To this has to be added the number of tons shipped over the routes from 15 to 22. The number of tons shipped via route 15 was.. Via routes 16 and 17, as shown in report of Illinois Central Railroad of freight The quantities shipped by route 21 are inconsiderable; those by route 22 (by Total shipments by western routes named 1,739 191, 404 69, 530 262, 673 339, 675 262,673 602, 348 For the purpose of forming a better conception of these quantities, I will express the same in the measure of car-loads of 10 tons shipped per day, as follows: Car-loads per day. To and via Nashville, Selma, and Montgomery, and points south and east, via routes from 1 to 14 93 From Louisville and Cairo south to States bordering on Mississippi via routes 15 to 20.... 72 165 Total ...... Which comprises very nearly the total movement of western freight in the interior of the Gulf States via rail, not including the shipments made via Mississippi and Ohio Rivers to river points. To this should be added about three car-loads per day shipped direct under through bills of lading via the eastern and southern trunk lines in the interior of the Atlantic States south of North Carolina, not including shipments made to the seaboard cities, and distributed from there by the local trade of these cities. Total movement by rail in the interior of the Southern States east of Mississippi River, 168 car-loads per day. Question 12. Please state the transportation charges made per ton per mile for all classes of western freight shipped south via Louisville and Nashville Railroad, and the revenue per mile of road derived from it in 1875, so far as this can be ascertained. Answer. The average revenue derived from the 157,523 tons shipped from Louisville to Nashville and points south, as stated in answer to previous question, was 1.87 cents per ton per mile, and from the 80,227 tons shipped, 18, 19, and 20, 15 cents per ton per mile. The revenue per mile of road from the former was Total revenue on part of road between Louisville and Memphis Junction, on $2,960 1,207 4, 167 At Nashville the 157,523 tons are divided between the Chattanooga route and the Montgomery route, and there is added the freight brought by the other lines from the West centering in Nashville, as shown in statement furnished in answer to previous question. The revenue derived from the 147,048 tons of western freight arriving at $3,100 1,150 Add the revenue derived from the 71,606 tons south of Decatur to Montgomery, &c., is, per mile of road..... Total revenue derived from western freight by all routes, for points south of 1,150 Total revenue per mile, of all routes together named from 1 to 14, from western produce reaching points south of Chattanooga and Decatur and east of Selma. 5,400 The revenue per mile on shipments made south from Cairo, (191,404 tons,) may be estimated at 2, 467 Making total revenue per mile of road from western freight moved in the interior of Southern States during the year 1875, via western routes, supposing it to be concentrated upon one road... 7,867 Question 13. Please state the number of tons of freight shipped north over the Lonisville and Nashville Railroad coming from Nashville and points south of Nashville and from Memphis and points south, also the revenue derived therefrom, per ton per mile, and per mile of road. Also the proportion of north to south bound freight on southern roads as far as this can be ascertained. Answer. The north-bound business from Nashville to Louisville in 1875 was. From Decatur and points south to Louisville From other points south of Nashville to Louisville.. Tons. 17,832 22, 190 33, 38 Total...... 73,410 Revenue derived per ton per mile 1.23 cents, and per mile of road, $901. The north-bound tounage from Memphis line was 67,988 Revenue per ton per mile 1.08 cents, and per mile of road $739. Total north-bound tonnage arriving in Louisville from the South...... 141,393 Total revenue from north-bound through business per mile of road, $1,640. Total revenue from south and north bound through business per mile of road between Memphis Junction to Louisville, $6,040. The percentage of north-bound tonnage is 60 per cent. of the south-bound. Of the 141,398 tons north-bound tonnage, 50,000 tons were derived from cotton. The north-bound tonnage on Illinois Central Railroad from Cairo, 65,605 tons, being about 30 per cent. of south-bound. The north-bound through shipments over Nashville and Chattanooga Railroad from Chattanooga to Nashville were 46,918 tons, being 26 per cent. of south-bound. The north-bound shipments over Western and Atlantic Railroad from Atlanta to Chattanooga were 7,048 tons; Dalton to Chattanooga, (mostly pig-iron,) 7,820 tons; total, 14,868 tons, being about 10 per cent. of south-bound shipments. Question 14. For every hundred loaded cars hauled south how many loaded cars are hauled north over the Louisville and Nashville Railroad? Answer. The mileage made by loaded cars south on main stem of Louisville and Nashville Railroad in 1874-75 was. Loaded cars north 5,124,803 On Nashville and Decatur Railroad, loaded south. 