DEVELOPMENT or
Transportation Facilities
on Inland Waterways
UNDER TERMS OF
TRANSPORTATION
ACT OF 1920, UP TO
AND INCLUDING
JUNE 30, 1921
WASHINGTON
GOVERNMENT PRINTING Oºlºº
1922
-





DEVELOPMENT OF
Transportation Facilities
on Inland Waterways
UNDER TERMS OF
TRANSPORTATION
ACT OF 1920, UP TO
AND INCLUDING
J U N E 30, 1921
WASHINGTON
GOVERNMENT PRINTING OFFICE
1922

TABLE OF CONTENTS.
* Page.
Introduction..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l
General financial statement..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
New York Canal Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Steel barges----------------------------------------------------------- 9
Concrete barges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Sale of equipment.----------------------------------------------------- ll
Wadsworth amendment. . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12
Fauipment sold. . . . . . . . . . . . . . . . . . . . . . . . . . .--------------------------- 13
º Abstract of bids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •e - - - - - - - 15
. Casualties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
C. & O. Canal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Intracoastal division, as a part of the New York Canal Section........... 20
Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ------------------- 21
Casualties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ----------- 22
New York Canal:
Tonnage by commodities......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Comparative statement of tonnage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Operating data.---------------------------------------------------- 26–27
Intracoastal Division ........................ -------------------------- 28
Public opposition..........--------------------------------------- 29
Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Terminals.-------------------------------------------------------- 31
Freight rates.----------------------------------------------------- 32
Lack of tonnage--------------------------------------------------- 32
& Tariffs. ----------------------------- s e e s e º e º ºs e s sº º e º gº s tº e º ºs e º 'º e º e º e 3
2- Tonnage by commodities........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Operating statistics--------------------------- - - - - - - - - - - - - - - - - - - 36, 37, 38
Mississippi Section: -
New equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ----------------- 39
Performance of towboats. . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - 41
Tonnage and revenue statistics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gº º is tº e º ºs 42
Classified statement of tonnage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Classification of operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Statement of revenue and expenses by months......................... 47
Comparative report of revenue and expenses in six-month periods......... 48
Warrior Section. . . . . . . . . . . . . . . . . . . . ... ---------------------- • * ~ * - - - e - - - - - 49
New equipment------------------------------------------------------ 49
Performance of towboats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Performance of self-propelled barges.................................... 51
Classified statement of tonnage..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Classification of operating expenses....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Statement of revenue and expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Mississippi-Warrior general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Rate adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . -------- - - - - - - - - - - - - - - - - - - - 58
Terminals------------------------------------------------------------- 59
Channel.------------------------------------------------------------- 60
INTRODUCTION.
Since 1918 the Government has been attempting to revive, foster,
and encourage common carrier service on the inland waterways of the
United States. The supervision of this work has been the duty of
a central organization or service located in the City of Washington.
Organized September 5, 1918, as the “Division of Inland Water-
ways of the Railroad Administration,” this service continued as such
until March 1, 1920, at which time, in accordance with the transpor- .
tation act of 1920, it was transferred to the jurisdiction of the Secre-
tary of War, who assigned Brig. Gen. Frank T. Hines as chief of the
service. He combined the Port Terminal Branch of the Transpor-
tation Service with the Inland Waterways Service. Later, when the
Transportation Service was merged in §. Quartermaster Corps, the
Port Terminal Branch reverted to the Quartermaster Corps and the
Inland and Coastwise Waterways Service began to function as such
as an independent unit of the War Department. It has functioned
as such since that date. Upon the relief of Brig. Gen. Frank T.
Hines as chief, Brig. Gen. W. D. Connor was assigned as such, and so
remained up to the end of the fiscal year 1921. Gen. Connor was
detailed on duty in Panama, leaving the United States June 10, 1921,
and Col. T. Q. Ashburn, C. A. C., assistant chief, was appointed acting
chief during Gen. Connor's absence.
The service was divided for administrative purposes into two
sections—the New York Canal Section, with headquarters in New
York, and the Mississippi-Warrior Service, with headquarters in New
Orleans. Subject to the jurisdiction of the Washington office, each
of these sections is under the direct operating control of a federal
manager, and each in turn is subdivided into two branches.
NEW YORK CANAL SECTION.
The New York Canal Section, operated on the Hudson River, and
the New York Barge Canal between New York City and Buffalo–
and on the intracoastal route between Baltimore and New Bern,
N. C., extending its service at times as cargo is offered as far north
as Philadelphia. -
On March 29, 1921, according to the terms of the Wadsworth
amendment to the transportation act, operations on the New York
Canal as a Government enterprise were j the equipment
sold and from that date the Intracoastal Section was continued
independently as the Intracoastal Division under an acting general
manager with headquarters in Baltimore.
1
2 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
MISSISSIPPI-WARRIOR SERVICE.
The Mississippi-Warrior Service operates on the Mississippi River
between St. Louis and New Orleans, and on the Warrior River in
Alabama, between Cordova and Birmingport on the north, to Mobile,
and thence via the Mississippi Sound, É. Borgne, and the Lake
Borgne Canal to New Orleans.
Dealing therefore with these four separate lines of barge transpor-
tation, this text is presented in four parts, and all of the detailed
discussions and statistics relating to each line are grouped under the
apºpº part. .
he table below shows a concise and consolidated statement of
the final results of operation on the four federal barge lines:

| N. Y. Barge **** Mississippi Warrior
Canal hºº! River River
Section. SAO | . Section. Section.
Months in operation... . . . . . . . . . . . . . . . . . . . . . . . . . : 8 4 12 12
Tolls hauled. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141, 154 18,958 237,268 217,942
Cash deficit...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $670,010. 28 $38,369.72 $238, 145.71 $383,700. 19
Depreciation charge. . . . . . . . . . . . . . . . . . . . . . . . . . . . $215,091.30 $19,102.64 $264,491.30 $95,897.80
Total operating deficit. . . . . . . . . . . . . . . . . . . . . . . . . $885, 101.5S $57,472.36 $502,637.01 $479,597.99
1 Includes operating figures from October 15, 1920, to February 28, 1921, for Intracoastal Division.
2 Covers period March 1 to June 30, 1921, as independent Section.
***------. =s
While none of the lines has shown an operating profit for the fiscal
year 1921, one—the Mississippi—has changed for the past three
months from a losing venture to one of gain and has earned a steady
net profit for the months of April, May, and June amounting to
$22,885.92 after setting aside a reserve for depreciation in equipment
amounting to the very considerable sum of $87,871.05. This grati-
fying, though not at all unexpected profitable result on one water-
way at least, has been effected by putting into commission the four
new powerful modern towboats completed during the year. With
the addition of the remaining two under construction, now 96 per
cent finished, and the completion of the system of terminals now
under construction at St. Louis, Cairo, Memphis, and New Orleans,
there is no doubt that henceforth the net profits of the Federal Barge
Line on the Mississippi will be substantial and regular and of an
amount sufficient to overcome in a very large measure any loss sus-
tained by continued Government operation on the other waterways,
now the subjects of experiment as a means of regular transportation.
The practical completion and putting into commission of all of the
new equipment designed for the several lines—the actual start in the
construction of a coordinated system of modern terminals—the sale
of the equipment and the abandonment of Government operation on
the New York Canal, not, however, until it had demonstrated the
practical commercial soundness of the enterprise to the satisfaction
of well-informed business men—the inauguration of the Federal Barge
Line service on the intracoastal route—these are the major outcom-
ings of the year's operation of this service. Each of these events, all
of them of direct and telling influence in inland water transportation,
is discussed at length under the appropriate section of the following
detailed report.
- TRANSPORTATION FACILITIES ON INILAND WATERWAYS. 3
FLOATING EQUIPMENT.
At the close of the fiscal year, June 30, the full vessel construction
program had been completed and all vessels were in operation
except the following:
Two twin-screw tunnel towboats under contract with Marietta
Manufacturing Co., Point Pleasant, W. Va., for services on the Mis-
sissippi River.
One twin-screw tunnel self-propelled barge under contract with
the St. Louis Boat & Engineering Co., St. Louis, Mo., for services on
Warrior River.
One terminal barge under contract with the Dubuque Boat &
Boiler Works, Dubuque, Iowa, for the Vicksburg tº.
TERMINALS.
With the new especially designed floating equipment now prac-
tically completed and performing with reasonable satisfaction, the
lack of terminal facilities becomes the one great obstacle to success-
ful, that is profitable, income-producing, operation. As the review
which follows shows, every effort is being exerted to hasten the com-
letion of terminals at each of the interchange points already se-
ected. The sore need of reducing the cost of transferring freight
from barge to car and vice versa is manifest when it is considered,
taking the Mississippi River section as an example, that using the
present terminal facilities, obsolete in design and costly in operation,
39 cents out of every dollar earned for freight carriage is paid out
for terminal charges, and that it actually costs 4 cents per ton more
to load freight on the barge at St. Louis and unload it at New Or-
leans than it does to haul it the 1,142 miles of river stretching be-
tween these two cities. Moreover, the losses and damage to freight,
caused almost entirely by the present crude methods of i.
and unloading, has reached the forbidding figure of 18 cents for
... on of freight hauled, amounting to 4 cents out of every dollar
C8.I’IneCl.
When it is taken into account that the railroads of the United
States—and it is with the railroads that these barge lines come into
active competition—suffer in loss and damage to freight only 4%
cents per ton transported, or about 2% cents out of every dollar
earned, the necessity for modern river and rail terminals tº:
all the more impressive.
Under the provisions of section 201 of the transportation act as
amended, the Secretary of War is authorized not only to construct
terminal facilities for the interchange of traffic between rail and
water carriers, but to make loans out of moneys available therefor
to any “State, municipality, or transportation company, or to
expend such moneys for necessary terminal improvements and
facilities upon property leased from such States, municipalities, or
transportation companies under terms approved by the Interstate
Commerce Commission.” Acting upon this authority, and on the
recommendation of this office, the sum of $400,000 was loaned by
the Secretary of War to the city of New Orleans for a period of 20
years without interest, for the purpose of constructing certain
greatly needed improvements in river and rail terminals at New
4 TRANSPORTATION FACILITIES ON INLAND WATERWAYS. _
Orleans. Under the terms of the loan contract, the equipment of
the Federal Barge Line on the Mississippi River will have preferen-
tial rights. It is stipulated further that the sum thus advanced is
to be repaid to the Secretary of War in 20 equal annual installments,
the first of which falls due July 1, 1922.
AUDITS.
Operating as a common carrier, subject to the regulations of the
Interstate Commerce Commission, this service is required to keep its
records and accounts according to the methods prescribed by the
Interstate Commerce Commission for “carriers by water,” and all
books and accounts therefore are subject to examinations by the field
examiners of the Interstate Commerce Commission. Such examina-
tions, however, are at the best of a very general character—they are
in no sense a thorough audit, and while all disbursing officers in the
service are bonded and their accounts periodically checked by the resi-
dent auditors of the several sections of this service, it was felt, inas-
much as no outside audit had been made since the beginning of the
service in 1918, that a thorough expert examination should be made
into the books and accounts of all four branches of the service.
Messrs. Ernst & Ernst, certified public accountants, were employed
for this work with instructions to make a complete audit. This was
done. The reports, covering a period of 28 months, revealed an excel-
lent condition of the bookkeeping and accounting for the Mississippi-
Warrior section; only one correction was found necessary, and that
for a trifling amount. The records of the New York Canal section,
however, I regret to say, were found to be in an unsatisfactory condi-
tion, but the auditors were enabled to locate and, happily, to correct
the numerous errors and to reconcile the differences discovered by
their examination.
It is believed that with adequate personnel, all of the auditing and
examination of the accounts can be conducted under the supervision
of this office, and considerable saving made, without relaxing in any
wise the carefulness of the examination. Plans are now under con-
sideration for installing such a system of audits.
Analysis of the appropriation, “Transportation facilities on inland and coastwise water-
ways, 1921,” as of June 30, 1921.
Amount appropriated, as per sundry civil appropriation act, 1921, ap- ſº
proved ſº *** * * * * * * * *y ºn apprºpranº ºf $4,000,000.00
Summary of expenditures and obligations
incurred:
Investments—
Improvement and development river
tèrminals—
East St. Louis, Ill...... $82, 314. 13
Cairo, Ill. . . . . . . . . . . . . . 104,315. 32
Memphis, Tenn. . . . . . . . 76,701. 49
Vicksburg, Miss. . . . . . . 14, 234.94
Mobile, Ala... . . . . . . . . . 381,655.91
New Orleans, La. . . . . . . 264, 699.82
South St. Louis, Mo.... 215,000.00
Demopolis, Ala......... 30, 500.00
Tuscaloosa, Ala. . . . . . . . 8,500.00
Port of Birmingham,
Ala. . . . . . . . . . . . . . . . . 39, 500.00
Cordova, Ala... . . . . . . . . 69, 554.00
& — $1,286,975. 61
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 5
Summary of expenditures and obligations
incurred—Continued. -
Investments—Continued.
Floating equipment—
Furnishings and addi-
tions, vessels. . . . . . . . $274, 602. 32
Repair barge, St. Louis,
Mo. . . . . . . . . . . . . . . . . 36,000.00
Purchase and recondi- 4.
tioning.......... . . . . . 642, 845.46
Delivery charges, from ſ
point of construction
to point of service. . . 20,000.00
— $973, 447. 78
Radio equipment—
Wireless sets for vessels
and terminals. . . . . . . . . . . . . . . . . . 54, 257.81
Loans to municipalities—
City of New Orleans, La. . . . . . . . . . . . 270,495.02
Total investments.-------------------------- $2,585, 176. 22
Expenses— -
Office, Washington, D.C.—
Salaries, civilian em-
ployees. . . . . . . . . . . . . . 15, 573. 34
Office expenses. . . . . . . . 604. 48
Field—
Salary, civilian em-
ployee. . . . . . . . . . . . . . 2,333.33
Expenses. . . . . . . . . . . . . 300. 00
16, 177.82
2, 633. 33
Supervisory— -
Experts, auditing and
inspecting........... . . . . . . . . . . . . 25,010.85
º sections—
ississippi - Warrior
service. . . . . . . . . - - - - - 764, 419. 56
New York canal section. 548, 815. 84
Intracoastal division.... 57, 766. 38
— 1, 371, 001. 78
Total expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,414,823. 78 4,000,000.00
PERSONNEI,.
As Congress fixed the amount available for experts, clerks, and
other employees of the Washington office at $17,680, the work was
carried on by the following very limited personnel: One chief of con-
struction, one accountant, one chief clerk, five clerks, one messenger.
In addition to these, one colonel and two captains have been detailed
for service to this office. *
T. Q. AsHBURN,
Colonel, C. A. C. (D. O. L.) Acting Chief,
Inland and Coastwise Waterways Service.
77390–22—2
NEW YORK CANAL SECTION.
This is based largely upon the report of Mr. H. S. Quigel, federal
manager, with the exception of so much as relates to the sale of the
equipment. *
FLOATING EQUIPMENT.
At the beginning of the fiscal year there were in service 8 self-
propelled barges (Albany, Dutchess, Greene, Herkimer, Monroe, Mont-
gomery, Orange, and Orleans), 51 steel, 20 concrete, and 3 wooden
cargo barges, 4 tugs owned by the New York Canal Section, and 7
chartered tugs. One additional tug, the Carlotta, owned by the New
York Canal Section, was out of commission at Buffalo awaiting sale.
