and Southeast east of the Mississippi River. The main line from Bismarck runs to the State line in Butler County, and, crossing into Arkansas, follows a line running diagonally across the State from the northeast to the south western corner, crossing into Texas, and connecting at Texarkana with the whole system of Texas roads, reaching to Sherman on the extreme northern boundary, to Galveston on the south, and to Shreveport on the east. The road crosses the Arkansas River at Little Rock and the Red River at Fulton, Ark. The territory tributary to this road on the west of the Mississippi is Southeast Missouri, the Northern, Central, and Southern portion of Arkansas, as represented by a line drawn from the northeast to the southwest corner, and all of Texas that is accessible by rail. The opening of this line has created a revolution in the commerce of Texas and Arkansas. Formerly the trade naturally gravitated to New Orleans and Galveston by the southern rivers and the railroads reaching from Galveston to the interior, carrying the cotton and other products to those cities for a market, and bringing back in exchange the merchandise needed. Now, by direct and quick rail communication with Saint Louis and the north, the bulk of the trade of that country is turned northward, and Saint Louis reaps her full share of it.

The Missouri, Kansas and Texas Railroad has its northern terminus proper at Hannibal, Mo., and runs southwardly, crossing the Saint Louis, Kansas City and Northern Railroad at Moberly, and the Missouri Pacific at Sedalia. From Sedalia, 189 miles west of Saint Louis, this road uses the track of the Missouri Pacific to Saint Louis, which may be considered another northern terminus. From Sedalia the road runs to Fort Scott and Parsons, in the extreme southeastern portion of Kansas. From Parsons there is a branch running northwestwardly to Junction City, on the Kansas Pacific Railroad. From Parsons the road runs southwardly through the Indian Territory to Dennison, Tex., connecting there with the Houston and Texas Central to Galveston, and with the east and west roads through the State. The territory tributary to the Missouri, Kansas and Texas Road is Central and Western Missouri, Southeastern Kansas, the Indian Territory, and such portions of Texas as are reached by its connections.

Question 17. In your opinion, what kind of freights will probably continue to be transported almost exclusively on the river?

Answer. I understand this question to mean, where there is both rail and water communication, what freights must continue to be transported almost exclusively by water. Railroads cannot compete with the Mississippi River in carrying bulky or heavy freights, such as flour, grain, provisions, hay, ore, tobacco, and iron. I am of opinion, therefore, that the class of articles named, and especially flour and grain, which cannot bear high freight, and which is now transported so cheaply by barges, must continue in the future, to a greater extent than in the past, to seek the water

route.

Question 18. For every 1,000 tons of freight shipped south from Saint Louis by the barge line, how many tons of freight are shipped north by the same line?

Answer. In 1875 there were shipped south, by the barge-line, 93,470 tons; in 1875 there were shipped north to Saint Louis, by the barge-line, 18,485 tons. In round numbers, for every 1,000 tons shipped south 200 tons is received in return.

Question 19. Similar data to the forgoing in regard to the steamboats.

Answer. In 1875 shipments south, by steamboats, were 106,190 tons; receipts from the south, by steamboats, were 36,310. In round numbers, for every 1,000 tons shipped south 300 tons is received in return.

Question 20. For every 100 car-loads shipped from Saint Louis to points east, how may car-loads are received at Saint Louis from the East; for every 100 car loads from Saint Louis to points north, about how many car-loads are received at Saint Louis from the North; for every 100 car-loads from Saint Louis to points west, about how many car-loads are received at Saint Louis from the West; and for every 100 car-loads from Saint Louis, on the Iron Mountain, and the Missouri, Kansas and Texas Railroad, about how many car-loads are received at Saint Louis over these roads?

Answer. A careful calculation, based on the tonnage, gives the following result: For every 100 car-loads of freight shipped east from Saint Louis 234 car-loads are received from the East; for every 100 car-loads of freight shipped north from Saint Louis, 250 car-loads are received from the North; for every 100 car-loads of freight shipped west from Saint Louis, 175 car-loads are received from the West; for every 100 car-loads of freight shipped from Saint Louis via the Iron Mountain and Missouri, Kansas and Texas Railroads, 200 car-loads are received in return.