4,263, 469 1,279,671 Memphis and Clarksville Railroad, (Clarksville division,) loaded south. 947, 259 1,354, 427 1,070, 952 1,029, 281 698,544 The relation of north to south bound business is shown in answer to question 5. Question 15. Please to present statistics of tonnage moved during the last ten years on roads connecting the Western and Northwestern States with the South Atlantic and Gulf States, the object being to obtain expressions of the growth of North and South commerce. It will be very difficult, perhaps impossible, to procure data as to the total movements, therefore the statistics of movements of one or two trunk lines may be taken alone. Do you think the increase of business on the Louisville and Nashville Railroad and the road connecting Chattanooga and Atlanta may be assumed to be characteristic of the total movements? Answer. The following statistics bear upon the subject of this inquiry: 1st. Statement B shows the number of tons of freight carried over the Louisville and Nashville Railroad between Louisville and Nashville and points south for nine years, and to Memphis and other points south and east of the Mississippi River during six years, ending July 1, 1875. STATEMENT B.-Showing the number of tons of freight shipped over Louisville and Nashvill, Railroad to Nashville and to Memphis, and to points southeast of the Mississippi River during the nine years from July 1, 1866, to June 30, 1875. The great increase in tonnage between the years 1866 and 1871 is partially due to diversion of tonnage from the river to the railroads. In 1869, the Green Line was established by a number of railroad companies, which agreed to exchange cars with each other, and the change of bulk at junction points and great delays consequent thereto. Up to 1869 and 1870 a considerable portion of the freight afterward concentrated upon the Louisville and Nashville Railroad was carried to Nashville via the Cumberland River, or via the Tennessee River to Johnsonville, (routes 5 and 6, see answer to question 1.) While some freight is still carried via these routes, the quantity has been greatly diminished, and none is carried in direct competition with the Louisville and Nashville Railroad from Louisville or Cincinnati. Statement B also shows the revenue per ton per mile derived from the competitive business to Nashville and Memphis and points south. It will be seen that from the south-bound Nashville business there has been a reduction of one-half since 1868, and nearly that much on the south-bound Memphis business. The lower rates received from the Memphis business, as compared with the Nashville business, are due to the more active river competition between Cincinnati, Louisville, Saint Louis, and Memphis. Statement B gives the same information in regard to tonnage over the Louisville and Nashville Railroad between Louisville and Nashville, but shows in addition the principal points from which the freight was shipped, and its destination to Nashville, or to points south of Nashville. STATEMENT C.-Showing number of tons of freight shipped over the Louisville and Nashville Railroad from points named below to Nashville and beyond, during the nine years from July, 1866, to June, 1875. It will be seen from this statement that the great increase in tonnage took place from Louisville and Cincinnati to points south of Nashville and also from points north of the Ohio River to Louisville, to Nashville, and points south of Nashville. This South of Nashville. Nashville. South of Nashville. is the effect of improved railroad facilities. Shipments were made under through bills of lading in through cars. The following table shows the revenue derived by the various roads in the Green Line during seven years; (the tonnage cannot be ascertained.) TABLE D.