Additional self-propelled barges were put in service as follows:
In July, 4 (Ontario, Putnam, Rensselaer, and Washington), August,
º: and, Saratoga, Schuyler, and Tompkins), September 1
Ster).
As additional self-propelled barges were placed in service from
time to time tugs which had been chartered were taken out of service,
as follows:
Tug Mago, August 6, 1921; tug Marion, August 25, 1921; tug
Coates, July 29, 1921; tug Crescent, July 26, 1921; tug Brogan, August
2, 1921; tug Cleveland, September 20, 1921; Tug A. T. S. No. 6, Sep-
tember 22, 1921.
. . Concrete car-float No. 6, moored at Tonawanda, the property of
the Transportation Service was transferred to the Inland and Coast-
wise Waterways Service. It was intended to fit this out as a fuel-oil
barge and moor it at a point about midway through the canal so as
to afford an adequate F. supply for the self-propelled barges.
Estimates of cost for conversion into an oil barge had been obtained
prior to the close of navigation, but work had not been commenced
TERMINALS.
The terminal situation was the same as during the preceding fiscal
year. Pier 12, East River, New York City, was shared with the
quartermaster corps from the beginning of the fiscal year to February
28, 1921. At Buffalo the Union Dock and Ganson Street terminals
were used. Railroad terminal was used at Beacon, N. Y., and the
State Barge Canal terminal at Troy. These were the only points at
which package freight, was handled. There were no accidents or
damages at terminals during the year.
OPERATIONS.
Self-propelled barges.—The minimum number of self-propelled
barges in service during the fiscal year was eight at the beginning of
the year. . The number was increased as additional barges were com-
pleted and turned over to the operating department until the maxi-
mum of 17 was reached early in September. One was transferred to
the intracoastal division in October. In general, the performance of
§
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. , 7
these vessels was quite satisfactory although some very large repair
bills were incurred on a number of the vessels due to breakdown of
main engines or auxiliaries. Brickwork in the boilers also required
frequent replacement. The frequent and extensive repairs were not
only expensive but seriously interfered with service. It was not an
unusual occurrence to have a fleet of loaded barges held either at New
York or Buffalo for several days awaiting completion of repairs to a
self-propelled barge to provide necessary towage. Numerous pro-
peller blades were broken and rudders torn off in the canal. This did
not ordinarily disable the vessel entirely as being of twin screw type
they could proceed to port with one engine operating. -
The Delco lighting systems were very unreliable and were removed
from the vessels and replaced by steam turbo-generators which gave
good results. *.
Usually after these vessels had made their initial round trip through
the canal it was necessary to expend large sums for repairs or replace-
. after which machinery trouble was experienced to a lesser
QQI’eG.
As the fuel-oil consumption on the self-propelled barges was very
high the operation was unduly expensive, especially in view of the
unfortunately high price of fuel oil during the year. Fuel was
readily obtainable in New York Harbor, but not along the canal.
The capacity of the fuel tanks was barely sufficient to insure a voyage
between New York and Buffalo without fueling en route. As no
provision had been made prior to placing the vessels in operation at
the beginning of the season for fueling en route, many delays were
experienced during the season. Fuel could be procured at Albany,
but the facilities for delivering to vessels were primitive and very
slow. This difficulty had not been overcome at the close of naviga-
tion, although every effort was made to do so. At Buffalo fuel oil
was delivered from tank cars, which was also slow and very expensive.
Plans were under way at the close of the season for barging the oil to
a point about midway through the canal and transferring there to an
oil-storage barge. While the necessity for an adequate oil supply in
the canal was apparent throughout the season, it was forcibly ...
strated near the close of the year when, due to high water in the
Mohawk River, a number of fleets were delayed to such extent that
the fuel oil was all consumed and the vessels had to be towed to
Albany by tugs, where they obtained fuel to enable them to proceed
to New York. An analysis of the performance data for the self-
propelled barges shows them to have been repairing about 12 per
cent of their time and fueling about 6 per cent.
Steel barges.—The operation of steel cargo barges was in general
very satisfactory. They proved to be well adapted for the service in
which they were engaged, withstanding collision with other craft or
canal structures without serious damage. Whenever it became neces-
sary to repair steering gear, advantage was taken of the opportunity
to shift the steering wheel forward from its original location at the
extreme stern of the vessel to a point between hatches five and six.
This greatly improved the steering quality of the barges. The diffi-
culty of steering was the principal complaint concerning this par-
tº: type of barge.
Concrete barges.—Sufficient experience was had with the rein-
foréed concrete barges to Justify the positive statement that this type
8 TRANSPORTATION FACILITIES ON INILAND WATERWAYS.
of barge can not be successfully operated on the barge canal or in
congested harbors when frequent contact with other vessels is likely
unless they are improved by the addition of transverse bulkheads.
This might obviate the results shown by the following remarks. . A
trial of transverse bulkheads ought to be made to determine whether
the concrete barges are the total failures they appear to be. There
were numerous sinkings of these vessels during the season, resulting
in heavy loss due to damaged cargo. Investigation of the circum-
stances attending these disasters in general showed that under similar
conditions there would have been little, if any, damage to a wooden
vessel and none to a vessel constructed of steel. The slightest blow
usually fractured the steel of the concrete barge, which if below the
water line permitted water to enter so rapidly that the vessel usually
sunk before it could be beached or the power unit towing it could
get alongside to siphon. In those cases where the fracture oc-
curred forward of the water-tight collision bulkhead, damage to
cargo was prevented. If the fracture was aft of the bulkhead a
sinking almost invariably resulted. On account of their greater
draft when light, it had been the practice to utilize the concrete
barges whenever possible for carrying so-called merchandise freight,
as even when filled to its cubical capacity there was not sufficient
weight of cargo to put the vessel down below a safe navigating
depth in the canal. This left the steel and wooden barges avail-
able for the heavier commodities handled. However, when an
accident did occur, the damage to the higher class freight with
which the concrete barges were usually loaded resulted in very
heavy damage claims. A study to determine the relative effi-
ciency of steel, wood, and concrete barges, considering carrying
capacity and consequently earning power, repairs, and damage
claims, showed conclusively. that the reinforced concrete type of
vessel had no place in an operation where it was constantly in close
proximity to bridge piers and abutments, lock and dock walls, and
other vessels. Elsewhere in this report is a statement of damages
sustained by vessels of the New York Canal Section between July
1 and close of navigation, about November 30, to which attention
is invited. In this connection it should be borne in mind that but
20 concrete barges were operated, as against 51 steel, eliminating
from consideration the 17 self-propelled steel barges. In only one
case, that of No. 247, was a steel barge sunk in the two years vessels
of this type were operated and that was due to a severe storm driv-
ing the vessel against a breakwater wall after the towing hawser
had broken, leaving the vessel helpless in the storm. Toward the
close of the season concrete barges were not loaded when steel or
wooden barges were available, and even when loaded an effort was
always made to secure for them cargoes of gravel or other commodity
of low value and not easily damaged.
Tugs.--The tugs owned by the New York Canal Section were all
quite old and as their upkeep was very expensive they were grad-
ually taken out of service. -
The tug Kropp was sold November 12, 1920; the Carlotta, November
19, 1920; the Dahl, February 9, 1921; the Lenahan, on April 7, 1921, .
when all equipment was advertised for sale; and the Sprankle on
June 6, 1921, when all the New York Canal Section equipment was
sold.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 9
The maximum number of chartered tugs in service at any one
time was seven, between July 1 and July 26. Thereafter they were
gradually taken out of service, until September 22 the last one,
A. T. S. No. 6, was returned to the Army Transport Service. During
the latter part of her service the A. T. S. No. 6 was used almost entirely
for towing on Long Island Sound as far east as Providence, R. I.
Earlier in the season the A. T. S. No. 6 was used in towing on the Hud-
son River between New York and Albany. The other chartered tugs
were used in the canal only.
SALE OF EQUIPMENT.
Almost immediately after the passage of the transportation act of
1920, by which the duties in connection with the inland waterway
operation and development were transferred from the Railroad Ad-
ministration to the Secretary of War, a movement was commenced
in New York State to secure legislation to compel the withdrawal of
the Federal Government from operating activities on the New York
State Barge Canal—a waterway owned entirely by the State of New
York. ithout such legislation no course was left open to the Secre-
tary of War other than that of continuing the operation already
inaugurated by the Railroad Administration.
As a result of this attitude on the part of the citizens of New York
State a bill was introduced in Congress by Senator Wadsworth, of
New York, officially known as Senate Joint Resolution No. 161, and
later unofficially known as the Wadsworth amendment. This bill
amended the transportation act so as to exclude the New York State
waterway from the provisions of the mandatory continuance of oper-
ation clause of section 201 of the transportation act. During the
spring and fall of 1920 hearings were held on this bill. The War De-
partment representatives who were called to appear before the com-
mittee considering it maintained that it would be a mistake to
discontinue Federal operation on this section before the experiment
had proceeded far enough to determine whether inland water trans-
portation could be successfully maintained between Buffalo and New
York. They believed that the work of the section, if allowed to con-
tinue, would produce results which would be of inestimable value to
the commercial public, not only of the State of New York, but also
of all that portion of the Middle West served by water transportation
on the Great Lakes. *
But as this service is only an agency of the people and exists solely
for their convenience and financial benefit, it was felt by the War
Department that the matter of continuing operation should be de-
termined without influence from any executive agency. In the mat-
ter of the sale of the equipment of the New York Canal Section, how-
ever, the War Department officials felt most strongly that the inter-
ests of the whole country should be considered. Any proposition
which would compel the sale of this equipment to individuals in any
particular locality or which placed limits upon this sale which would
tend to restrict the money that could be recovered through such a
sale were most strongly opposed.
The bill finally passed both houses of Congress and was signed by
the President on February 27, 1921. It became a law under the name
10 TRANSPORTATION FACILITIES, ON IN LAND WATERWAYS.
of public resolution No. 62 of the Sixty-sixth Congress. In its
hº form it provided for the immediate discontinuance of operation
on the New York State Barge Canal and directed the sale of at least
75 per cent of the equipment. However, all restrictions as to length
of time allowed to make this sale were removed and in their place
a provision was inserted permitting the War Department, if neces-
sary, to lease these vessels until such time as a satisfactory sale
could be accomplished. It also permitted the retention of 25 per
cent of the equipment for use on other waterways.
WADSWORTH AMENDMENT.
Resolved by the Senate and House of Representatives of the United States of America
in Congress assembled, That at the end of thirty days after the passage of this resolution
the authority conferred upon the Secretary of War under section 201 of the Trans-
portation Act, 1920, to operate for commercial purposes boats, barges, tugs or other
transportation facilities upon the New York State Barge Canal shall cease, and there-
after there shall be no such operation by the Secretary of War or any other agency
of the United States. The Secretary of War shall, as soon as is practicable, dispose
of boats, barges, tugs, and other transportation facilities purchased or constructed for
use upon the said canal, and, pending final disposition, the Secretary of War may
lease the same: Provided, That all the money obtained from the sale or lease of these
boats, barges, and tugs shall be available until expended by the Inland and Coast-
wise Waterways Service of the War Department in the inauguration and development
of other inland, canal, and coastwise waterways in accordance with the expressed
desire of Congress in section 500 of the Transportation Act, 1920: Provided further,
That not to exceed 25 per centum of the boats, barges, and tugs built or purchased
for the United States, herein authorized to be sold, may be retained by the United
States for the operation of other inland, canal, or coastwise routes of the United States
until such equipment can be replaced by other equipment to be purchased from
funds received from the sale prescribed above. (Approved February 27, 1921.)
In accordance with the provisions of this bill, steps were at Once
taken to advertise for sale 75 per cent of the floating equipment for-
merly operated on the New York State Canal, and the following
equipment was offered for sale:
Inland and Coastwise Waterways Service, floating equipment offered for sale, New York
Camal Section.



Unit
Type. Name. No. Dimensions. cargo I. H. P.
tº capacity.
Steel self-propelled barges....; Albany. . . . . . . . . .....| 20 | 150 by 20 by 12 feet.... 350 400
Dutchess....... -------|------|----. do---------------- 350 400
Greene....... ---------|------|----- do---------------- 350 400
Herkimer. ------------|------|----- do---------------- 350 400
Montgomery..........|-- • * ~ * ! • - - - - do---------------- 350 400
Monroe. --------------|------|----- do---------------- 350 400
Ontario. --------------------|----- do---------------- 350 400
Orleans. --------------|------|----- do-------------... 350 400
Putnam. -------------|------|----- do----------...... 350 400
Renssellaer. . . . . . . . ...l......!..... do---------------. 350 400
Rockland. ------------|------|----. do---------------. 350 400
Washington.----------|------j-.... do---------------- 350 400
favne..... -----------------|----. do---------------- 350 400
Westchester...........l........... do---------------. 350 400
City of New Bern................ do---------------- 350 400
Steel cargo barges.----------------------------------- 38 150 by 20 by 12 feet.... 650 |..........
Concrete cargo barges........'...--------------------. 16 || 150 by 21 by 12 feet.... 600 ..........
ood barges (C. & O. Canal) ........................ 10 | 98 by 14 by 7 feet.... 120 |..........
Wood barges................. … 3 130 by 21 by 12 feet.... 600 |..........&
Purchased. |
Steel tug-----------------... Sprankle.............. 1 58 by 16.2 by 7.5 feet... 150 ---.......
Do---------------------- Lenahan.............. 1 60 by 17 by 7 feet...... 110 * * * * * * * * * *
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 11
Orders for this advertising went out to the newspapers on March 1
and 2, barely four days after the signing of the bill. The sealed
bids resulting from these advertisements were opened on April 7.
The equipment was offered for sale either in its entirety or by blocks,
prearranged by this service. . The advertising for this sale was done
in a very limited number of papers in the States along the north
Atlantic coast and the eastern Great Lakes. A standard form of
inconspicuous Government advertisement was used.
The interest displayed in this sale was very slight and the returns
were rather discouraging. It was estimated that the original cost
to the Government of the equipment offered had been in the vicinity
of $3,500,000. It was hoped that at least a third of this original
cost of production could be recovered in the sale. With the excep-
tion, however, of a bid of $7,177 on the tug Lenahan, a small tug .
Fº second-hand by the Railroad Administration three years
before, all bids were ridiculously small. With the exception of the
bid on the tug above mentioned, they were all rejected. The equip-
ment was at once readvertised, and this time a very energetic sales
publicity campaign was undertaken.
Despite these efforts, however, the returns received on May 16,
when the bids on the equipment were again opened, fell short of
expectations. The financial stringency and the period of general
industrial depression through which the country was passing made
people loath to embark on any transportation venture. No reason-
able bids for purchase were received. Two reasonable bids for lease
were considered, but not being recommended for acceptance by this
service were rejected, and the service was authorized to enter into
private negotiations for the sale of the equipment. Two more
organizations, whose purpose was the acquisition of this equipment,
were interested, and made bids very hº the same. After careful
consideration it was decided to award the sale to Mr. E. G. Warfield
on his bid of $1,000,000 on the following terms: Seventy-five thou-
sand at the time of the sale. The syndicate in their individual
capacities bound themselves to pay $100,000 on January 1, 1922,
and $75,000 on July 1, 1922, interest accruing at the rate of 5 per
cent. The New York Canal & Great Lakes Transportation Co., the
corporation formed by the syndicate to operate these boats, then
assumed the obligation of paying the remaining $750,000 in 72 equal
payments over a period of 6 years commencing July 1, 1922. These
payments were secured by notes of the corporation on which 5 per
cent interest accrued. The syndicate also bonded the payment of
the first $250,000 and bonded proper maintenance in the amount of
$100,000. Insurance in the amount of $1,000,000 was placed on the
boats, and preferred mortgages made and recorded in favor of the
United States.