It will be understood that in making the above calculations all local tonnage is included. Thus, while there are 234 cars received from the East against 100 cars shipped east, it is a fact that the tonnage shipped to extreme eastern points, say New York, Boston, Philadelphia, Baltimore, &c., exceeds the tonnage received from such points. Question 21. Please to describe the competing rail-lines from Saint Louis to Boston, to New York, to Philadelphia, and to Baltimore.

Answer. Competing lines to Boston: Chicago, Alton, and Saint Louis Railroad to Chicago, thence by Michigan Central and Great Western of Canada, New York Cen

tral, and Boston and Albany Railroads. Also from Chicago via Grand Trunk of Canada, via Portland to Boston. Indianapolis and Saint Louis Railroad to Terre Haute and Indianapolis, thence to Buffalo, and via New York Central and Boston and Albany. Toledo, Wabash, and Western Railroad to Toledo, thence via Lake Shore to Buffalo, and via New York Central and Boston and Albany. Vandalia line to New York, thence by sound steamers to Boston. Baltimore and Ohio to Baltimore, thence by water to Boston.

To New York: Chicago, Alton, and Saint Louis Railroad to Chicago, thence via Pittsburgh and Fort Wayne and Pennsylvania Central. Indianapolis and Saint Louis to Indianapolis, thence to Pittsburgh, and via Pennsylvania Central to New York. Vandalia line in connection with the Pan-Handle and Pennsylvania Central. Toledo, Wabash and Western Railroad in connection with New York Central and Hudson River Railroad. Ohio and Mississippi Railroad to Cincinnati, and thence by Great Western and Erie Railroad. Also via Baltimore by rail. Also by water to New York.

To Philadelphia: Chicago, Alton, and Saint Louis Indianapolis and Saint Louis, Vandalia line, all reaching Philadelphia by the Pennsylvania Central.

To Baltimore: Ohio and Mississippi to Cincinnati, connecting with the Baltimore and Ohio Railroad. Also by Vandalia, and Indianapolis and Saint Louis Railroad, reaching Baltimore over the Pennsylvania Central to Harrisburgh, Pa., thence by Northern Central to Baltimore.

Question 23. About what proportion of the tonnage shipped from Saint Louis to the Atlantic seaboard is shipped in fast-freight-line cars, and which of the roads do not employ fast-freight-line cars?

Answer. All the trunk roads to the Atlantic seaboard, without exception, have fastfreight lines running over their roads. From information received from the freightagents, I find that nearly all, say to 1%, of all tonnage to the Atlantic seaboard is shipped in fast-freight-line cars.

Question 23. Please to state the year when direct railroad communication was formed between Saint Louis and New York and between Saint Louis and New Orleans, also the number of through lines at this time to the Atlantic seaboard and to ports on the gulf.

Answer. Direct rail communication was formed between Saint Louis and New York in 1857 by the opening of the Ohio and Mississippi Railroad to Cincinnati, connecting with the Little Miami Railroad, via Columbus to Wheeling, Va., and via Crestline to Pittsburgh, connecting at Pittsburgh with the Pennsylvania Central.

There are now five through-lines to the Atlantic seaboard.

Direct rail communication was formed with New Orleans in August, 1869, by the opening of the Saint Louis and Iron Mountain Railroad to Belmont, and crossing, by a ferry-car transfer, to Columbus, and from there by the Mobile and Ohio Railroad aud connections to New Orleans.

There are three lines to the Gulf of Mexico. The Iron Mountain Road, by its connections with the Mobile and Ohio to Mobile and New Orleans, and by its Arkansas extension to Texarkana, and thence by Texas roads to Galveston, also by the Missouri, Kansas and Texas and connections to Galveston.

Question 24. Please to present one or two examples of prorating arrangements between rail and water transport, showing how many miles of river are assumed to be equivalent to one mile of rail.

