274 REPORT—1858. 
roads so unsafe for goods as to force the usual native land traffic to seek 
security by the private river steamers; the two established companies reali- 
zing fabulous freights of £20 to £30 per ton, and even sea-tugs towing native 
boats up the rivers. The exigencies of the government for military trans- 
port service, have necessitated the employing of most of the private steamers 
in conveying troops and stores, from the utter inadequacy of the few govern- 
ment vessels to meet one-third the requirements of the public service. 
29. I beg to submit a brief historical analysis and tabular statement of the 
particulars of the various enterprises by which the steam navigation of the 
Ganges has been hitherto attempted. 
30. In 1834 the Indian government established the first system of steam- 
tug and tow-boats on the Ganges. Both vessels were of similar form, 
dimensions, and tonnage—120 feet in length by 22 feet in breadth, and 
275 tons. 
31. The mode of towing may be understood by a reference to the sketch 
of deck plans exhibited, in which it will be seen that the two vessels were 
placed some distance apart. 
32. The engines were from 50 to 90 horse-power, and the speed averaging 
from 63 to 74 miles an hour, or 50 miles a day on the upward passage, and 
80 miles a day down stream in the dry season. During the rains, the rates 
were 40 miles and 100 miles up and down the stream respectively. Their 
draft of water was from 3 to 4 feet, the capability for dead weight cargo 60 
to 100tons. They were very flat-bottomed, having upright stem- and stern- 
posts, and large barge rudders often injured by collision. 
33. System of Tug- and Tow- Boats established on the Burhampootra, by the 
Assam Company.—In 1841 the Assam Company established on the Bur- 
hampootra a system of powerful tug steamers, carrying passengers and towing 
smaller cargo-boats, as shown in the second line of plans in the sketch, and 
in the three diagrams of midship sections on the right of the centre, consist- 
ing of the ‘Assam’ steamer, 140 feet in length by 27 feet in breadth, 443 
tons, builders’ measurement, and having engines of 100 horse-power—the 
‘Naga’ tow-boat of 90 feet in length, 18 feet in breadth, and 91 tons. These 
I designed for the Assam Company as adaptations of the rounded lines and 
“Nautilus” form of the best river-boats of Bengal, the ‘ Katoora,’ ‘ Dacca 
Pulwar,’ and ‘ Tumlook’ boat shown in the sketch. 
34. The form and mode of suspending the rudder were also derived from 
the same sources. Of these balanced rudders, two-thirds of the blade were 
placed abaft the spindles, the rudders occupying the space of the dead wood, 
but not extending beyond the stern. A small rudder forward occupied the 
same position in the bow. By this arrangement, as the vessels had no keel, 
the two rudders fulfilled the functions of dead wood and gripe in steady 
steering, and gave the power of turning the vessel on the centre, when they 
were placed in opposite directions. 
35. The peculiar advantages of these double rudders, in steering a train of 
tow-boats, will be best explained by a reference to shear and deck plans of 
the bow and stern of two vessels of the “ Nautilus” type, now proposed for 
military transport service, 100 feet in length, 15 feet in breadth, and 109 tons, 
builders’ measurement. The diagram of midship sections and height of deck 
will be seen on the left of the centre, in juxtaposition with the sections of 
the ‘Assam’ steamer, ‘ Naga’ tow-boat, and an iron tea-boat now navigating 
the Burhampootra with a native crew; the dimensions are, 75 feet in length, 
12 feet in breadth, 7 feet deep, and 52 tons, builders’ measurement. 
36. From the difficulty experienced by the Assam Company in obtaining 