All things considered the sale was very advantageous. The market
was bad and business conditions were depressed, yet the operation
of the canal had been sufficiently successful to impress these }.
men with its commercial possibilities. The amount recovered
through this sale approximated one-third of the original cost of this
equipment constructed under war-time conditions at the peak of
war-time prices.
12 TRANSPORTATION FACILITIES ON INILAND WATERWAYS.
Abstract of bids on New York Canal section floating equipment, opened May 16, 1921.
Bidder, name, and address. . . Equipment covered by bid. Terms. Anºt of
The Central Dredging Co., 600 Tug Sprankle............... Plan No. 2 (25 per cent cash, $4,100.00
Bangor Building, Cleve- 15 per cent yearly, 3 years,
land, Ohio. 10 per cent yearly, 3 years).
Knickerbocker Marine Navi- || All advertised for sale. . . . . . . Plan No. 2.................. 300,100.00
gation Co., 841 Broadway,
New York, N. Y.
Wm. M. Murphy, 145 Erie Wooden barge No. 501............ do----------------------. 2,000.00
Street. Buffalo, N. Y. .
Geo. J. 'Meyer Mait & Grain Concrete barge No. 104...... Cash-----------------------. 800, 00
Corporation, 314 Niagara
Street, Buffalo, N. Y.
Wooden barge 50l...........|..... do----------------------- 2,000.00
Hubert *. foot Mechanic || Wooden barge 502. . . . . . . . . . . . . . . . do----------------------. 1,600.00
Street, Buffalo, N. Y. Wooden barge 503. . . . . . . . . . . . . . . . do----------------------. 1,600.00
”BOVl §: º: * * * * * * * * * * * * s tº gº i º e is a º do----------------------. 2,000.00
Anthony O'Boyle, 16–18 | en barge 50l........... Cash within 10 days aft 3,333.33
Bridge Street, New York, RWooden barge 502. . . . . . . . . . . 1UIll gay er 3,333. :
N. Y. y ' |lwooden barge 503........... acceptance of bid. 3,333. ;
Chas. H. Bardwell, Room 711, All advertised for sale....... Lease and purch as e— 1, 134,000.00
141 Broadway, New York monthly payments $2,500
City, N. Y. charter hire, $11,000 on
aCCOunt purchase price.
W. J. Jaques, 1222 Parkview Tug Sprankle............... Plan No. 2.................. 3,000.00
Avenue, Detroit, Mich.
Astoria Light, Heat & Power | Either wooden barge 502 or Cash........................ 4,000.00
Co., 130 £ast Fifteenth wooden barge 503.
Street, New York, N. Y. -
E. G. Warfield. Fier 32, East || All advertised for sale....... Bid for lease for 6 months at 1,000,000.00
River, New York, N. Y. $10,000 per month with
e option to purchase Oct. 1
1921; payable — deferred
payments over period of 6
years.
-*- ~--------
CASUALTIES.
Steamer Monroe and tow passing Spencerport on July 21, 1920,
did considerable damage to a dock owned by Chauncey Brainard,
of jº: The accident was caused by the parting of a cable
on the steering gear of barge No. 205. The steersman on barge 305
was injured. -
Barge 240, in tow of steamer Schuyler, on July 31, 1920, damaged
a lumber dock owned by Dodge & Bliss Co., of Tonawanda, N. Y.
The accident was caused by the strong current running in the river
at the time.
Steamer Saratoga, eastbound with a three-barge tow, was entering
the canal from the Mohawk River in the vicinity of guard gate No. 5
shortly before noon of December 2; the towing cable parted and
barge No. 234 was carried downstream and lodged underneath the
highway bridge across the Mohawk River at that point. There was
no damage to barge aside from tearing the canvas hatch covers,
but the bridge was damaged to some extent.
Steamer Dutchess, eastbound with a three-barge tow, did some dam-
age to a guard pier and boathouse at Baldwinsville, N.Y., on October
18, 1920. The accident was caused by the parting of a wheel cable.
There was no damage to steamer or barges. *
Barges 218, 228, and 238 were moored at Erie Basin, New York
Harbor, on December 5, 1920. During a heavy gale these barges
went adrift and barge No. 238 collided with the tug Underwriter,
which was moored in that vicinity, resulting in a slight damage to
the stern of the tug but no damage to the barge.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 13
Steamer Ontario and tow, en route from Troy to New York, tied up
at New Baltimore, N. Y., to a dock owned by W. J. Wade. In
jºins fast to the dock some piling and planks were pulled out of
8,06.
p Steamer Washington and tow of three barges, northbound on the
Hudson River, on the night of October 12 did some damage to three
motor boats that were moored at Yonkers, N. Y. Engine trouble
was the cause of the accident.
Concrete barge No. 106, westbound, light, in tow of steamer Ontario,
struck an abutment of the guard gate at Clyde, N. Y., on Novem-
ber 15, 1920, putting a large hole on her starboard side under the
water line, causing her to sink. -
Concrete barge No. 108, westbound, in tow of the steamer Herkimer,
was damaged on October 20, 1920, by coming in contact with some
obstruction in the canal at Adams Basin. -
Concrete barge 110, eastbound, loaded with rye, in tow of the
steamer Saratoga, developed a leak on November 26 and sunk in the
vicinity of Rochester. - -
Concrete barges Nos. 114 and 120, loaded with pig iron, en route
from New York to New Haven, Conn., in tow of the steamer Rockland,
were caught in a storm in the vicinity of Bridgeport on October 1,
causing the barges to come together with sufficient force to break
holes in the side of each barge, which caused them to sink. . -
Concrete barge No. 117, eastbound, loaded with flour, in tow of the
steamer Ontario, hit bridge abutment at Pickford's Bridge on August
16, breaking a hole in her bottom about 3 feet long by 1 foot wide.
Two siphons were immediately placed in her and the hole was re-
paired without any damage to cargo. The fracture occurred forward
of the collision j
Barge No. 247, light, en route from Providence to New York in tow
of the steamer Rensselaer on November 3, was sunk at New Haven,
Conn., caused by pounding against the eastern breakwater, after the
breaking of the hawser during a heavy storm.
Concrete barge No. 104, with three other barges in tow of the
steamer Ulster, proceeding south on the Hudson River in the vicinity
of West Point, N. Y., on the night of September 29, 1920, was in
collision with some barges in tow of a tug owned by the Cornell Steam-
boat Co., resulting in #. sinking of two of the barges which were in
the cornell Steamboat Co.'s tow and slight damage to barge No. 104.
Concrete barge No. 117, in tow of steamer Tompkins, proceedin
from Tenth Street, East River, to Pier 5, East #. ew York
Harbor, at about 5.30 p.m., September 16, 1920, drifted with the tide
into a dredge owned by the New Jersey Shipbuilding Corporation,
which was anchored out in the river about 300 feet from Pier 5, re-
sulting in considerable damage to both the dredge and barge No. 117.
Concrete barge No. 107, in tow of steamer Washington, proceeding
from Troy Terminal to Waterford on the morning of October 23, 1920,
struck abutment of the Delaware & Hudson Railroad bridge, damag-
ing the barge to such an extent that she sunk before she could be
beached. The barge was loaded with binder twine and general
merchandise.
Concrete barge No. 121, loaded with gravel, westbound, in tow of
tug B. L. Cowles, while passing through Little Falls, N. Y., on Decem-
77390—22—3
14 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
ber 14, was caught by the wind and current, which swung her against
a stone ledge, breaking a hole in her side.
Steamer Tompkins, while making a landing at Pier 6, East River,
on October 20, 1920, is alleged to have damaged canal barge S. N. Co.
No. 1.
While steamer Orange and tow was proceeding westbound through
the canal on August 21, 1920, one of the barges in the Orange's tow
was in collision with one of the barges in tow of steamer Lawrence,
operated by the Inland Marine Corporation. The collision occurred
when the 8. attempted to pass the Lawrence's tow, going in the
same direction, and was due to the grounding of the Lawrence and
resulting loss of control of her tow.
While the steamer Putnam and tow, eastbound in the canal in the
vicinity of Medina, N. Y., on November 21, 1920, was passing a fleet
of the Inland Marine Corporation, going in the opposite direction,
barge No. 213, in the Putnam's tow, came into collision with the
barge Nellie Dolan, resulting in considerable damage to the latter.
There was no damage to barge 213. The barges in the Putnam's tow
were in single file formation, while those of the other fleet were being
towed two abreast. .
Chesapeake & Ohio Canal barges.—The terms under which the 10
Government-owned wooden barges were operated on the Chesapeake
& Ohio Canal between Cumberland, Md., and Washington, provided
for the payment of 10 cents per ton for coal transported to Wii.
burg, and 20 cents per ton on coal transported to Washington. The
Canal Towage Co., lessee of this equipment, furnished tºnnage and
paid the crews, but repairs were made at the expense of the Govern-
ment. All revenue thus accrued was credited to the account of the
New York Barge Canal section.
These barges were included in the sale of the New York Barge Canal
equipment.
Detailed statement of tonnage and net revenue follows.
Coal tonnage and net revenue of 10 wooden barges leased to the
Canal Towage Co., for use in transportation of coal on the Chesa-
eake & Ohio Canal, from July, 1920, to closing, together with totals
or year 1920 up to beginning of fiscal year, 1921.
C. & O. Canal barges (operated during open season only, April to November).

Tonnage to—
. Gross * Net
Month. * Ayº A Repairs. w
George- || Williams- Other revenue. Te Venue.
toW11. port. points.
April, May, and June......... 4,427.74 1,255. 39 226. 56 $1,039.51 $458.63 $580.88
July.-----..................... 1,812.94 918.48 |............ 454. 44 134.44 320.00
August........................ 2, 162. 70 341.25 |............ 466.67 132.94 333.73
September.................... 1,480.01 1,250. 19 |........ . . . . 421.02 89.38 331.64
October....................... 1,932. 72 343.34 . . . . . . . . . . . . 420.87 55. 18 365. 69
November..................... 1,692.19 795. 67 113.95 429. 40 115.45 313.95
Total fiscal year 1921....] 9,080.56 3,648.93 113.95 2, 192.40 527. 39 1,665.01
Total for 1920 season *
(Calendar)............. 13,508.30 4,904.32 340. 51 3,231.91 986.02 2,245.89
TRANSPORTATION FACILITIES ON IN LAND WATERWAYS. 15
THE INTRACOSTAL DIVISION AS A BRANCH OF THE NEW YORK
CANAL SECTION.
[Based largely upon report by Mr. H. S. Quigel, Federal Manager.]
As a division of the New York Canal Section operations on the
intracoastal route were conducted direct from the general office of
the New York Canal Section in New York from October 15, 1920,
until February 28, 1921, when the service was established as a sepa-
rate operating unit. This report, therefore, covers only the 4}-month
F. when it was a part of the New York Canal Section. The report
or the period of its operation as an independent division follows in a .
separate chapter.
Floating equipment.—Equipment available to the intracoastal
division at the outset consisted of one self-propelled and three steel
cargo barges. This was subsequently increased to 6 self-propelled
and 13 cargo barges, of which 9 were steel and 4 reinforced concrete,
as follows:
Self-propelled barge Wayne, Orange, Ulster, Westchester, Rockland,
City º New Bern; steel cargo barges Nos. 236, 237, 243, 209, 214,
240, 223, 224, 228; reinforced concrete barges Nos. 101, 108, 115, 118.
The foregoing equipment had all been designed and constructed
for operation upon the New York State Barge Canal and, while not
particularly adapted for operation on Chesapeake Bay and con-
necting waters, has continued to function satisfactorily.
When the intracoastal division was separated from the New York
Canal Section on February 28, the power barges Rockland, Wayne,
Westchester, and City of New Bern were taken to New York for sale
with other equipment, and power barges Tompkins, Saratoga, and
Schuyler were transferred to the intracoastal division together with
four additional steel cargo barges Nos. 230, 242, 244, and 249.
OPERATIONS.
On October 15, 1920, service was inaugurated on the intracoastal
division of the New York Canal Section. This service extended from
§§more Md., to Norfolk, Va., Washington, N. C., and New Bern,
The self-propelled barge Wayne, just completed at New Bern, N.C.,
was the . vessel available on those waters when service was estab-
lished. Steel cargo barges Nos. 236, 237, and 243, which were trans-
ferred to the intracoastal division, left New York on October 16,
1920, in tow of the self-propelled barge Orange, temporarily with-
drawn from the main New º Canal Section. The Orange and
tow, taking the inland route, arrived in Baltimore, Md., on October
21. The Orange was started back to New York, but as the Wayne,
which left New Bern on October 15 with a cargo of lumber, devel-
oped serious engine trouble en route and had to undergo extensive
repairs at the Norfolk Navy Yard, it was necessary to return the
Orange to Baltimore to continue the service which had been an-
nounced. The Orange was accordingly intercepted at Kingston,
N. J., October 25 and ordered back. She reached Baltimore on
October 28, 1920, and left October 29 for New Bern on the first
southbound voyage on the intracoastal division.
16 TRANSPORTATION FACILITIES ON INLAND WATERw Ays.
The Wayne completed repairs and departed Norfolk on November
6, arriving Baltimore November 7. *. more or less engine and
boiler trouble was thereafter experienced with the Wayne, it was con-
cluded to leave the Orange on the intracoastal division.
On November 29 the self-propelled barge Ulster, and steel cargo
barges Nos. 209, 214, and 240, which were laid up for the winter in
New York, were sent from New York to the intracoastal division to
provide additional equipment to take care of anticipated increased
tonnage on that route. The tow arrived in Baltimore December 6.
The self-propelled barge Westchester, having been completed in the
meantime at New Bern, N. C., was turned over to the operating
department in December and put in service. She left New Bern,
N. C., December 7 with a cargo of cotton for Norfolk, which port
was reached without serious mishap to hull or machinery. The West-
chester left Norfolk December 12 with a tow of three large scows for
Beaufort, N. C. The vessel developed serious boiler trouble upon
arrival at Morehead City and had to be towed to New Bern and thence
to Norfolk for repairs.
The self-propelled barge Rockland, with concrete cargo barges Nos.
108, 115, and 118, left New York December fi for the intracoastal
division. The barges were taken through the Delaware & Raritan
Canal to Bordentown, and the Rockland then returned to New York
for concrete barge No. 101 and steel cargo barges Nos. 224 and 228.
The fleet left New York December 17. The concrete barges previ-
ously taken through to Bordentown were picked up at that i. and
the four concrete and two steel barges towed as far as Philadelphia,
where steel cargo barge No. 223, which had been previously sent as
far as Philadelphia under charter to another operator, was picked up
and the entire fleet of four concrete and three steel barges towed to
Baltimore at one time without mishap. The fleet arrived at Balti-
more December 30. This additional equipment was sent to the intra-
coastal division before closing of the inland route for the winter, so
as to be available to take care of a large bulk cargo tonnage, which
it was expected would develop during the early months of 1921.