Answer. The Memphis and Saint Louis Packet Company, in connection with the Vicksburgh and Meridian Railroad, from Vicksburgh, prorate as follows: river from Saint Louis to Vicksburgh, 850 miles, prorate on 173 miles; rail from Vicksburgh to Montgomery, Ala., 298 miles; total distance in miles by rail, 471 miles.

Proportion of freight on flour received by boat, 25 cents per barrel; by railroad, 43 cents per barrel; total freight on flour from Saint Louis to Montgomery, 68 cents per barrel, of which the boat receives 25 cents for 850 miles by river, and the railroad 43 cents for 298 miles by rail.

By Memphis Packet Company to Memphis, thence by rail to Little Rock, Ark.

To Memphis, 450 miles by water, 25 cents per barrel; transfer at Memphis 5 cents per barrel; from Memphis to Little Rock by rail, 135 miles, 25 cents per barrel ; making 450 miles by river, equal to 135 miles by rail.

By Northern Line Packet Company and Milwaukee and Saint Paul Railroad from Saint Paul to Milwaukee, distance 375 miles, freight on flour, 40 cents per barrel; by boat from Saint Paul to La Crosse, 180 miles, 3, or 13 cents per barrel; by rail from La Crosse to Milwaukee, 195 miles, f, or 264 cents per barrel.

By Northern Line Packet Company and Illinois Central Railroad from Saint Paul to Chicago, 521 miles, freight on flour, 50 cents per barrel; by boat from Saint Paul to Dunleith, 321 miles,, or 20 cents per barrel; by rail from Dunleith to Chicago, 200 miles,, or 30 cents per barrel.

Question 25. Please to state facts of interest as to the shipment of goods on direct consignment from Saint Louis to foreign countries, especially to Great Britain; also as to the direct consignment of goods from foreign countries to Saint Louis, referring

both to the movement of this character via New Orleans and via Atlantic sea-port; for example, estimated tonnage of such shipments via each sea-port, and approximately, at least the proportion of such shipments to the total shipments to New Orleans and to each of the great Atlantic sea-ports; the special advantages offered for such shipments at the various sea-ports as to time, charges, rebates, &c.; The prorating arrangements as to through rates between the rail and steamer lines of each route; the extent to which merchandise is purchased at Saint Louis on account of the railroad or ocean-steamer line transporting it; facts as to the growth of this sort of commerce; the purely commercial causes which have led to such direct shipments, and the advantages realized by Saint Louis from such commercial move

ments.

Answer. Shipments on direct bills of lading to foreign countries from Saint Louis during the year 1875 were as follows:

Import of foreign goods at Saint Louis on direct consignment during 1875:

Via New Orleans.

Via Eastern ports.

Tons.

27,629

945

I cannot ascertain the facts as to the amount of shipments to each of the Atlantie seaports without a great expense of time and labor. As to the advantages offered by the various Atlantic ports, I find there is very little choice among shippers. All of the lines that do this foreign business take special care to handle it economically. As to the prorating arrangements I find there are none. The agents of the various lines at the seaport, telegraph their agents here the ocean freights, to which they add a rate from here to the seaport, and give a through rate. These rates vary according to the tonnage offering. I find that no merchandise is bought here for account of the railroads or ocean line transporting it, but is shipped direct on orders or on consignment. This commerce has been established within the last four or five years and is growing every year. The agents tell me that the business, according to present indications, will be largely increased this year.

The causes that have led to the establishment of this trade I think to be, that the merchandise is bought cheaper nearer the point of production than at the seaports, and transportation on through bill of lading is cheaper than the local rate to New York with the expense of rehandling, &c., and the ocean freights from the seaports. The advantage derived by Saint Louis is the opening of a direct trade with the consuming ports of the world, thereby extending her commerce and tending to increase direct importations by the same routes from foreign countries.

I think the following statement is as nearly correct as it is possible to give, showing the tonnage of imported merchandise entered at Saint Louis in 1875 under the "directimportation laws," i. c., without appraisement at outer ports. The one item of sugar is appraised at New Orleans.