-Statement showing the revenue derived from Green Line south-bound freights upon all the Green Line roads and upon the Nashville and Chattanooga Railroad during period commencing March, 1869, to February 29, 1876. The same statement also shows the revenue of the Nashville and Chattanooga Railroad during the same period of time derived from the western business. This table may be used as an indication of the growth of the western business up to the time when the South and North Alabama Railroad was completed, (October, 1872.) Since that time part of the western freight has been diverted from the Green Line and Nashville and Chattanooga Railroad. Estimating the revenue so diverted, as per reports of the Louisville and Nashville Railroad, and adding it to the revenue shown in statement from the year 1873, the following table shows the revenue from western business passing during the years named: through Nashville In drawing conclusions from the information contained in this statement regarding the amount of tonnage, the reduction in the rates per ton per mile as shown in Table A must be considered. I consider that the tonnage over the Louisville and Nashville Railroad, as reported in Table B, is the best indication of the changes that have taken place since 1870. From the three statements submitted it appears that there was a great increase in tonnage and revenue from 1870 to 1873, and since that time a reduction. The following are the names of the railroads constituting the Green Line and the length of these roads: Question 16. Please furnish a statement as to the various fast-freight lines operated between Western and Southern States. Answer. There are no fast-freight lines in the South. A number of roads have made agreements with each other to exchange freight-cars, and a name is given to the routes over which these cars are being run south, as Green Line, or Great Southern Dispatch, or Great Southern Freight, via Charleston, or via Savannah, and so on. No organizations of fast-freight lines, separate from the management of each road, exists. The business between the various roads is conducted in the manner usual to connecting roads exchanging traffic with each other. Question 17. Please to state the various points where the 4-foot 84-inch gauge of the northern roads meets the 5-foot gauge of the southern roads. Is there not a tendency to change the 5-foot gauge to the 4-foot 84-inch gauge? Answer. All the railroads in the States south of the Ohio and Potomac Rivers and east of the Mississippi River have the 5-foot gauge, except the following roads, which have the 4-foot 8-inch gauge: The Louisville, Cincinnati and Lexington Railroad, between Cincinnati and Louisville; the Chesapeake and Ohio Railroad, between Huntington and Richmond, Va.; the Washington City, Virginia Midland and Great Southern Railroad, between Alexandria and Lynchburgh and Danville, Va.; the Alexandria and Washington and Alexandria and Fredericksburgh Railroad, between Washington, Alexandria, and Quantico, Va.; the Richmond, Fredericksburgh and Potomac Railroad, between Quantico and Richmond, Petersburgh and Weldon; the Seaboard and Roanoke Railroad, from Portsmouth, Va., to Weldon, N. C.; the Wilmington and Weldon Railroad, from Weldon to Wilmington, N. C. I do not think that the 5-foot gauge in the Southern States will be changed to the 4-foot 84-inch gauge. The facility and cheapness with which the trucks of cars are now being changed, preventing the change of bulk and change of passengers, does away in a great measure with the necessity of a change of gauge. Passenger-cars are being transferred from the narrow to the broad gauge and vice versa in 10 minutes. Question 18. Are the railroads of Kentucky, Tennessee, and the Gulf States exempt from State regulations as to rates and fares; and to what extent have these States in granting charters to railroad companies reserved the right to regulate rates and fares? Answer. The charters of railroads in Southern States generally prescribe the maximum charges per ton per mile, or per passenger per mile. These maximum charges vary from 7 to 10.2 cents per ton per mile, and from 4 to 5 cents per passenger per mile. No special laws have been passed in the Southern States to regulate rates of transportation. Question 19. Upon what terms are cars generally allowed by railroads in the Southern States to run over the roads of companies other than those to which they belong? Answer. The charge for the use of freight-cars is generally 14 cents per mile run. Question 20. Please to mention the principal markets in the Southern States, east of the Mississippi, for grain and provisions shipped from the Western States. Answer. Mississippi, Louisiana, Georgia, South Carolina, Alabama, Florida. Question 21. Please furnish statistics showing the passenger traffic between New Orleans, Mobile, and the eastern cities, and state the principal passenger routes between the points named. Answer. The principal routes for passenger traffic between New Orleans, Mobile, New York, Boston, Philadelphia, and Baltimore are : 1. Via New Orleans, Chicago and St. Louis Railroad from New Orleans to Milan, Tenn., from Milan to Louisville via the Memphis line of the Louisville and Nashville Railroad; from Louisville via the northern trunk lines to all eastern cities. The num |