WESTERN RIVER STEAMERS. 65 



paying its running expenses, and there is also ample railroad service with which 

 this line competes. With these popular boat routes, not to mention those on the 

 Great Lakes, why should we sit down in the belief that it is impossible to inaugu- 

 rate paying and popular service on our western rivers, where there is no mainte- 

 nance expense of right of way, no upkeep of block system and dispatchers, where 

 we can save 60 per cent of fuel by condensing, whereas locomotives can only save 

 16 per cent; where we have no dust or cinders, where we can get exercise, good 

 food and interesting landings. Safety in construction, economy in operation and 

 boats adapted to the waters we now have will go a long way towards deeper rivers 

 and overcrowded landings. Freight handling devices at landings and terminals 

 will solve the vexed problem of independent roustabouts, and, as President Stuyve- 

 sant Fish of the Illinois Central Railroad once wrote, "Water transportation can 

 carry freight from one-sixth to one-eighth the cost by railroad." We should not 

 depend upon heavy freights carried by barges to rebuild the waning river trade. 

 For, if we install barge lines, we immediately get all of the lower class cargoes 

 that the railroads do not want, whereas, if we place on schedule runs high-class, 

 high-powered, safe and inviting packet boats, we get first-class rates and many 

 passengers, and we will make three trips to every one of the barge line. Should 

 we be able to save the details as above mentioned, which are so readily seen as 

 practicable on other waters, we would have more money left for other expendi- 

 tures that are not so readily reduced as is the present fuel expense and the great 

 loss of time as above set forth. 



DISCUSSION. 



The Chairman : — ^This paper, No. 9, entitled, "Construction and Operation of Western 

 River Steamers," is now before you for discussion. It has rather to do with the operation of 

 steamers than their design and construction, but there seem to be some matters of interest in 

 the paper, and as we have some expert steamboat men here, perhaps some of them would care 

 to comment on it. 



As there is no discussion on the paper, we will pass to the next paper. I ought to say, 

 in passing, that Paper No. 5, on the "Stability of Lifeboats," has been postponed until to- 

 morrow, with the consent of the author, to suit the convenience of certain people who desire 

 to discuss the paper, and Paper No. 8, on the "Evolution of the Lightship," has also been 

 postponed until to-morrow as a matter of courtesy to the Chief of the Lighthouse Service, 

 Mr. Putnam, who could not come to-day but will be here to-morrow. The author, who is in 

 the office of the Lighthouse Service, requested as a matter of courtesy to his chief that the 

 reading of the paper might be postponed until to-morrow morning. 



As the time is yet early, we will take some of the papers which were put on the pro- 

 gram for to-morrow. The first one will be No. 10, entitled, "The Influence of National 

 Policies on Ships' Design," by Capt. W. L. Rodgers. In the absence of Captain Rodgers, 

 Mr. R. H. Robinson has kindly consented to read this paper. 



