ON RIVER STEAMERS. 277 
-Tow-boats from 100 to 200 feet long, in Flotillas of four vessels of small class 
to two of largest, to meet the present requirements of the Bengal Rivers.— 
Taking all the data given, both with regard to what is required, and what 
has been done in meeting these requirements, I have arrived at the following 
conclusive opinions :— 
43. Ist. It is better to attempt constructing a vessel adapted for the general 
purposes of inland and coast navigation, than to endeavour to supply special 
local requirements. 2nd. That for the present exigencies of Government and 
the railway companies, together with the aspect of the country in the proba- 
bilities to be anticipated, the wants of all will be most cheaply, speedily, and 
effectively supplied, by adopting a uniform model, and system of fittings and 
towing, which, with slight modifications suggested by local: circumstances, 
may be readily adapted to each case; the following being the smallest vessels 
to which steam can be economically applied, and the largest conveniently navi- 
gated, by native crews without steam. 
44. Dimensions.—To be 100 feet in length, 15 feet in breadth, and 6 feet 
in depth, the deck extending one-third of the breadth beyond the sides to 
form a guard board ; the roof of the deck-houses to rise 15 feet above the 
keel for half the breadth and length of the vessel. 
Proportions.—To range from eight breadths to five, as circumstances may 
require. 
Pee Where light draft is essential, the main breadth to extend for 
about three breadths, or half the length of the vessel, the middle of the main 
breadth or dead flat to be one-third of the breadth abaft the centre of the 
vessel’s Jength ; the bottom of bow and stern to be curved up from the dead 
flat to the extremities of bow and stern; the angle of rise of floor to be one 
degree, and the bilge to be turned within one square foot. 
45. In the arrangement proposed, the cargo, boilers, and fuel are placed 
below, while the engine and passengers are placed above the deck. The 
framing of the deck-houses is made subservient to the strengthening of the 
vessel longitudinally, and although in connexion with the framing of the 
vessel, it is distinct, and can be at any time removed. 
46. I propose that the shell of the vessel should be made of the lightest 
material consistent with strength ; the hulls to be built in three distinct com- 
partments, with bow and stern bulkheads placed one-third of the breadth 
within the stem and stern as supports for the necessary attachments. 
The central compartment to be two breadths within the inner bulkheads, 
and to contain the whole of the machinery and fuel. When it is required to 
use the vessel as a cargo-boat this machinery to be removed. 
47. Other systems of Towing compared with the Nautilus Tug and Tow- 
boat.—With regard to the particular mode of towing vessels and the kind of 
connexion which experience has proved to be convenient and safe, I consider 
that it is not expedient to articulate together the vessels as in the plan 
adopted on the Indus River by Mr. Bourne, for the following reasons :— 
First.—The only power of steering by means of rudders must be on the 
terminal barge of the train, and must consequently be slow and inefficient in 
directing the movements of the others. 
Second.—The preceding vessel in an articulation not only tows the one 
which comes after it, but also steers it, by the position which it assumes with 
regard to it, and consequently in the tortuous channels and amid the cross 
currents of the Ganges and Burhampootra, there would be no power of inde- 
pendent action, to allow each vessel to take care of itself. 
48. In the system of towing introduced by me in the ‘Assam’ steamer, and 