Thereafter the Orange, Ulster, and Rockland were in general use in
regular service. The Wayne made several trips over the route, but
was finally taken out of service at Norfolk for repairs. The West-
chester was repaired at Norfolk during January and early in Febru-
ary was again sent to Morehead City with a tow of scows. Further
boiler trouble was experienced en route. The vessel was again towed
to Norfolk, where the boiler was rebuilt. The boiler of the Wayne
was rebuilt at the same time. r
The self-propelled barge City of New Bern was completed and
turned over to the operating department on January 19. As suffi-
cient power barges were available to take care of all tonnage offered
for movement, the vessel was not put in service, but was held in
reserve at the dock at New Bern. -
The vessels were operated on an irregular schedule for the first three
months, as freight offering did not justify regular service. The ship-
pers in the cities served claimed that increased business would be
offered if a definite schedule of sailings was maintained. In response
to such request a regular service was established January 15, and
thereafter a .sailing was given regularly from Baltimore at 5-day
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 17
intervals. Such schedule of sailings was maintained until Februar
28, when the intracoastal division was detached from the New Yor
Canal Section and conducted as an independent activity. Due to
the unfortunate business depression obtaining generally throughout
the country at the time, the anticipated heavy commodity tonnage
did not develop as expected, even in the face of very advantageous
rates to the shipper.
CASUALTIES.
The first attempt to operate a concrete barge on Chesapeake Bay
resulted in some damage to the barge No. 118, the heavy seas en-
countered carrying away the rudder. The hatches on this type of
barge were not well adapted for navigation in heavy seas and as a
result some damage was sustained by the cargo, which consisted of
fertilizer.
On January 14 several scows moored at Morehead City awaiting
towage to New Orleans broke from their moorings in a heavy storm
and drifted against the trestle of the Norfolk Southern Railway at
that point. Tamage to the extent of approximately $1,800 was
sustained by the trestle. Settlement was effected.
On February 18 the self-propelled barge Orange with two scows in
tow, southbound, was in collision with the trestle of the Norfolk
Southern Railway at Morehead City. Investigation developed the
fact that the bridge tender was at fault in closing the draw when the
Orange was nearly at the bridge. He opened it again almost imme-
diately, but in order to avoid a head-on collision the tow made a com-
plete circle. On account of wind and tide conditions one of the
scows hit when passing through the opening. Liability for damage to
the structure was denied.
On February 25, the self-propelled barge Ulster was in collision
with the motor boat Virginia. When entering the Norfolk & Western
draw, eastern branch of the Elizabeth River, the Virginia headed
across the bow of the Ulster, disregarding signals. Because of
insufficient room between the starboard side of the Ulster and the
bridge the Virginia became jammed. The Ulster immediately backed
to relieve the strain on the motor boat. There was no apparent
damage to the Virginia and none to the Ulster or bridge.
18
TRANSPORTATION FACILITIES ON INIAND WATERWAYS.
NEW YORK CANAL SECTION.
Tonnage, by commodities, handled for fiscal year ending June 30, 1921.

Commodity.
Rooks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
Clothing............ ----------------------------....................
Copper scrap. ---------------------------------.....................
Copper wire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
º shoddy.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .....................
• * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * = e s s = e s = e s = e = *
pig iron............................................................
Salt : • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Sand and gravel
Shredded whoat
• e s e e s = • * ~ * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * = e = e s = e = , = , e.
• * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * = e = * * * * * * * *
Syru
Tents and poles.... . . . . . . . . . . . . . . . . . . . . . . . . -------------............
Wheat
Whiting
Wire rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -------------------------
• = • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
• * * * * * * * * * e s e e s = • * * * * * * * * * * * e s e e s = < * * * * * * * * * * * * * * * * * * * * * *
Fast- West- East and
bound. bound. west.
Toms. Toms. Toms.
2,619 |............ 2,619
560 |............ 560
* * * * * * * > * - - - 977 977
s s º e s e s sº e º a w 15 15
e - e º ºs & © - - - - - 324 324
• a s = e º 'º - - - - - 393 393
e e e º ºs e s e - - - - 49 49
* e s is e º 'º - - - - - 16 16
9, 112 |............ 9, 112
e s e º 'º gº e º 'º e º 'º' 11 11
e e º 'º s ºr e º 'º º º º 24,951 24,951
• e º e º ºs e º e º 'º - 19 19
e e s e º e º ºs • * * * 250 250
717 |............ 717
937 |............ 937
|- - - - - - - - - - - - 65 65
32,846 |... . . . . . . . . . 32,846
|......... 22 22
22,798 |............ 22,798
651 - . . . . . . . . . . . 651
• * * * * * * * * * * * 3, 178 3, 178
497 l. . . . . . . . . . . . 49
e e = e s = e º 'º - - - 5,477 5,477
• * e º e s e e s - - - 138 138
s = e s e s e s = < * * 1,466 1,466
24,385 |. . . . . . . . . . . . 24,385
* g e º 'º e º e º sº tº * 41 41
* * * * * * * * ~ *- - - 152 152
* * * e s e e º e s - - 5 5
* * * * * * * - - - - - 450 450
95, 122 37,999 133,121
Summary comparative statement of tonnage transported, together with revenues and met
'ncome or deficit during fiscal years ended June 30, 1920 and 1921.

1921 1920
Tonnage. Total revenues. Deficit. Tonnage. |Total revenues. Deficit.
-
1 141, 154 $499,670.33 $885, 101.58 189,451 $309,807. 17 $82, 193. 14
|
! No tonnage open season of 1921
October, 1920, to Feb. 28, 1921.
Fiscal year 1921, New York Canal section and intracoastal division.
, account of sale of equipment, and includes intracoastal division figures,
Net deficit.-----------------........................................ $885, 101.58
Total tonnage....--------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141, 154
Westbound...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . per cent. . 27
Eastbound... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . do. . . 67
Northbound..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . do. . . . 2
Southbound.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . do... 4
Itemized cost of earning a dollar revenue: -
Maintenance of equipment.........---------------................ $0.79
Maintenance of terminals.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ©
- Traffic expense...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 20
Operation of terminals..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Transportation expenses.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02
Incidental expenses.............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
General expense........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09
Charter expense.............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05
2.87
* * * * * *
- - - - - - - - - - - - - - - - - - - - - - - - - - - - * * * * * * * * * * * * * * * * * * * * * * *
1 Included depreciation charge of $215,091.30.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 19
Average revenue per ton transported................ . . . . . . . . . . . . . . . . . . . $3.40
Itemized expense incurred for each ton transported:
Maintenance of equipment--------------. . . . . . . . . . . . . . . . . . . . . . . . . . 2. 69
Maintenance of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OO07
Traffic expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operation of vessels. . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * *s, e. e. e. e º ºs º sº º 4. 10
Operation of terminals..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Transportation expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
Incidental expense... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |- - - - - - - - - - - - - - 1. 60
General expense...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Charter expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9. 76
New York Canal section, including the intracoastal division, itemized cost of operation
and overhead, fiscal year ended June, 1921.
Operating expenses:
Maintenance of equipment.............. . . . . . . . . . . . . . . . . . . . . . . . . . . $379,714.88
Maintenance of terminals.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98.42
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578, 496. 51
Operation of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94, 960.95
Incidental. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225,849. 27
Charter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 586.00
Overhead expense: .
Traffic--------------- - - - - - - - - - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,813. 57
General---------------. . . . . . . . . . . . . . . . . * s e s a e e s sº e s = e º as a s is as a sº e º 'º sº a º 42, 715. C6
INTRACOASTAL DIVISION.
[Based on report of Franklin C. Morris, acting general manager.)
During the early summer of 1920 a number of civic and commercial
organizations of New Bern and Washington, N. C., and the adjacent
eastern North Carolina territory vigorously urged upon the Inland
and Coastwise Waterways Service the establishment of a freight
barge line between Baltimore and New Bern, N.C., to call at Norfolk,
Va., and other intermediate points where tonnage and conditions
warranted. These organizations, supported by Members of Congress
from North Carolina and Virginia, represented that the terminal
rates enjoyed for years by the cities in R. Carolina on the Neuse
River, Pamlico River, and Albemarle Sound were about to be lost
because there were no water lines with which the railroads could
make joint rates, and that with the discontinuance of these favorable
rates and the imposition of the proposed higher rates the territory
affected would suffer a yearly loss of approximately $1,000,000.
A careful investigation was made, tariff conditions and potential
tonnage were carefully looked into. . It was found that there was a
good inland waterway connection between the points mentioned,
navigable throughout the entire year, and it was felt that the establish-
ment of a Federal barge line would be an experiment which, if success-
ful, would aid largely in the development of water traffic between
North Carolina, §h, and Maryland, and largely aid in the
development of the commercial resources of these States.
On September 17, the chief of Inland and Coastwise Waterways
Service recommended to the Secretary of War that under the pro-
visions of the transportation act authority be granted to “go ahead
and finish all necessary investigations and if no unforeseen difficulties
20 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
or objections arose, to establish a barge line operated from New
Bern, N. C., and vicinity to Baltimore via Norfolk as a branch of the
New York Canal Section.” In giving the authority, the Secretary
of War, under date of September 20, 1920, wrote “Approved—we
should do everything we can to demonstrate the value of the service
and this seems wise and helpful.” Accordingly, after further in-
vestigations, all of which tended to strengthen the belief in the
commercial soundness of the enterprise, the new service was inaugu-
rated on October 15, and the first self-propelled barge sailed from
New Bern, N. C., bound for Norfolk, Va.
PUBLIC OPPOSITION.
After the tariffs of this division had been published and sub-
stantial tonnage had been transported and future tonnage assured,
various protests were made to individual Members of Congress and
to the Secretary of War, not only by independent barge owners
and operators, but by commercial organizations, particularly those
of Baltimore, against the operation of this division by the War
Department.
The protests were based on the assertion that operations of this
division were likely to put out of business the irregular operations
of yarious tugs, towboats, and barges giving halting and inter-
mittent service on the waters of Chesapeake Bay and Albemarle
and Pamlico Sounds, and other adjacent waters. Various con-
ferences in regard to these protests were held, at which represen-
tatives of protesting organizations and representatives of this divi-
sion were present. It was demonstrated at these conferences that
this division, as a common carrier, was not invading the rights of
independent operators, although, no doubt, considerable tonnage
would be lost to independent operators due to the intracoastal
division operations. Those conferences were of a very friendl
nature and many details of misunderstanding were amicably .
justed and thoroughly understood, although the protests were not
withdrawn, nor did opposition to Government operation cease.
While the general attitude of the public has been to aid in the
upbuilding of this division, it having unquestionably demonstrated
its value to shippers in providing a service long needed—a service
which the shipping public of eastern North Carolina had been de-
prived of for several years—there has always been sharp criticism
and active antagonism from certain quarters against the operation
of this Government barge line.
APPROVAL OF SALE.
With the approval of the Secretary of War, therefore, negotia-
tions were º for the sale of the equipment to private
operators. These negotiations are proceeding satisfactorily. They
have reached a stage now to justify the confident belief that all of
the equipment will be sold at a fair price, and, of far more impor-
tance, with the requirement, adequately guaranteed, that the serv-
ice will continue and that the people }, whose benefit the enter-
prise was launched will continue to enjoy the benefits afforded by
additional and cheaper means of transportation.
TRANSPORTATION FACILITIES ON INI.AND WATERWAYS. 21
The sale of this line to private operators will mark the second
practical demonstration by the Government of the inherent soundness
of regular, scheduled water transportation, and will assure the ship-
ping public of the larger territory affected, precisely as it did in the
case of the sale of the equipment on the New York Canal, that the
declared “policy of Congress to promote, encourage, and develop
water transportation service and facilities” is being successfully
put into execution.
OPERATIONS.
The intracoastal division was operated from October 15, 1920, .
until midnight February 28, 1921, as a division of the New York
Canal Section. By joint resolution of Congress the Secretary of War
was directed to cease operation on the New York Canal Section, oper-
ating on the Hudson River and the New York Barge Canal, and sell
the equipment, reserving, however, 25 per cent of same for operation
on the intracoastal division. This apportionment consists of 5 steel
self-propelled barges, 13 steel cargo %. and 4 concrete cargo
barges as follows:
EQUIPMENT.
. * * Cargo {ndicated -
Type. No. Names. Dimensions. capacity horse- | Unit cost.
pacily. power.
Self-propelled steel cargo 5 Orange........ 150 by 20 by 12 feet.... 350 400 $98, 449.01
barges. Saratoga. . . . . . . . . . . . do. . . . . . . . . . . . . . . . 35() 400 109,440. 70
Schuyler. . . . . . . . . . . do. . . . . . . . . . . . . . . . 350 - 400 | 109, 586. 14
Tompkins.....|..... do. . . . . . . . . . . . . . . . 350 400 109,400. 6.9
- Ulster... . . . . . . . . . . . do. . . . . . . . . . . . . . . . 350 400 110,637.73
Steel cargo barges. . . . . . . 13 ----------------|----- do. . . . . . . . . . . . . . . . 650 |... . . . . . . . 1 35,625. 81
Concrete cargo barges. . . 4 - . . . . . . . . . . . . . . . 150 by 21 by 12 feet.... 600 [.......... 1 36,230.82
1 Average.
Until March, three self-propelled barges—two in operation and
one held in reserve—were used. Later the full apportionment of
floating equipment from the New York Canal Section was received
and a regular five-day schedule of sailings was inaugurated and has
been continued. -
Operations of this division, have been gradually enlarged and
increased in scope as conditions permitted and warranted. At
this time three self-propelled barges are maintaining a regular
schedule of sailings each five days from the ports of Baltimore,
Md., Norfolk, Va., and New Bern and Washington, N. C. Definite
plans are now under way to materially increase the service of this
division, tonnage and conditions permitting and demanding such
increase. In addition to the regular ports of call, cargoes of bulk
materials—lumber, gravel, brick, #. and fertilizer materials,
etc.—have been handled in full barge load lots to other intermediate
orts, including operation through the Chesapeake & Delaware
anal to Philadelphia, Pa.
TERMINALS.
There are four ports of call: Baltimore, Md.; Norfolk, Va.; New
Bern, N. C.; Washington, N. C.
Baltimore, Md.—In October, 1920, the city of Baltimore rented
to the intracoastal division space on Broadway Pier at $300 monthly
77390—22—4
22 TRANSPORTATION FACILITIES ON INIAND WATERWAYS.
rental pending negotiations for better accommodation elsewhere,
In March, 1921, suitable accommodation was secured on Pier 5.
Pratt Street, at a maximum monthly rental of $541.50, which in-
cludes, in addition to ground rental, shed and office rental.
Norfolk, Va.—The use of space on Army Supply Base Pier was
permitted when this division was first operated, but subject to
irksome space restrictions, rendering it necessary to look elsewhere
for berthing and operating facilities. Suitable space was secured
on the Southgate Terminal Dock, and on January 31, 1921, contract
was made with the Southgate Terminal Dock Co. for space on
their pier at a monthly rental of $250.
Washington, N. C.—The facilities of pier or wharf of the Pamlico
Chemical Co. at Washington, N. C., were secured for temporary use.
No charge has been made therefor.