The new law was passed July 14, 1870, but there were no transactions under it hère until September, 1871, during which month we had but four entries, the cause be

ing a failure of transportation companies to bond their lines, together with the presence of many ridiculous and (virtually) prohibitory restrictions in the regulations prepared under the law; these latter were gradually brushed aside, and by 1873 we were in the full tide of "direct importing."

Tonnage of leading articles imported direct to Saint Louis from foreign ports in 1875

Question 26. An effort is being made to ascertain, approximately at least, the quantity of flour, wheat, corn, rye, oats, and barley, also number of cattle, horses, sheep, and hogs, and pounds of provisions shipped from Saint Louis and from States north of the Ohio River into the States south of these limits during the year 1875. For the purpose of presenting such data, you will find inclosed herewith blank marked "A," which you are requested to fill out so far as it may be practicable for you to do so. You are also requested to give your opinion as to the proper points at which to obtain additional data of this sort, in order that a knowledge of the entire movement may be obtained.

Answer. I have filled up the blank marked "A" with the information asked for. Information of a similar character could be obtained from Chicago of shipments south by the Illinois Central Railroad, care being taken to separate freight for the State of Illinois from that consigned through to the South on through bills of lading. Also, from Cairo, care being taken to give only freight billed from there and not to include freights from northern points shipped through Cairo on through bills of lading. Cincinnati also does a large trade with the South. Pittsburgh ships large quantities of coal to the South, but very little breadstuffs or provisions. From points on the Mississippi River, between Saint Louis and Cairo, nearly all the freight that goes South is controlled in Saint Louis and forms a part of her commerce, being sold here and shipped oftentimes direct from the landing below on Saint Louis bills of lading.

Question 27. Please to state from statistics of tonnage moved on roads extending from Saint Lonis in a southerly direction, and from statistics of a similar character in regard to roads extending from Saint Louis in an easterly direction, the relative growth of the southern and eastern movements of commerce during the last ten years. If statistics of total movements cannot be procured, characteristic data may be employed.

Answer. Statistics of tonnage from Saint Louis date back only to 1871. I am unable, therefore, to give the data previous to that year.

Question 28. To what extent is cotton shipped from interior points, via Saint Louis, to ports in the Northern States and in Europe, on direct consignment from such interior points, and to what extent is such cotton purchased by agents of factories? Please also to state how many years since such direct shipments from interior points have been made, and the facts as to the growth of this commercial movement.

Answer. The shipments of cotton from interior points, via Saint Louis, to northern cities and to Europe, during the cotton year ending August 31, 1875, was 39,679 bales. I have no means of ascertaining what proportion of this cotton was purchased for eastern factories, but my impression is that most of it was so purchased, and that very little, if any, was shipped to Europe or to the eastern cities for sale. This movement

was commenced in 1871, most of the exports of that year being cotton consigned directly through Saint Louis to the East.

The amount so shipped through Saint Louis on direct consignment to eastern points has been as follows:

Question 29. What proportion of the passenger-traffic between Saint Louis and Memphis, and between Saint Louis and New Orleans, do you estimate is now carried on by the steamboats and by the railroads respectively?

Answer. From the best information I can obtain from steamboat captains and others, the proportion of the passenger-traffic between Saint Louis and Memphis carried on by the steamboats is one-third, and to New Orleans one-quarter.

Steamboat captains tell me that most of the travel by boat is from local points when there is no rail communication.

Question 30. Has not the running of regular passenger-boats on the Mississippi River and its tributaries been quite generally abandoned except as between points not connected by rail?

Answer. Regular passenger-boats, that is, exclusively for passengers, were never run on the western rivers. Formerly, however, boats were run with considerable regularity with the view to accommodate passengers; but this custom has now been gener ally abandoned, and steamboat captains wait for a load before leaving port. The local packet-lines, however, are an exception, leaving regularly every day; not, however, to catch through passengers, but to reach way-landings with some degree of regularity. I may say, however, that steamboats do not now look for and make no calculation on through-passenger travel. For a month in the winter southward, and for a couple of months in the summer northward, there is some pleasure-travel; but steamboats are now built for freight and not for passengers.

Question 31. Statistics of the increase of the wealth and population of Saint Louis during the last twenty years.