. The year 1875 was the first year that forwarders had the full advantage of double locks all through from Buffalo to Troy. About fifteen years have elapsed since the prism of the canal was increased from 40 feet wide and 4 feet deep to present dimensions of 70 feet wide and 7 feet deep. During the time the contract system of repairs, &c., was in existence navigation was almost entirely destroyed; sometimes it took a month to get a boat through the canal, in consequence of low water and bad condition generally. Three years have elapsed since abolishment of contract-system, and it is only this season, 1875, and the latter part of 1874, that the present good condition was obtained. A forwarder stated, in answer to my question, "The time saved going and coming is equivalent to about three cents per bushel per trip, taking into consideration the better condition of the canal by the abolition of the contract-system of repairs, having the full 7 feet of water nearly all the way and the facilities given for increased quickness of lockage through the completion of the double locks." The conclusion arrived at by the State engineer of the canals in 1863 was that the first enlargement of the locks reduced the cost of transportation 50 per cent., and he estimated that a re-enlargement so that boats of 600 tons capacity, (22 feet beam,) with locks 26 feet wide, with 8 feet of water, "could navigate the canal at a further reduction, say one-half the present cost."

Tons of coal received and shipped at Buffalo, by lake, in the years named.