If the boats run light, west, these costs, except the first, will be If the steamer carry 100 tons west, the annual tonnage would be 4,500,000 tons, and cost as follows: An analysis of the estimate shows the cost to be distributed as follows: Interest on cost of boats alone .... Maintenance Steam power, including engines, fuel, engineers, etc., Total... Or, taking the three elements of boat, steam power and crew, the distribution of cost will be: Comparing the two modes of transportation, under the same conditions as to tonnage, we have the cost per ton mile by animal power hired by the boatmen... Cost per ton mile by animal power owned by the boat men Cost per ton mile by steam power 4,464 mills. 41 mills. 8 mills. is 261 It appears, therefore, that the transportation by steam power per cent cheaper than by hired animal power, and 20 per cent cheaper than animal power owned by the boatmen. The following table shows the distribution of cost in the three It is to be observed here, that the estimates from which the foregoing deductions have been drawn have been made upon the basis of an assumed improved condition of the canals, by which an additional round trip has been allowed to the horse-boat, and that in the case of the steamer the coal consumption used was nearly 50 per cent greater than that of the "Baxter" during the season of 1872. As results of this treatment, we have the cost in the former case smaller than it now is; and in the latter, larger than we should have been justified in making it. For this reason, the economy of steam power appears less than may, and doubtless will, be realized. The following modifications of the foregoing estimates are presented as indicating the ultimate measure of the economy which may be expected to result from the use of steam as compared with the present performances of horse-boats, making an average of 6 round trips between Buffalo and New York, and carrying 230 tons. The steamer is assumed to make 14 round trips, with a coal consumption of 35 pounds per mile, which is believed to be all that can be accomplished by steam on the canal. Estimated cost of transporting 3,750,000 tons annually between Buf falo and New York, in boats carrying 230 tons and making 6 round trips per season (including profits of towing companies). $608,580 00 Interest on cost of boats.. Maintenance Towing .... Crews, including subsistence. 896,400 00 4,192,681 50 3,303,720 00 $9,001,381 50 Deductions. Cost of boat per season.. Cost per ton moved 495 miles Cost per bushel of wheat from Buffalo to Troy, $4,140 47 39 53 ms. 100 8 cents. These results include, of course, interest upon investment, cost of maintenance and cost of operating the boats, and are based upon movements of 3,000,000 tons toward tide water and 750,000 tons from tide water. If 1.55 cents per bushel be added for tolls, the total cost of transporting a bushel of wheat from Buffalo to New York, by the present mode, appears to be 955 cents. 10 Estimated cost of transporting 3,750,000 tons annually between Buffalo and New York, in steamers carrying 200 tons and making 14 round trips per season: Cost of boat per round trip. Cost per ton moved 495 miles. Cost per ton moved 1 mile Cost per bushel of wheat from Buffalo to Troy, Cost per bushel of wheat from Buffalo to Troy, including tolls ... 331 81 3.984 cents. 5,534 cents. Comparing results in the two cases, we find that by the use of steam a reduction in the present cost of transportation of 50 per cent may be effected. Including tolls in both cases, the reduction in cost is 42 per cent. To accomplish the assumed number of round trips, it will be necessary 1. To maintain an average speed of three miles per hour on the canal, including lockages. 2. To maintain an average speed of five miles on the river. 3. To reduce the detentions, at Buffalo and New York, to 4 days 8 hours per round trip. With the canal in good condition, the experience of the past season has demonstrated that the first two conditions can be satisfied. With regard to the third requirement, it does not seem unreasonable to suppose that, with proper supervision and direction, it may also be satisfied. A slightly increased rate of speed would admit of longer delay in port, but it would be attended with an increase in the coal consumption, which would be more than an equivalent to the extra exertion necessary to reduce the delay to the time stated. Steam on Foreign Canals. Through the courtesy of Hon. W. King, U. S. Consul at Dublin, I have been put in possession of a pamphlet containing "Excerpt Minutes of the Proceedings of the British Institution of Civil Engineers,' and comprising papers presented at a meeting held in November, 1866, together with discussions of the same at subsequent meetings. From this pamphlet the following information has been compiled: Steam towing on the Gloucester and Berkeley canal. This is a ship canal, 16 miles in length, extending from Gloucester, on the Severn, to Sharpness Point, in the parish of Berkeley. It is level from end to end, and has a depth of from 18 to 18 feet. Its width varies from 80 to 200 feet at the surface, and from 13 to 20 feet at the bottom. The banks were originally unprotected, and were built upon slopes as follows: From the water line to a depth of about 3 feet, the slope was 2 to 1; at this depth occurred a level bench about 3 feet wide, from the inner edge of which a slope of 1 to 1 extended to the bottom. This canal is navigated by vessels up to 600 and 700 tons register, drawing 15 to 16 feet of water. Prior to 1860, all sea-going vessels having occasion to pass through this canal were towed by horses at a speed of from one to three per hour, and a cost of one farthing (43 mills) per register ton miles mile. In 1860, three steam tugs were placed on this canal. Two were 65 feet long, 12 feet beam, and drew 6 feet 3 inches of water; they were fitted with high-pressure engines, with cylinders 20 inches in diameter by 18 inches stroke. The screws were three-bladed, five feet in diameter and 63 feet pitch. The third tug was 55 feet long, 94 feet beam, and drew 5 feet of water. The cylinder was 16 inches diameter, and had a stroke of piston of 18 inches. Screw, 3-bladed, 4 feet diameter and 5 feet pitch. Coal consumption 1 to 2 gross tons per 24 working hours. 1 In 1866, these tugs did nearly all the towing required on the canal. In four years ending March 25, 1865, 1,119,334 tons of goods were towed 16 miles, at a cost of 6,400 pounds, including 15 per cent per annum on the cost of the tugs to cover interest, repairs and renewals, or at the rate of 15% mills per ton mile, showing a saving of over 65 per cent on the cost of horse towage. With an increase in tonnage during 1865, the cost per ton mile was reduced to less than half the above, or about of a mill. 56 Vessels are towed singly or in trains, and the speed varies from 2 to 4 miles per hour. The speed, as a rule, is limited to the latter figure. The employment of steam is said to have been found, in nearly every way, advantageous. The work is found to be economized and the banks are less injured by the rubbing of the vessels. The only disadvantage of this system, on a canal, the sides of which at the water edge are unprotected, is the constant wear at this part by the disturbed water. This injury is confined to a depth of 18 inches only, one-half of which is above and one-half below the water line. It was remedied by a wall, 2 feet high, half above and half below the water line, along which the water runs harmlessly. A portion of this wall, which had been in use three years, was found to answer the purpose completely. In concluding this paper, Mr. Clegram, who presented it, says: "An extent of traffic has been carried on the canal during the last year that could scarcely have been accomplished by horse-power; and so manifest is the economy and efficiency of the system, that it far more than compensates for the increased cost of protecting and maintaining the sides of the canal." Grand Canal, Ireland. This canal is 160 miles in length. Its locks are 60 feet long, 13 feet 6 inches wide, with a depth of 5 feet 2 inches of water upon the miter-sills; but the draft of water by the boats is limited to 4 feet 3 inches. The width of the canal varies from 60 to 80 feet, and the side slopes are so flat that there is but about 30 feet in width at the center of navigable depth. The annual tonnage of the Grand canal is about 300,000 tons. The first effort to introduce steam upon this canal was made in the year 1851, when Mr. J. Scott Russell built a boat which was designed to carry its own power and cargo. This boat, which was propelled by a single screw, was not a success on account of the extent to which |