Ohio, to Baltimore. Add for Philadelphia, Philadelphia, Wilmington and Baltimore Railroad, or via water from Baltimore to New York.

III. Louisville, Cincinnati and Lexington, or Ohio and Mississippi Railroads, or mailline steamers to Cincinnati; thence by Big Sandy steamers to Huntington, W. Va., and Chesapeake and Ohio Railroad to Norfolk; thence via vessels to Baltimore, Philadelphia, or New York.

(NOTE. It is to be understood in all instances that competition via Chesapeake and Ohio is not active, as it involves, under existing circumstances, so much rehandling.) For points in the South we will take Mobile, Memphis, New Orleans, and Galveston. I. Mobile: Louisville, Nashville and Great Southern to Decatur, South and North Alabama to Montgomery, and Mobile and Montgomery to Mobile; or Louisville, Paducah and Southwestern to Paducah, Memphis and Paducah (or Paducah and Memphis) to Troy, Tenn., and Mobile and Ohio to Mobile.

II. Memphis: Ohio and Mississippi Rivers, or Memphis branch of Louisville, Nashville and Great Southern Railroad.

III. New Orleans: (1) Ohio and Mississippi Rivers.

(2) Louisville and Nashville and Great Southern and South and North Alabama to Montgomery, Mobile and Montgomery to Mobile, and New Orleans, Mobile and Texas to New Orleans.

(3) Louisville and Nashville and Great Southern to Humboldt, and New Orleans, Saint Louis and Chicago to New Orleans.

IV. Galveston, Tex.: (1) Ohio and Mississippi Rivers to New Orleans, and Morgan Line to Galveston.

(2) Louisville, Nashville and Great Southern to Montgomery, Mobile and Montgomery and New Orleans, Mobile and Texas to New Orleans; thence Morgan Line to Gal

veston.

(3) Louisville and Nashville, &c., to Humboldt; New Orleans, Saint Louis and Chicago to New Orleans; thence Morgan Line.

(4) Ohio and Mississippi, or Jeffersonville, Madison and Indianapolis and Vandalia to Saint Louis, and thence via Missouri, Kansas and Texas to Dennison, Houston and Texas Central to Houston, and Galveston, Houston and Hamsbury to Galveston; or from Saint Louis via Saint Louis and Iron Mountain to Texarkana, Texas and Pacific to Longview, International and Great Northern to Houston, and Galveston, Houston and Hamsbury to Galveston.

(NOTE. In general, the Ohio and Mississippi to Saint Louis, or Jeffersonville, Madison and Indianapolis and Vandalia line to same point, will compete with all New Orleans lines for Texas business.)

Question 28. The number of cars which have crossed the Ohio River on the bridge each year since its completion?

Answer:

TABLE 1.-Showing number of loaded freight-cars which have crossed the Ohio River Bridge.

NOTE. In the right hand column of totals the locomotives (10) and passenger-cars (20) are omitted.

TABLE 2.-Showing number of loaded freight-cars which have crossed the Ohio River Bridge.

Number barrels oil.

NOTE. In the right-hand column of totals the locomotives (215) and passenger-cars (117) are omitted. The bridge company keeps no record of the number of cars which cross the bridge. Its revenue is derived from the amount of freight and number of passengers which are carried over it. The foregoing tables have been compiled from the annual reports of the secretary and treasurer of the company. The object of these schedules has been to deduce from the amount of freight carried the number of loaded freight-cars which have crossed the bridge. (The number of passenger-cars cannot be obtained by the same method of reasoning, and these will be referred to hereafter.)

I send herewith the only printed reports which the bridge company has ever issued. In the fourth annual report, table 4, page 8, will show the nature of the data upon which my calculations have been founded.

There are very few empty cars which come south over the bridge. Some cars cross which are partially full of Louisville freight from way stations. But in my estimates I have only allowed 20,000 pounds per loaded car, whereas the most of the loaded cars carry 22,000, or in some cases as high as 23,000 pounds, so that the surplus of loaded cars which this allowance would give over and above the actual number that have crossed, will very nearly counterbalance the number of empty or partially-loaded cars that have come south. A great many whole trains of empty cars cross the bridge going north.

Explanation of the foregoing tables, Nos. 1 and 2.-Table 1 shows north-bound, and table 2 south-bound freight. The first column in each schedule, commencing at the left, shows the number of pounds of freight carried at pound rates over the bridge. Dividing the totals of these columns by 20,000 (a car-load in pounds) gives the number of cars required to carry them.

The second columns are devoted to the number of car-loads of freight which were carried at so much per car, and their totals furnish us further items of our result without division or other change.

The third columns give revenue from cars at special rates, the average of which I am informed by the secretary, Mr. Quarrier, was about $4. Hence the reduction to cars is accomplished by dividing the totals by 4. The flour-columns are reduced to carloads by dividing by 100 the number of barrels in a car. The columns of oil, whisky, pork, beef, and vinegar are calculated at 50 barrels per car-load.

I have allowed three cars for the 104 casks of hams carried south in 1874. The columns for locomotives and passenger-cars show the number of these that have been hauled over the bridge as freight for other roads, principally in transit from the manufacturers to the destined road of their operation.

Our total, according to this estimate, shows up to January 1, 1876, loaded freightcars going north, 76,141; total freight-cars coming south, 122,569.