New Bern, N. CºSpace on pier of New Bern Building Supply
Co. pier was free until January 1, when an agreement was mº to
pay Mr. M. DeW. Stevenson $200 per month. Handling facilities
were found inadequate and on November 16, 1920, a 15-horsepower
electric hoist was purchased at a cost of $1,150.
FREIGHT IRATES.
It was deemed advisable to conform not merely to the mandatory
regulations of the Interstate Commerce Commission promulgated by
the commission governing carriers by water, but to maintain a service
beneficial to the public in accordance with the spirit of the transpor-
tation act.. A freight tariff, therefore, containing class and commod-
ity rates was established and filed with the interstate Commerce
Commission. Subsequently local freight tariffs were established to
care for all-water borne freight consisting of bulk commodities, such
as lumber, gravel, fertilizer, etc. It was agreed that interstate rates
should be promulgated on the usual basis of 20 per cent less than
all-rail rates, and this basis has been followed in the operation of this
division.
One of the indirect but none the less substantial benefits derived
from the operation of this Government transportation enterprise is
the effect it has had upon the very high freight rates prevailing for
the transportation by rail of explosives and other ordnance supplies
from Picatinny Arsenal to Langley Field. The all-rail rate before the
competition of the Intracoastal Line was $2.19. It is now $1.53–
a reduction of 66 cents per hundred pounds, or $13.20 per ton. The
saving to the Government for the movement of explosives for one
month June, 1921—was approximately $11,200, a sum which in
itself will more than offset any loss this barge line has suffered for
any single month since its independent operation.
LACK or Ton NAGE.
Lack of tonnage is the short and simple explanation of the deficit
in the operations of this service. Financial and economic conditions
were the prime factors in retarding the increase of tonnage to the
amount to admit of profitable operation. The business depression
prevalent all over the country has borne with particular hardship on
the cities served by this line in eastern North Carolina. The stag-
TRANSPORTATION FACILITIES ON IN LAND wATERWAYs. • 23
nant condition of the cotton market and of lumber and the extremely
low price for tobacco prevented the movement in anything like the
quantity anticipated of these three commodities so confidently relied
upon for the maintenance of this service. The purchasing abilities
of buyers in the eastern North Carolina cities, thus retarded, had the
inevitable result of reducing to a minimum shipments from northern
territory. The tonnage moved by this service was only 20 per cent
of what it would have been under normal conditions and what it
unquestionably will be upon the return to those greatly desired con-
ditions. To sum up the situation, a return to normal financial and
economic conditions assures stability and profit to this division.
The following tariffs have been adopted:
Tariff I. C. C. No. 2, effective May 1, 1921, is an all-water joint
freight tariff on classes and commodities between New York, N. Y.,
and New Bern and Washington, N. C., issued in connection with the
Old Dominion Transportation Co., operating via Norfolk, Va. . .
Tariff I. C. C. No. 3, effective May 26, 1921, is a freight tariff of
local rates via all-water on classes and commodities between Balti-
more, Md., Norfolk, Va., and New Bern and Washington, N. C.
Tariff I. C. C. No. 4, effective May 26, 1921, is a freight tariff of
roportional rates on classes and commodities between Baltimore,
d., and Norfolk, Va., and New Bern and Washington, N. C. The
proportional rates contained in this tariff apply on interstate business
emanating with common carriers beyond the ports of Baltimore, Md.,
New Bern, N. C., and Washington, N. C.
Local class rate and ...i. tariff, I. C. C. No. 1, effective May
26, 1921, applies on classes and commodities via all-water, port-to-
port rates, between Baltimore, Md., Norfolk, Va., and New Bern and
Washington, N. C. The rates contained in this tariff are, as above
stated, all-water rates and not subject to the jurisdiction of the
Interstate Commerce Commission.
Local commodity tariff I. C. C. No. 2, effective May 26, 1921,
applies on fertilizer and fertilizer materials in barge-load lots between
N. Va., and Belhaven, New Bern, and Washington, N. C. This
tariff likewise was not necessary of filing with the Interstate Com-
merce Commission.
Local commodity tariff J. C. C. No. 3, effective May 26, 1921,
applies on fertilizer and fertilizer materials in barge-load lots between
Norfolk, Va., and Belhaven, New Bern, and Washington, N. C. This
tariff likewise was not necessary of filing with the Interstate Commerce
Commission.
Local commodity tariff I. C. C. No. 4, effective May 26, 1921, covers
rates on barge-load lots of lumber from New Bern and Washington,
N. C., to Baltimore, Md., and Norfolk, Va. This tariff also was not
necessary of filing with the Interstate Commerce Commission.
Local commodity tariff I. C. C. No. 5, effective May 26, 1921,
W. on various commodities from Norfolk, Va., to New Bern and
ashington, N. C., and was not filed with the Interstate Commerce
Commission as rates are all-water rates.
Local class-rate tariff I. C. C. No. 6, effective May 26, 1921, covers
class rates via all-water, port-to-port rates, between New Bern and
Washington, N. C., and was not filed with the Interstate Commerce
Commission.
24
* TRANSPORTATION FACILITIES ON INILAND WATERWAYS.
Rate advice No. 1, effective March 26, 1921, covers water-borne
contract rate applying on paving materials from Baltimore, Md., to
Washington, N. C., and was not filed with the Interstate Commerce
ommission.
NotE.-This line was sold to the Baltimore, Philadelphia &
Southern Transportation Corporation on August 4, 1921, for $400,000.
Freight, by commodities, handled by intracoastal division, Oct. 1, 1920, to June 30, 1921.
Southbound
Commodities., Southbound.' Northbound. 81).
northbound.
Toms Tong. Toms.
Ammunition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 -------------- 87
Asphalt. . . . . .------------------------------------------------ a .4 |-------------- 4
Brick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .------------------ 3,424 |... . . . . . . . . . . . 3,424
Canned goods. . . . . . . . . . . . . . . . . . . . . . . . . . . --------------------- 117 27 144
Cement (Portland). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,209 - . . . . . . . . . . . . . 2,209
Cotton and cotton linters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,015 2,015
Cotton piece goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S l 9
Drugs. ------------------------------------------------------- 3 -------------- 3
Dry goods---------------------------------------------------- 5 4 9
Fertilizer and fertilizer materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,925 442 8,367
Furniture. . . . . ----------------------------------------------- 13 3 16
Gravel. ------------------------------------------------------ 4, 113 . . . . . . . . . . . . . . 4, 113
Grain products. ... ------------------------------------------. 26 . . . . . . . . . ----- 26
Hardware. --------------------------------------------------. 1 -------------- l
Iron and steel. . . . . . . . . . . . . . . . . . . . . . . ------------------------- 32 -------------- 32
Line.-------------------------------------------------------- 20 !... . . . . . . . . . . . f 20
Lumber------------------------------------------------------ 3 5,380 5,383
Molasses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .------------------- 169 14 183
Machinery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . --------------- 5 2 7
ils. --------------------------------------------------------- 10 213 223
Paints.------------------------------------------------------- 10 - - - - - - - - - - - - - - 10
Paper. ------------------------------------------------------- 15 . . . . . . . . . . . . . . 15
Peanuts. ----------------------------------------------------- l 22 23
Provisions. . . . . . . . . . . . . . . . . . . . . . . . .--------------------------- 77 . . . . . . . . . . . . . . 77
Sugar-------------------------------------------------------- 79 - - - - - - - - - - - - - - 79
à alt e & s = e º ºs e º e s = º ºs º ºs e º sº º sº e º is sº s e º s º ºs e º s e º tº e º 'º º º º º 'º º e º sº e º & sº & e º e º 19 i- - - - - - - - - - - - - - 19
Tobacco------------------------------------------------------|-------------. 217 217
Vehicles....... ----------------------------------------------. l 3 4
Vegetables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 7 23
Miscellaneous. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 15 249
18,626 8,365 26,991

Of the foregoing, 4,991 tons southbound and 3,042 tons northbound
were transported from October 15, 1920, to March 1, 1921.
Tommage, freight revenue, and average revenue earned, fiscal year 1921.

Date. Tonnage. Revenue. Per ton.
October 1 to February 28. .............................. -----------. 8,033 $38,033.88 $4.74
March 1 to June 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,958 || 38, 189.22 2.01
Total.-------------------------------------------------------- 26,991 || 76,223. 10
Fiscal year 1921, intracoastal division.
Deficit as at Feb. 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $21,358.04
Deficit Mar. 1 to June 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $57,472. 36
Deficit Oct. 1 to June 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $78,830.40
Tonnage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,991
Southbound. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . per cent. . 69
Northbound. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . do.... 31
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 25
Itemized cost of earning a dollar revenue:
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.36
Maintenance of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 002
Traffic expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 20
Operation of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Incidental expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02
General expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08
Total. - - - - - - - - - - --------------------------------------------- 1.98
Average revenue per ton transported . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.82
Itemized expense incurred for each ton transported:
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 00
Maintenance of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 005 .
Traffic expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. 39
Operation of terminals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Incidental expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04
General expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Total. . . . . . . . . . . . . . .* - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5. 585
Intracoastal division—Itemized cost of operation and overhead, fiscal year ending June
30, 1921.
Operating. Overhead expense.
- Mai e Inciden-
Date. aintenance. Operation. tal ex-
Equi Termi Termi pense. Traffic. General.
Ull QIIIll- eIſIn 1-
jº. nals. Vessels. nals. {
O t. 1 to Feb. 28...... . . . $1,905. 16 |... . . . . . . . . $44,272.47 $7,801.09 $12.60 $3,978. 61 $523.30
Mar. I to June 30........ 25,078.05 || $143.76 || 47,136.91 || 6,727.37 | 1,084.85 6,267.47 5,834.83
Total.............. 26,983.21 143.76 91,409.38 14,528.46 | 1,097.45 10,246.08 || 6,358. 13


MISSISSIPPI SECTION.
[Based on report of Mr. Theodore Brent, Federal manager.]
The fiscal year ending June 30, 1921, represents another period of
operation with an incomplete, unbalanced plant. The year ends with
the barges all in operation, but only four out of six of the permanent
fleet of towboats in commission, and all terminals in an incomplete
State.
However, with the receipt of the newer and stronger power the
greater towing capacity has reflected itself in improved gross and net
earnings.
The towboat Big Barrett, rebuilt and renamed the New Orleans, was
placed in commission in late November, 1920; the Natchez, first of the
new twin-screw, tunnel-stern towboats, was placed in service Decem-
ber 12, and the other three boats of the same type followed—the
St. Louis May 14, 1921; Wicksburg May 26; and Cairo June 1.
The New Orleans has performed consistently.
The new tunnel-stern boats have required material revision of
rudders and rudder mechanism, propellers, tail shafts, and stern
bearings. The main engines on each of these boats are also having
to be reset and main shafts realigned. In the period since they have
been placed in service these revisions have cost:
Natchez. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $23, 164. 17
St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,984. 37
Cairo----------------------------------------------------. 7, 117.71
Vicksburg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,714.92
43, 981. 17
The new boats are strong power and are most efficient in handling.
When the proper provision has been made for regular running
repairs and adjustment of the working parts these will be as efficient
and reliable steam-power units as can be provided.
The increase in carrying and revision of the operating results from
deficit to net return during the last three months of the year is largely
the result of getting gradually into regular operation of these five
high-power towboats.
Chart No. 1 lists the equipment, owned or leased, which was in
service during the last fiscal year, also that added and that retired
during the year 1920–21.
Of the power boats, we have already mentioned the four new boats
which have been added during the year.
During the year the towboats Big Barrett and F. M. Wallace were
transferred from leasehold account to ownership under the terms of
the lease contracts which provided for the owners to deliver to the
service a bill of sale at the end of the charter period. The Big Barrett
(renamed the New Orleans), revised and put in first-class condition, is
now the most powerful stern-wheel towboat in service on the river.
The F. M. Wi. was laid up in the spring of 1921 and would
require revision before she could again be operated.
26
TRANSPORTATION FACILITIES ON INLAND waterways. 27
The last 15 of the 2,000-ton barges came out of the Ohio River on
the Thanksgiving rise of 1920 and were put in commission during the
winter.
At the beginning of the year the line still had in commission 14 of
the 500-ton steel iº belonging to the United States Engineer
Corps, which the service adapted to its uses at the beginning of busi-
ness. During the year 13 of them were delivered back to their owners
as circumstances demanded. The loss of their carrying capacity was
severely felt and had its direct effect upon the earning results for the
year. While not ideal as merchandise carriers, they were of particular
value in building up new lines of traffic where a 2,000-ton barge is too
large a unit, but their return was necessary.
During the year the service leased from the Engineers three of the
new 3,000-ton barges built under contract of lease for operation on the
upper Mississippi. One of these was returned during the spring of
1921, but now the service is on the point of requesting the Engineers
that they turn over to it 12 of these barges to take care of its expand-
ing business, at least until such time as these barges are put in their
intended service. Such time will be in the near future.
During the year the wooden barge Lawrence Barrett was chartered
for service at the temporary winter terminal at Cairo, the barge
Mariner was purchased and equipped as a repair and stores unit, and
the tug Gypsum Prince was chartered under a working arrangement
with the United States Quartermaster Corps for joint operation in
New Orleans Harbor.
The transport service also turned over to the Mississippi-Warrior
Service 11 concrete car-floats, which have been made the nucleus of
ermanent floating interchange terminals at Memphis, Cairo, and
£ast St. Louis, and 7 wooden barges, which have been utilized in
harbor service in New Orleans Harbor. The tug Gwalia was tem-
}. chartered from the transport service to tow this equipment
rom Jacksonville and Key West to New Orleans. With the com-
pletion of this work the tug was returned to her owners.
Chart No. 2 is a tabulation of the performance of towboats.
During the year there were 10 towboats in commission a total of
49,128 service hours. Of this 20,608 service hours, or 41.9 per cent,
was productive time. The balance of the time was unproductive
from the following causes:
Hours. | Per cent.
Bad Weather------------------------------------------------------------------------ 923 1.90
Channe desay...-------------------------------------------------------------------- 2,509 5. 20
Loading fuel and stores-------------------------------------------------------------- 714 1. 40
Awaiting cargo or orders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 232 10, 60
Repairs en route.-------------------------------------------------------------------- 2, 147 4. 40
Repairs at terminals. . . . . . . . . ------------------------------------------------------- 12,228 24.80
Grounding. ------------------------------------------------------------------------- 69 . 10
Doing harbor work.............----------------------------------------------------- 4, 553 9.40
Making tow------------------------------------------------------------------------- 115 . 20
Double tripping, account low water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 . 10
Channel reports are being furnished regularly to the United States
º Corps as a basis on which to predicate the operation of their
dredges.
28 TRANSPORTATION FACILITIES ON INI,AND WATERWAYS.
The delays account of repairs en route and at terminals have been
made the basis of recommendations for repair facilities which, when
developed, will permit the management to minimize and very largely
eliminate these delays to boats in commission.
The delays due to taking fuel and stores and awaiting cargo are
being reduced as the organization gets its terminal facilities in opera-
tion.
The average time of 4.7 miles per hour is good. This figure is to
be taken into consideration in connection with the fact, elsewhere
illustrated, that practically all barges went upstream loaded to a
depth of between 4 and 5 feet and upstream traffic contributed 36.6
per cent of the total tonnage and 41 per cent of the total revenue of
the service. -
Chart No. 3 is a tabulation of tonnage and revenue statistics.