But all of the cars which come south over the bridge have no outlet except to return north in the same way, so that for a grand total of empty and loaded freightcars which have crossed the bridge since its opening we must double the number which have come south. This gives us total freight-cars both ways, 245,138.

The result of this estimate is probably the nearest approach to accuracy obtainable. The absolute number of passenger-cars cannot be obtained at all. We may arrive at an approximation by the following method, but as the passenger traffic and the freight traffic vary in different ratios the result is not recommended for exactness.

From the officers and employés at and around the bridge depot, I learn that a fair average of the number of cars now passing over the bridge daily is as follows:

Trains commenced to run regularly over the bridge February 24, 1870. (See Third Annual Report of the Bridge Company, page 3.)

From that time to January 1, 1876, there were 2,136 days. Allowing 103 freight-cars (loaded) per diem, we have a total of 220,008 loaded cars for the number crossing in that time.

This is larger than our previous estimate, as it should be, for we have made no deductions for the increase of traffic nor for the fact that the Ohio and Mississippi Railroad did not run trains over the bridge till 1872, (when we notice that the freight carried was nearly double that of the previous year.)

The surplus shown in our second estimate, however, would not be sufficient to account for both these factors of increase were it not true that the daily average (upon which the second calculation is based) is probably an underestimate for the present yearly trade. The road-agents at the bridge say that business is now very dull. Allowing, then, that our estimate is only 10 per cent. above a true average for the past six years, we have:

This gives us an error of but 117 cars per annum on freight estimate.
Operating in the same way upon the passenger-cars we find :

2,136 days, at 89 cars per day

Less 10 per cent...

Approximate total number of passsenger-cars.

From above we have:

Estimated number of freight-cars, north and south............
Estimated number of passenger-cars, north and south

Giving a grand total of.......

198,008

702

cars, freight and passenger, loaded and empty, which have crossed the bridge north and south since its completion, February 24, 1870, and up to January 1, 1876.

Question 29. Statistics of the increase of population and wealth of Louisville during the last fifteen years.

Answer. The only statistics as to increase of population of Louisville for the past fifteen years exist in the United States census-records and our city directories.

From 1860 to 1865 we had no directory, and no records exist on the subject.

The United States census for 1870 gave to Louisville a population of 100,752. The ratio of the names in the directory to the population was 3.52 nearly, and I find that from 3 to 5 are ratios used in various cities for the determination of population. Using, therefore, 3 as the ratio where we estimate the population from the directories, we have the following table.

The population previous to 1860 as given below I obtained from a little manual found in the office of our city book-keeper, issued by the general council in 1874.

From 1860 to 1865, the increase of population, viz, 11,854, should be all accredited to 1864 and 1865, for during the two years following the enforcement of the blockade south the population diminished rather than increased.

I have obtained reliable opinions as to the estimates for the last five years given above, and the result has been to indorse them as being as near to the truth as could be obtained.

The increase of wealth of the city is best shown by a comparison of the assessed valuation of the taxable property from year to year. A table is herewith appended showing these amounts from 1860 to 1875. The assessment is made upon a basis of valuation of 80 per cent. I send herewith a printed report of the city auditor for 1874, (the only one which I could procure and the latest one published,) showing the assessments from 1870 to 1874, (see page 52,) together with other matters concerning the financial condition of our city.

The city book-keeper has furnished me with the figures for the following table of

Year.

1788.

1800.

1810.

1820..

1830.

1840.... 1850....

II. Table of assessment previous to 1860, from manual city council 1874.

Assessment. £31 58. 6d. $91, 188 210, 475 1,655, 226 4,316, 432

13, 340, 154

13, 350, 052

In Table I, the first column is devoted to assessed value of real estate. The column headed "personal" includes jewelry, silver and gold, table-ware, pianos, and other taxable personal property. The estimates under this head fall far short of the true amounts, as a large quantity is never reported.

The merchandise column is intended to represent the total stocks of merchandise, material, &c., on hand in the business-houses on January 10 of each year.

"Residuary" includes notes, bills, bonds, &c., taxable.

The condition of the city on the 1st of January is shown in Mayor Jacob's annual. (See page 50 of reference-book.)

Question 30. Estimated value of the manufactures of Louisville during the year 1875.

Answer. there are no statistics upon this subject, and in the limited time at my disposal I have been unable to get more than a mere outline in answer to the above question.

I present herewith a table compiled from various sources and estimates. It does not claim to be more than a mere estimate not based upon very accurate data. The figures given I believe fully cover the facts. For some of the items given I have the results of personal investigations. From others on which I started to inform myself I have not yet been able to get returns.

From a careful examination of the accompanying pamphlet, entitled “Kentucky and Louisville," with the lights at my disposal, I am led to believe that the results there set forth are in many cases quite largely in advance of the facts. We notice in one or two instances that the same items appear under different heads.

The year for which it reports was a large one with us, but when we remember the object for which it was published, we shall be ready, I think, to overlook, as we shall allow for, the exaggeration produced by enthusiasm.

To the tabular exhibit of the manufactures given I append a very complete and accurate report of the pork business for 1874-75 and 1875-76, which is taken from the records of that industry. For further information on the pork subject see reference-book, pages 100 to 103, where the statistics are given for past years.

Attention is here called to the report of the Tanners' Exchange, reference-book, page 93, which gives a full report of that interest for the past year.