During the year the service moved 237,268 tons of freight, of
which 63 per cent was southbound and 37 per cent northbound
traffic, and 63.34 per cent local and 36.66 per cent interline, that is,
traffic moving under joint rates and through bills of lading in connec-
tion with the railroads.
More than two-thirds (64.61 per cent) of the upstream traffic was
interline freight made available to the service by its system of joint
rates, and while the method of rate making was such that 79.76 per
cent of the southbound traffic was billed locally, it is nevertheless a
fact that the grain and cotton which made up the bulk of this tonnage
had paid railroad freight into St. Louis and Memphis, where it was
picked up by the service, and this percentage will be subject to very
material revision as joint rates on grain from the Missouri River to
New Orleans for export, now in process of publication, are put in
operation the coming fall and winter.
The Mississippi-Warrior Service is already an integral part of the
transportation facilities of the United States and linked indissolubly
to the whole railroad system of the central and southeastern region
by those bonds which have made of the several hundred railroads
pººl. one unit so far as concerns their public service. These
onds are, joint rates legally filed with the Interstate Commerce
Commission, through bills of lading issued in accordance with the
commission's rules, through interline billing operated in accordance
with the rules of the American Association of Railroad Accounting
Officers, uniform rules for ſhe prompt settlement of loss and damage
and overcharge claims. All these facilities of joint traffic are in full
operation between the Mississippi-Warrior Service and all the rail-
roads of the United States, and the public is in full enjoyment of these
facilities. -
During the year the service has earned an average of $4.11 per ton
on southbound, $4.87 per ton on northbound, . $4.39 per ton on
its entire traffic. .
Using full river mileage of 1,154 miles between New Orleans and
St. Louis against 700 miles short line rail distance between these
terminals, the service earned 4 mills per ton-mile on southbound and
4.6 mills on northbound, or an average of 4.2 mills per ton-mile on
its total traffic of 237,268 tons ..
The Windom committee reporting to Congress in 1870 on feasible
water routes to the seaboard, estimated that grain should be carried
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 29
for the public from St. Louis and Cairo down to the seaboard at 4
mills per ton-mile. They made no calculations as to available traffic
or probable cost of the upstream service. In those days there was
no such upstream service worth the name. .
There is no available data on which to compare operating costs of
water lines in 1870 with the ascertained costs ºp maintaining a
common carrier service such as that of the Mississippi-Warrior
Service in 1920. That it is a very much more expensive service
seems inevitable in view of known increases in the last seven years in
.# item of expenditure incident to the operation of a transporta-
tion line. -
Yet this service has carried some 2,700,000 bushels of grain down
to the port of New Orleans for 3.3 mills per ton-mile and has given a
valuable public service on 237,268 tons of freight of the general
public at 4.2 mills, hauling it both up and down stream at slightly
above the figure set in 1870 as a reasonable cost then of floating such
freight downstream with the current.
Chart No. 4 is a classified statement of tonnage handled during the
€8,I’. *
y There is an old phrase which has for years passed current for truth
even in the mouths of the friends of waterway transportation. . It is
that a barge service is chiefly of value to the public as a carrier of
heavy bulk commodities. Then the most natural application of this
theory leads the proponent to enumerate coal, sand, ore, stone, logs
and lumber, and immediately, in the imagination of any informed
person, the value of the service is circumscribed and its earning
capacity confined within very narrow limits. Nothing is further
from the fact, and in view of the character of traffic which has been
carried for years on the coastwise lines of the Atlantic and Gulf it was
hardly necessary to offer any practical refutation of this old fable.
The chart in question, however, carries such refutation. The service
carried only two so-called bulk commodities, grain downstream and
beauxite ore upstream. The ore paid the average revenue of 4.2
mills per ton-mile.
As for the wheat carried during the year in question, it is but a
, beginning, as the service is now, with its equipment in but partial
use, carrying approximately 1,000,000 bushels a month. The saving
of the barge line's rates is 3 cents per bushel under the all-rail rate
from St. Louis to the Gulf. The operation of the service is therefore
responsible for a direct increase of 3 cents per bushel in the price paid
to the farmers each month for at least 1,000,000 bushels, for the
barge line's rate is the basis of daily bidding for wheat on the St.
Louis market and at the Missouri River. The effect is, however,
much more far-reaching. The price bid each day for the exportable
surplus fixes the price that day for all purchases, both export and
domestic. So the proffered saving of 3 cents per bushel through the
operation of this route is daily reflected in a commensurate elevation
in the prices bid to the growers on all wheat purchased on the
º markets at Kansas City, Omaha, and St. Louis, while
uyers for barge line movement are in the market; by such results
is the judgment of the Congress of 1870 being vindicated by the
action of the Congress of 1920–21.
77390—22—5
30 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
The chart gives some idea of the package freight being carried by
the service, both north and south bound. Under the headings used
in this compilation, which are those prescribed by the Interstate
Commerce Commission, is grouped a great variety of miscellaneous
articles, which only a scrutiny of the billing would make evident.
It will be sufficient to say that the barge line is carrying every con-
ceivable article of commerce handled by the rail lines, with the
exception of live stock and perishable freight which it refrains from
accepting.
Chart No. 5 is a classification of operating expenses for the year,
by months.
The maintenance charges include an item of depreciation of
$251,559.92 on vessels and $12,931.38 on tugs and lighters,
$264,491.30 in all, set up on the books during the year to retire the
Government investment in the fleet. This item is set up at the
annual rate of 5 per cent on the book value of all steel equipment
and 10 per cent on all wooden craft. *
As to the rate of depreciation, these are the formulas fixed by
general acceptance as representing safe practice, steel equipment
being retired in 20 years and wooden craft in 10. -
According to “Fairplay,” the British shipping periodical, in the
10 prewar years ending with 1913, 50 Bj. cargo shipping com-
panies owning each year in excess of 1,700,000 gross tons of shipping,
set aside each year an average of 4.34 per cent of the original cost of
these steamers as depreciation. By aft accepted standards our rate
would be liberal for sea practice, and it is well known that deteriora-
tion of steel goes on much less rapidly than in sea water.
As to the book cost on which depreciation is based, it is undeniably
high, considered from any accepted basis, be it reproduction or barter
and sale value. .
The new fleet was constructed under war-time contracts and will,
when completed, have cost somewhat in excess of $100 F. ton dead-
weight carrying capacity. It is on this basis of cost that deprecia-
tion is being set up in the operating accounts. -
This fleet had to be built in competition with the vessels of the
Shipping, Board, at its prices for steel, machinery, fittings, and trans- .
portation and with labor drawn from the same competitive pool and
aid under. Shipping Board wage awards. It is well known that
hipping Board tonnage cost in excess of $200 per dead-weight ton,
and it is equally well known that operators who are the prospective
purchasers of the fleet are maintaining they can not safely invest in
this tonnage and put it in competition with the shipping of the world
until the Government writes the steel fleet down to $50 per ton,
charging three-quarters of the book value to war costs.
Were it possible to similarly write off the excess cost of the Missis-
sippi fleet the service would have some $22,500 monthly additional
earnings to apply to interest and surplus or might consider a further
percentage reduction in its charges., .
When it is considered that the railroads of the country, with which
the results of operation of the service are compared, have a plant
roughly valued for rate-making purposes at $18,000,000,000 only
$1,250,000,000 of which has in it any element of war cost, some
appreciation can be gained of the problem which this high book
value of its fleet represents to the management of the service, faced
TRANSPORTATION FACILITIES ON IN LAN ID WATERWAYS. 31
as they are with the necessity of making the fleet pay on the basis
of 80 per cent of a rate structure jå. by the commission to
give a fair return to a system of railroads 90 per cent of whose book
value has been subjected to no inflation of war costs, while two-
thirds to three-quarters of the total book value of the plant of the
service is all war cost. •
However, it would require congressional action to permit the
service to set up anything other than the book value of the plant as
a basis of depreciation under the rules of the commission. So the
management in each month sets up three or four times a normal
amount to cover depreciation.
In the annual report for the year ending June 30, 1920, the diffi-
culty of maintaining a service with obsolete temporary motive was
described and the extremely high cost of repairs noted. This con-
dition existed throughout §e remainder of 1920. We were also in
a time of great demand for vessel repairs generally and the dry docks
generally demanded extremely #. prices for work, which could,
uring this period, only be performed on time and material basis.
With the receipt of the new power and the changed conditions
caused by surplus of dock labor, it became possible not only to take
a boat out of line service long enough to have work done right, but
it became possible in most instances to secure competitive lump-sum
bids. As a consequence these repair costs during the last half of the
year have shown a marked diminution, this item aggregating
$180,612.20 in the first half and falling to $72,880.75 in the latter
half of the year.
Traffic expenses amounted to $69,227.45 for the year, or 4.4 per
cent of the total operating cost. This includes not only the getting
and looking after }. traffic and the issuance of all export and import
ladings, but the publication and reissue of some 50 joint tariffs.
The yearly average of 4.4 per cent is not out of line with railroad
costs. However, it is a cost which diminishes very rapidly with the
increase of traffic. So during the last three months of the year
traffic expenses dropped to 3.8 per cent of total operating costs, and
in the first two months of the new fiscal year }. fallen below 3
per cent. * -
The cost of operation of vessels shows a tendency toward reason-
able reduction per ton with the increase in tonnage handled.
There has been quite a marked increase in the fuel cost since May
1, 1921. This is due to the expiration of a very satisfactory oil con-
tract under which for a period of two years the service had secured
its oil at 80 cents per barrel delivered in its barges. The new con-
• tract, commencing May 1, 1921, was made for a year at a price of
$1.25 per barrel delivered.
The operation of terminals is still unreasonably high, namely,
$1.73 per ton of freight carried. This is chiefly due to the incom-
º state of terminals and the absence of decks in the barges.
his should be around a dollar a ton, and with the gradual comple-
tion of proper terminals and with the completion of installation
of 'tween decks in the barges, which is now under way, this item
should be gradually but steadily reduced, with a jºi. improve-
ment in the claims for loss and damage, which are too high, largely
due to the present necessity of handling our merchandise at St.
Louis, East St. Louis, and New Orleans with cranes and rope nets
32 TRANSPORTATION FACII,ITIES ON INILAND WATERWAYS.
or slings, where under proper terminal conditions all freight should
º transferred on trucks with a minimum amount of physical han-
Ing.
General expenses embrace all the costs of the executive and
accounting organization of the line. The accounting cost is ab-
normally high because of the necessity of a duplicate system of
vouchering incident to the necessity of satisfying a system of ac-
counting for expenditures built up by the Treasury for all govern-
mental bureaus and services and an entirely different system of
accounting for both revenue and expenditures built up by the Inter-
state Commerce Commission to unify and safeguard the accounts of
all common carriers. -
General expenses during the year amounted to 4.75 per cent of
total operating cost. During the last three months of more normal
º however, this item has dropped to 4 per cent and is §
idly diminishing as the general organization covers a broader field
of expenditure. Four per cent is about the average for well-
organized rail transportation lines, so these expenditures are not
abnormal. - ge
At the same time it is true that both traffic and general expenses
must precede business, as the organization of revenue accounts,
traffic arrangements, information service, and the accounting for
capital expenditures in the formative period are an outlay incident
to the preparation for business which the fleet in construction and
the service in contemplation are designed to accommodate. They
are the forerunners of business and fall into their proper propor-
tionate relation to the total operating cost as the business develops
for which the executive, traffic, and accounting forces prepare }.
W8,V. -
ëhart No. 6 is a statement of revenue and expenses, by months.
It will be noted that the total freight revenue for the year is
$1,041,540.42 and the operating deſicit $502,637.01, of which, as pre-
viously stated, $264,491.30, or 52.5 per cent, is accrued deprecia-
tion, leaving a net cash deficit of $238,145.71, which was extin-
guished by ima appropriated for that purpose in the sundry civil
and urgent deficiency bills of 1919–20.
The encouraging thing illustrated by this chart is the fact that
when the gross revenue rose above $100,000 per month, as was the
case the last three months of the year, the ... ceased and the
Mississippi Section commenced to earn its operating expenses, includ-
ing the high depreciation previously mentioned, and began to accu-
mulate surplus earnings. In this connection it may be of interest to
note that these surplus earnings are improving in the fiscal year.
1921–22. At the time of completion of this report there are available
the estimated earnings for July with a surplus of $25,000 and August
with $50,000 applicable to surplus after meeting all operating costs
including accrued depreciation.
The best evidence of the inherent merit of the project on the
Mississippi River is the fact that with the addition of power and the
transportation of freight in reasonable volume the deficits are reduced
and are becoming surpluses.
Chart No. 7 is a comparative report of operating revenue and
expenses arranged in six-month periods.
TRANSPORTATION FACILITIES ON INI, AND WATERWAYS. 33
In the period of operation to June 30, 1919, the operating expenses
were $702,821.36 and the revenues only $277,453.68.
In the last half of 1919 the operating expenses were $436,599.09
and the revenues $167,205.04.
In the first half of 1920 the operating expenses were $710,168.19
and the revenues $367,230.48.
In the last half of 1920 the operating expenses were $741,648.08
and the revenues $335,664.12. º
In the first half of 1921 the operating expenses rose to $815,087.07
and the revenues also rose to $721, 731. 59.
This last period saw the beginning of operation with the new power
i. the tonnage rose for the first time above 100,000 tons in the
8.II VO8. T. *
i. book deficit from operation stands at $95,775.69 for this last
half-year period. During that period the depreciation set up
amounted to $162,945.94. So, during this period on the Mississippi
no expenditure of appropriated funds was necessary to maintain
operations. On the contrary, the service earned in that period
$67,170.25 more than its cost of operation.
In the last three months of this period the service earned $110,-
756.99 in excess of the actual out-of-pocket cost of operation. These
gains are increasing since the beginning of the new fiscal year and
August estimates bring the surplus above operating costs accrued in
the five months April to August, inclusive, up to something in excess
of $250,000. *
wARRIOR SECTION.
[Based on report of Mr. Theodore Brent, Federal Manager.]
The Warrior Service is not a going concern. It is essentially an
incomplete project. -
The service on this river was calculated to produce some net earn-
ings on the basis of an 8-foot channel. There is no such channel
available. An improvement authorized and under construction con-
templates the raising of all the dams so as to give a uniform pool
stage of 8 feet. This is about complete with the exception of Lock 1,
Until the work is entirely completed there will be no 8-foot channel
available. In the meantime, when the river is at pool stage the
barges of the service can not be loaded deeper than 6 feet, and in low
water 5 feet 6 inches represents the limit of safety. This reduces
contemplated gross revenue between 25 and 30 per cent. Net
earnings are almost equally reduced, for this additional tonnage can
be carried, when there is sufficient depth of water, at a very slight
increase in cost.
One of the principal terminals of the Warrior Section was designed
to be New Orleans Harbor. On account of delay in completion of the
Industrial Canal at New Orleans substantially all traffic is subject
to an expensive transfer cost at Violet, where the New Orleans
service of the Warrior Section is at present forced to terminate.
Were there no other handicaps these would be sufficient to dis-
courage any private interest from undertaking a public service on
the Warrior River such as the Government is maintaining.
Chart No. 1 is a list of floating equipment of the line.
At the beginning of the fiscal year 1920–21 there were in use on the
Warrior three wooden towboats owned by the service, with two others
under charter from the United States Engineer Corps.
There were also the 5 steel producer gas-propelled barges, and 43
wooden coal barges. .
During the year the service has received three new steel towboats,
the Cordova, Demopolis, and Montgomery, and the new steam barges
Birmingham, Tuscaloosa, and Mobile. Three of the Engineers' 500-
ton steel barges which were formerly in service on the Mississippi
Section have iºn turned over to the Warrior, which also leased from
the Chickasaw Shipbuilding & Car Co. four steel barges of somewhat
similar size and carrying capacity. - .
During the year four of the five producer gas-propelled barges, the
Holt, Eutaw, Gorgas, and Jackson, were withdrawn as self-propelled
barges, their machinery put ashore, and these barges have since been
used as barges without power. One of the wooden barges was sunk
and can not be recovered. In addition there were eight wooden
scows delivered to the service by the Army Transport Service, one
of which was turned over to the Chickasaw Co. for use by them in
exchange for the four steel barges previously mentioned.
The collier New Orleans became obsolete and was retired from
service and a small launch, the Chaperone, was sunk and not recovered.
34
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 35
The wooden towboats Nugent and Alabama, chartered from the
United States Engineers, were, during the year, returned to them.
The available fleet on the Warrior to-day consists of 6 towboats,
4 self-propelled barges, 53 cargo barges, 2 tugs in Lake Borgne Canal,
and 2 crane barges for transferring coal in Mobile Harbor.
The three new steel towboats, aside from some mechanical weak-
nesses which are remediable, are good power. As new boats, more
or less experimental in design, they are requiring some changes
'similar to those which are being made on the power boats of É.
Mississippi Section. They draw a foot more water than their de-
signers said they would draw. This adds somewhat to the expense
of their operation, because during minimum pool stage they can not
be given full complement of fuel. They are, however, the best power
boats we have in service on the Warrior.
The three self-propelled steam barges, the Birmingham, Tuscaloosa,
and Mobile, also draw a foot more water than contemplated. In the
present incomplete state of the channel previously mentioned, this
inadvertence is a very serious handicap. It renders it impossible
for these barges to carry a paying load of coal or steel during the
greater part of the year, and they can only be used in this trade at a
clearly demonstrated loss and must, as quickly as possible, be con-
verted to other uses where it will be possible, by carrying higher-
paying merchandise, to make them §§ a net return. To-day their
operation in the New Orleans coal trade is enforced by the absence
of any other equipment in the line capable of carrying on this essen-
tial traffic. Arrangements must also be made for the speedy sub-
stitution of other craft in this trade. Arrangements must also be
made for the conversion of these steam barges into package freight
£8.TI'101’S. e -
It was hoped by the use of the old converted gas barges as towed
barges to add at Mobile sufficient New Orleans coal to make a paying
through trip for these steam barges, for they have power ample to
propel several barges. Unfortunately the Gorgas, Holt, Eutaw, and
Jackson have reached a time of life where they must again have major
hull repairs. The experience with repairs made at the time these
barges were purchased is such as to make it apparent that the struc-
ture of these old barges renders such an expenditure undesirable, and
the retirement of these barges from line service is immediately neces-
Sar V.
Chart No. 2 shows the performance of towboats during the year.
During the year there were eight towboats in service a maximum
of 44,760 service hours. Fifty-two per cent was productive. While
not a good showing, this is an improvement over the previous year.
Repairs consumed 18.8 per cent of the time. This factor is being
reduced now that there is spare power in the line. It is no longer
necessary to make emergency repairs in order to keep sufficient power
in the line to move current business, so crews are transferred and
power boats taken out of commission when major repairs are neces-
sary.
The towboat Clio has a broken main shaft and has been laid up
until plans for revision and possible retirement can be worked out.
The average time of towboats was 3.2 miles per hour. This is a
low average and reflects the time lost in lockages, as these towboats
36 TRANSPORTATION FACILITIES ON INI,AN ID WATERWAYS.
ply exclusively between Mobile and the headwaters in the canalized
Streams.
hº No. 3 shows the performance of self-propelled barges during
the year.
The seven self-propelled barges were in commission 40,236 service
hours. Forty-six per cent of the time was productive—a very low
average. Repairs and breakdowns of machinery consumed 13.9 per
cent of the time. The time unloading, 14.2 per cent, was also con-
sumed largely in repairs at Violet. This showing is now being re-
vised with the receipt of a third steam barge. Since its receipt the
service is able to maintain regular sailings and still take a boat out
of service when major repairs are necessary.
Since the completion of the Cordova terminal the time consumed
in loading has been cut to a small fraction of the time previously
"...i
The performance charts for July and August show a marked tight-
º up of operations and the elimination of dead time all along the
II].62.
The average of 4.4 miles per hour is nearly as good as the perform-
ance on the Mississippi River. These barges have no delays at locks.
The average lockage takes 20 minutes, against an hour for tow-
boats, and these boats also have 160 miles of open water to navigate
between Mobile and New Orleans. These things easily account for
the better average time made by the barges as against the towboats.
The coal consumption of the barges is low compared with the tow-
boats, but is not persuasive of economy, as the towboats propel 2,500
tons, against 1,000 tons by the barges.
Chart No. 4 is a classified statement of tonnage handled.
As this chart is studied the difficulties of the Warrior operation
become apparent. During the year the service handled on the War-
rior 217,942 tons of freight, and the total freight revenue was
$404,070.02. In the same period the Mississippi section handled
237,268 tons of freight, with a resulting revenue of $1,041,540.42.
As the cost of conducting transportation on the Warrior was 57 per
cent of that on the Mississippi, and there has been no wasteful expend-
iture on the Warrior, the problem is clearly one of developing better
paying traffic and a better utilization of the service performed.
The chart shows that 87 per cent of the total traffic handled was
coal and steel products; 42 per cent of the coal and all of the
steel was interline traffic on which the railroads exacted a dis-
proportionate share of the joint revenue, and this was true of all the
joint traffic, which constituted 62 per cent of the total traffic hauled.
One of the greatest difficulties on the Warrior from an earning
standpoint, aside from the previously noted thin revenue on the base
commodities, is the lack of a well-balanced traffic. Upstream traffic
contributed only 10.8 per cent of the total tonnage.
On the Mississippi we have noted that most of the barges go north
loaded to as great a depth as is seemingly consistent with good oper-
ation, and northbound traffic contributes 37 per cent of the total
tonnage and 41 per cent of the total revenue.
So here on the Warrior, as on the Mississippi, the major problems
are those of making the service of the line responsive to the needs of
the region served and developing a traffic of pº proportions.
Operating economies are none the less essential on lines so placed,
TRANSPORTATION. FACILITIES ON INLAND WATERWAYS. 37
but their savings are small compared with the gains to be derived
from building up the average earnings per ton and fully utilizing the
service necessarily performed in the working of the line.
We have spoken elsewhere of the fallacy of the theory of a successful
barge line operating in a competitive rate territory and hauling bulk
cargo alone. The present Warrior service is a fair exemplification of
the theory. -
The rate adjustment on most bulk cargoes have only a remote
relation to the cost of service by rail. This is peculiarly true of coal
and steel.
In the Warrior River district the major consideration always dis-
cussed in the fixing or revision of the rates on coal for bunker or
export from the mines to the Gulf ports is the cost at which coal of
equal value can be laid down at Norfolk from the Pocahontas field,
for ships that coal at Mobile and New Orleans can as readily take
bunkers and cargo at the Virginia ports. The cost of the service
has been so relegated to the rear that a great blanket has been built
up under which the rate by rail on coal from 95 per cent of the mines
in Alabama, irrespective of distance to Mobile, is the same, and this
is true also of New Orleans. -
The cost of getting steel products down to tidewater at Baltimore
and Philadelphia from the Harrisburg district is one of the principal
competitive considerations regulating the rates on steel products for
export from the Birmingham district to Mobile and New Orleans.
he coal and steel industries probably little realize how much they
are dependent upon the high-grade high-rated traffic carried by the
railroads to make these competitive rate adjustments on their com-
modities possible. It becomes immediately evident, however, when
a transportation line like the barge line is forced to depend upon
such commodities for all or nearly all its revenues. Operation
becomes difficult or impossible, even though the line has most marked
..". in operating costs, as any well-developed water line undoubt-
€ 8.S.
. On the Mississippi the same competitive considerations are present
in the grain rate adjustment. The rates from the wheat fields to the
ports of the North Atlantic and the Gulf must be kept in constant
adjustment. The bulk wheat carried by the line paid out but $3.80
er ton, and under the new reduced rates just made effective for the
enefit of the farmers of the country, the earning of the Mississippi
section on wheat for export from St. Louis to New Orleans is reduced
to $2.88 per ton. However, with a well-balanced traffic made up
largely of high-grade package freight, the line's average earning on
; freight was $4.39 per ton and its revenue system on a sound
ooting.
**warrior service was designed with the idea of carrying coal
downstream and merchandise in limited quantities back upstream.
This plan of operation has got to be very materially modified so that
cotton and high-grade package freight and manufactures and mer-
chandise generally j}'. carried downstream as well as coal, and
as great a traffic in these commodities as is possible to develop shall
be carried in the reverse direction.
The traffic is obtainable and, in our experience, can be had in
paying quantities, and no one has ever attempted to demonstrate
38 TRANSPORTATION I’AC'II,ITIES ON INI, AND WATERWAYS.
that the territory served by the Warrior River has all the rail trans-
portation to which its traffic entitles it.
The problems that face the Warrior section are rather those of
readjustment. &
First in importance is the question of joint rates. The line already
has a rate basis of fair proportions, but the territory covered by these
rates is unnaturally restricted and the management is formulating
proceedings for the extension of these.
Up to the present time there has been little incentive to reach out
for through traffic under the existing joint rates, for the Railroad
Administration left the service with an unworkable and palpably
unjust basis of divisions of these joint rates. Under the latitude
permitted by this basis the railroads generally in this territory have
ſº wholly unwarranted proportions of the joint revenue, and
y these means have rendered this joint traffic of doubtful value—
frequently demanding proportions for their share of the haul in
excess of the total through rail and water rate.
The divisional case now pending before the Interstate Commerce
Commission will, when decided, put a stop to these unfair practices.
The progress of this case is mentioned elsewhere.
The terminals on the Warrior were built with the primary object of
expediting and cheapening the handling of coal and steel. The
terminals at Cordova, Tuscaloosa, and Demopolis will lend them-
selves fairly well to the handling of cotton, but it is probable that
some revision will have to be made to cheapen the cost of handling
package freight.
The chief readjustment will be in the floating equipment. It is
necessary that a steel barge of different type and dimensions be sub-
stituted for the wooden Éiº now in coal service on the Warrior.
As the wooden barges become obsolete they should be replaced by
these steel barges, for the reason that the wooden barges are only
ood for service in the river above Mobile. They can not come to
ew Orleans, and the transfer cost incident to movement to New
Orleans is a thing which eats into net revenues without any compen-
sating advantage. The wooden barges are not available for steel
loading, and their enforced use in this trade at times results in ex-
pensive wrecks and unwarranted depreciation to the barges and
must be discontinued as soon as circumstances will permit.
The wooden barges are of little value in upstream loading, as they
can not bear the concentrated weight of loaded containers without
danger and have no other adaptability to package freight traffic.
The barge required is one which will be capable of handling both
coal and merchandise under hatches.
Studies for proper design of these barges are being developed by
the management. With such barges in service towboats of the
Cordova type can move the traffic through between New Orleans and
the headwaters of the Warrior without transfer at Mobile, and the
barges when received in New Orleans Harbor will be capable of being
turned over to their consignees under original lading and discharged
at ship side under some suitable per diem charge against the con-
signee, eliminating the time and expense of transfer of contents to
the harbor barges of the colliery companies.
The four steam barges must as rapidly as possible be revised to
take care of merchandise and cotton traffic.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 39
Chart No. 5 is a classification of operating expenses for the year.
Mention has already been made of the basis of depreciation as set
up on the books. This item on the Warrior section aggregates
$90,111.77 for the year, and it will be noted that the .# charge
for this purpose has nearly doubled during the year.
Vessel repairs have been unduly heavy on account of the necessity
of keeping a limited amount of power in operation regularly, and also
due partially to the defenseless position of the service against the
unregulated exactions of a few shipyards. This is being treated
separately in this report.
Latterly the charges have been augmented by necessary makeover
and repairs of new expecimental power. These charges against the
individual power boats are shown elsewhere.
The recent receipt of the new power has enabled the service to hold
a power boat of each class as a spare, and by this means to minimize
the cost of these repairs by eliminating the urgency for immediate
return of the boat to service. This element of the cost of operation
is being very materially reduced under conditions of operation in the
current year.
Traffic and general expenses of the Warrior section are joint with
the Mississippi; 25 per cent of the joint expense is charged against
the Warrior. On any basis of calculation, tonnage' prorate, revenue
prorate, or relative work performed this is very liberal to the Warrior
and much less than that section could secure these services inde-
pendently.
The transportation expenses are very uniform from month to
month and are not susceptible of material reduction.
The terminal expenses are abnormally high and can not be mate-
rially reduced until the new terminals, particularly at New Orleans,
are available to the service.
Chart No. 6 is a statement of revenue and expenses for the year and
Chart No. 7 is a comparative report of operating expenses and revenue
compiled in half-yearly periods from commencement of operation.
For the reasons already expiained, the deficits still persist in the
Warrior River operation and must be faced until the conditions
spoken of can be changed.
Three years' experience in operations on the Mississippi and
Warrior thoroughly justifies the statement that any disposition,
based on existing showing of earnings and operating costs, to class
the Warrior section as a failure is erroneous and unwarranted.
Aside from its public value, the service on the Warrior is a legitimate
business undertaking, capable of being developed into an earner.
It can not be done, however, until the essentials of channel and
terminals which were relied upon as the basis of successful opera-
tion are really available.
The revision of operating equipment mentioned must also be
undertaken as the result of demonstrated need.
CHANGES IN I)ESIGN.
It was found advisable to incorporate a number of changes in the
designs of self-propelled barges for the Warrior River Service and in
the towboats for the Warrior and Mississippi River Service. New
propeller blades were designed and installed on these vessels having
40 TRANSPORTATION FAC'ILITIES ON INLAND WATERWAYS.
greater pitch and blade area, so as to load the main propelling
engines to their maximum capacity at a reduced number of revolu-
tions, it being found that the speed of the engines was in excess of
that for which same had been designed. Stern and rudder bearings
on these vessels were changed from cast iron to cast steel and the
design of stern bearings improved. Stern tubes have been fitted
... with automatic grease guns, so as to keep same filled with heavy
grease at all times and prevent the entrance of water containing
river silt, which has proven. disastrous to the shafts and bearings.
Larger steering engines and oil pumps have been installed on Missis-
sippi River towboats and the original Lentz oil burning system has
been replaced by the Coen mechanical oil burners.
Bronze propeller blades have been installed on all Mississippi River
towboats on account of an abnormally large number of breakages
of the original semisteel blades. Forming blocks were also pro-
cured for the bronze blades and experience 'has shown that this type
of blade is much more satisfactory. When the bronze blades en-
counter logs or other obstructions they bend out of shape but do
not break and can be hammered back into shape on the forming
blocks, resulting in a marked saving in cost of blades and minimizes
the time the towboats are laid up for repairs. The mechanical oil
burners greatly reduce the quantity of make-up water required for
the boilers and reduce the amount of fresh water necessary to be
carried to a minimum. The atomization of the oil with these
burners has proven very satisfactory and very efficient boiler opera-
tion has been obtained. No difficulty has been experienced in main-
taining constant steam pressure under maximum load conditions.
The ’tween-decks contracted for installation on lower Mississippi
River barges consist of steel deck framing with wooden floors.
Twelve by sixteen foot hatches are provided in the center of the
'tween-decks with sectional covering and removable stanchions under-
neath hatch coamings. This provides for free and unrestricted load-
ing of the lower hold with stanchions removed, after which the
stanchions are installed for carrying cargo on the upper deck which
is designed for a carrying capacity of 250 pounds per square foot.
This construction was obtained at a cost of $245,000 for 44 barges.
These barges will be withdrawn from service in small groups and
delivered to the contractor's yard where fabrication of construction
material has been completed so far as practical in order to reduce
the lay days on such barges to a minimum. -
MISSISSIPPI-WARRIOR.
GENERAL.
RATE ADJUSTMENTS DIVISIONS.
The basis of joint rates possessed by the service is the greatest
factor of its public value. Without these joint rates the savings
of the service would be available to the public of a very small section.
As it is, they represent but a small part of the basis of joint rates
asked for, and are in no way comparative with the joint rates oper-
ated over rail lines paralleling the barge line on either side of the
I’l Ver.
Some rail carriers are anxious to extend joint rail-river-and-rail
rates, while others, who are hostile to the development of all water-
way traffic, object. As such matters at present are generally handled
by unanimous consent of all roads in a given traffic territory, the
most satisfactory method of establishing the desired extensions
seems to be through an amicable proceeding before the Interstate
Commerce Commission. . Such a proceeding is being formulated by
the management for early presentation to the commission.
Earlier formulation of this proposition has been impracticable
owing to the unsettled state of the divisions of the existing joint
rates. Rail-river-and-rail traffic moved through numerous junc-
tions on both sections would have been unprofitable had it been
necessary to accept the varied and unequal interpretation put upon
these divisions by many railroads which are necessary factors in
important through routes. It was first necessary to bring these
inequalities before the Interstate Commerce Commission and to
formulate a fairer basis for presentation to them. This was done in
two cases filed before the commission in September, 1920. The
cases have been heard, briefs are to be filed September 15, 1921, and
by the beginning of the new year we should have a decision which
will clear up these inequalities and uncertainties.
Now that these cases are out of the way, the traffic department is
preparing for the extended rate cases, as any decision rendered by the
commission on the record presented must bring substantial relief to
both the Mississippi and Warrior Sections through a fairer division
of joint revenues. •
It will suffice to say that the evidence submitted to the commis-
ision showed that through numerous gateways, on all the traffic
interchanged with large sections of country tributary to both the
Mississippi and Warrior Sections, the railroads were demanding
three-quarters or greater of the joint revenue for performing one-
quarter or less of the joint service.
REPAIR FACILITIES.
There are now in service 160 pieces of floating equipment. All of
the steel equipment should be hauled out at least once a year and
painted. The wooden equipment will require more frequent inspec-
tion. All of the equipment in line service is subject to accident, and
41
42 TRANSPORTATION FACILITIES ON INIAND WATERWAYS.
repairs during the fiscal year just ended is an item of such magnitude
as to be constantly in the mind of the management.
Aside from the necessity for regular care of the fleet previously
mentioned, the type of power which has been adopted on both sec-
tions does not lend itself readily to repairs afloat. Rudders, pro-
pellers, tail shafts, and stern bearings, º items of equipment relied
upon to apply the power to the movement of freight, must be regu-
larly inspected, and their alignment calls for frequent withdrawal and
repair of these parts. There is only one way to do this work right
and do it cheaply, that is, to haul out the boat on a dry dock or
marine railway. Even if the conditions are found to be generally
correct, the thorough inspection is as necessary as similar inspection
made at regular intervals to the locomotives of any well-organized
rail line. In normal times the dry-dock facilities at New Orleans
and Mobile together with various Army engineer plants, are all that
are necessary, and arrangements are being made whereby prefer-
ential treatment will be accorded our repairs so as to avoid delays or
unnecessary layups. •
TERMINALS.
No single terminal of the Mississippi-Warrior service is completed.
One important terminal is not yet started. Considerable progress
has been made during the year at St. Louis, Cairo, Memphis, New
Orleans, Mobile, Demopolis, Tuscaloosa, port of Birmingham, and
Cordova. It is imperative that all these projects be completed with
the utmost dispatch.
The terminal costs are abnormally high through enforced make-
shift methods of handling freight in the interim. More serious to the
success of the operation, however, is the degradation of package and
contents incident to the present methods of handling. Damage
claims will be minimized by the better methods of handling which
the new terminals will make possible. The more serious aspects of
these damages or possibilities of damage is the discouragement from
the service of many lines of good-paying traffic. Many shippers will
not trust their freight to a transportation line which requires a transfer
en route, until they can be convinced that the transfer will be accom-
lished under cover by trucking it as carefully as the freight would be
andled in their own warehouses. These methods are made the basis
of the development of the new terminals now under construction.
CHANNEL.
Danger of grounding in the Mississippi has caused the management
to limit loading during all but high-river stages and upon a rising
river. This particularly limits the revenue on barges loaded with
I’8,1][l.
g The service has recently handled 56 straight barge loads of grain
downstream on the Mississippi, the aggregate weight of which was
85,298 tons. Loaded to full 8 feet these barges would readily have
carried 100,800 tons of wheat. At the then existing rate this would
have added $58,907 to the gross and also to the net revenues, as the
additional loading results in no appreciable cost of handling down-
stream, and the wheat is loaded and unloaded at the expense of the
owner. Precaution against grounding, in view of the reported condi
tion of the channel, was responsible for the lighter loading.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 43
The delay in the completion of the 8-foot project on the Warrior
by the capping of the dams renders revenues uncertain and success
difficult. When the water is at pool stage loading must be restricted
to 5 feet 6 inches. On this stage the steam barges carry only 1,000
tons of coal, while at 8 feet they will carry 1,500. The resulting
limitation of revenues has contributed largely to the deficits shown
in the accompanying reports.
PERSONNEL.
The service is maintained on what might broadly be stated as
open-shop basis. Membership in labor unions, or the contrary,
is not a consideration of º as a matter of fact, however,
we find that in the crafts employed in our service, both ashore and
afloat, the majority are union men, and in these crafts the best available
men are found within the organizations. Thus far the service has
escaped any effort to sharply define the union labor issue, and antici-
pates no effort in the near future on the part of the interested unions
to raise such an issue.
The general and traffic staff is drawn almost entirely from the ranks
of the railroads and the salaries of general officers and clerks are in
keeping with similar positions on railroads traversing the territory
served by the line. Officers and employees are actuated with the one
idea of making the service a success. -
COMPLAINTS.
It is inevitable that the service should be faced with numerous
complaints as to its activities in matters of service, distribution of
equipment, and its rate policies. In a traffic so diverse, and operating
in a rate situation so complex and easily deranged, it is impossible
that the ideas and desires of all communities and industries should
be fully realized. The complaints against similar situations in the
ublic relations to the rail carriers, with which the barge line's traffic
is linked, fill the dockets of the Interstate Commerce Commission and
are never permanently disposed of. A public operation, such as the
Mississippi-Warrior service, is even more subject to criticism which
is frequently more interested than unfriendly, as every user of the
line feels himself to be a stockholder and justified in making his own
ideas felt in an institution toward which he regards himself as main-
taining such relations.
The service has one single objective; that is, to give the maximum
of good public service under conditions which will yield a return
commensurate with the cost of that service.
Only one formal complaint has been filed against the rate policies
of the line. However, much of the time of the management is
taken up in composing these difficulties which arise hourly, and
in shaping a traffic and operating policy to meet current conditions.
Many complaints find their way to Washington. The greatest lati-
tude is offered complainants to take their cases to those in authority
over the management of the barge line at Washington. Com-
plainants, in fact, are encouraged to appeal., if they so desire, as the
management stands ready to defend itself before the public and the
responsible officers of the service at Washington at all times.
44
TRANSPORTATION FACULITIES ON INLAND WATERWAYS.
MISSISSIPPI SECTION.
Floating equipment, Mississippi River section, for fiscal year ended June 30, 1921.

Equipment June # *... Equipment June
y & 1920–21.
Description. s —
* t; {º º re: re: & •e rº re; e
# # | 3 || 3 | # # # # #
t É 3 : Q) t : § 3.
O & | 5 || 3 || 5 || 3 || 5 || 3 | tº:
Towboats:
Advance.--------------------------. 1 l------ 1 ------------|------------ 1 ------ 1
A. M. Scott------------------------- 1 ------ 1 |------------------|------ 1 ------ 1
Big Barrett ".............................. 1 1 ! ------------ 1 1 -----. 1
Choctaw---------------------------------- l ! ------ ------------|...... ------ 1 l
Nokomis.-------....................!------ 1 1 ------------|------------ ------|-- ] 1
F. M. Wallace "........................... 1 1 ! ------------ 1 1 I.----- l
Natchez ----------------------------------|------|------ 1 i------------|------ 1 ------ 1
St. Louis----------------------------|------------|------ ! ------|------|------ 1 ------ l
airo.-------------------------------------|------|------ ! ------|------|------ | | |------ 1
Vicksburg---------------------------|------|------|-----. ! ------------|------ | 1 |------ 1
Total.----------------------------- 2 4 6 6 ------|------ 2 8 2 10
carg barges: | |
os. 25 to 29, inclusive.............. 5 . . . . . . 5 |...... |- - - - - - - - - - - -'- - - - - - | 5 |-----. 5
Nos. 531 to 570, inclusive............ 25 |...... 25 15 ------------ |...... : 40 l...... 40
U. S. Engineers 3, 4, 6, 7, 8, 10, 11, 13,
14, 15, 17, 20, 22, 24...................... 14 || 14 |............l...... 13 . . . . . . 1 1
U. M. R. 3, 4, 5---------------------|------|------|------------ 3 |------ 1 ------ 2 2
Total.--------.................... 30 || 14 || 44 || '15 || 3 |...... | 14 || 45 || 3 || 48
Miscellaneous |
Unloaders-----..................... 1 |------ 1 ------------------ * * * * * * 1 ... ... 1
Fuel flats Nos. 9 to 12............... 4 ------ 4 ------------------------ 4 . . . . . . 4
Track barges........................ 1 1 2 ------------------------ 1. 1 2
Barge Lawrence Barrett..................]......|............ 1 ------------------ l 1
§ºp barge Mariner.................l......'......l...... 1 ------------|------ ! ------ l
U. S. A. T. concrete carfloats........l......}......]...... 11 "------|------|------ 11 ------ 11
U. S. A. T. wooden Scows...........l......... * - - I - - - - - - 7'-................. 7 ------ 7
U. S. A. T. tug Gwalia...............................l...... ! 1 ------|------|------ 1 1
U. S. A. T. tug Gypsum Prince *....|..................]...... 1 ------|------|------ 1 1
Collier New Orleans ".....................l............ 1 ------------|------ ! ------ 1
Stevedoring barge...............................]... ...|...... | 1 |------|------------ 1 1
Total.---------------------........ 6 1 7| 20 || 4 |............ 26 | 5 31
1 Towboats Big Barrett and F. M. Wallace acquired from owners under terms of charter.
a Tug Gypsum Prince in joint service with Army base in harbor service, New Orleans.
3 Collier
ew Orleans transferred from Warrior to Mississippi section. Two additional towboats are
under construction by the Marietta Manufacturing Co. One track barge under construction by the Du-
buque Boat & Boiler Works.
§

Mississippi River Section—Performance of towboats for fiscal year ended June 30, 1921.
f g g-d ! g t } .2 2 :
: # à | ## :# $2 & | # 3 # #
. 2 Öſ, ‘C’ to 5 : rº : Tº 3 :=
| 3 || 2 <--> .E. 3.5 E 3 2: :3 c E & 5 ||6 #5
.5 | E : 3 . -: § 5 o: , ; * | -> C - G - d.
> || 2: : . CŞ tº cº 3 * . t : * 2 - | c. o
35 | = 2 : Sºl ..., B. 5 : v. C. 35 5" |: 3 #3
£ sº : 5 2, TÉ| E°..] |-gã #: Sh * £ E. § 3; # 35
| -- 3.53 c3 CŞ - ºn Eºf. 2: 3 tº 's-> sº .** • , g ‘E 3 7: 5 Ż E. :
; 2 'E - $2 "as ~ rºc 3 E 3 : c ..o º c 5 3: . - E * : * = E = 3
i à || 3 | < |= | < | + | < |& * : ** = | < |# 2, #| < | *pś, : | 3 || “. . . . . . . . . * | C F | < | * }< 5 |o 5
.º. $ºs ſº C 2 º, dº : sº sº | * >5 sº | .3 2: Cº. º: 5 C * | 3 || 3: -: t tº .33 bºt bº: .
gº © 2 * Q 9 .9996 || 3 cº - || Q sº 2 dº I do © 3 3 9 - 2: © 3°3 → º 6
3 || 2 || 3 |2 || 3 || 3 || 3 |, | * **ś| 3 || 3:#| 3 || 3 || 3 | | | # 3 || 3 || 3 || 3 || 3 | # 3 # # 33 g|#3 =
# 5 || 5 |É | 3 || 3 || 3 |á # 35& 5 |###| 3 || 3 || 3 || 3 | g : | 3 || 3 || 3 | 3 || 3 # # ; ; 3 = |}}'s E
| E- E- as [− R. Ö | A - || 0 - à i & | 5 || 5 || 5 || R. H | 5 || = | f | a à 2 - fi : -;
— 2-as-----------. *-*-*- - - | --- –––– ===== --—--, -º-º-º---. § - - - -— — — — -- ~~~ • ,
Advance.................... 8,760 #; 44.6] 190 2.2 347 3.9| 173| 1.9 843, 9.6 478, 5.5: 2,706. 30.9|. 81.0 & 0 ||........ 18.4%. 11 #3; 0.72 3.42
A. M. Scott................. 8,769. 1, ºf 13.9 °3; l. l. 332. 3.8.19 (.3 , is Q.9 13ſ. 2.2 2,163. 23.7 24 0.34, 1844. ...;-a-3|........ .º,3; 3.8 ...?: , § 3 ;
octaw.................... 8.7%; 4,685 53.5 21: 2.5 652 7.4 116 1.3 1,970 22.5 33 3.7 (694 7.3|........ ',78 0.9 2. Q. 3..... ,886 5.1' 20,785| 1.25 6.36
Nokomis.................... 8,7& 3, §1 ºf 133: 2.2 #18.3.g. ișā, i. 8 '$ 10.1 § 2.É 2,133 3: "........ 10|| 1.2 9 0 ||........1%; ; ; ; ; }} };
Wallace..................... 3,672; 1,396.38. 1 73. 2.0 49313.5 43 1.2 206 5.6, 189: 5. 1 1,272. 34.5|............: ...]... [...]......... 9 # 13, 516; 1.99 9.68
New Orleans................: 2,328, 1,569. 33.5 is 1.6 & 2, § 2. G.7. 505. 17.3 ± 1.5 '622 21.3|....|.... ii. 6.3| 26; 0.g......... 7,273 4.6 21,607 3.00. 13.77
Natchez..................... 4 sº. 2, ſº $3.9 16ſ 3.2 #| 1 || 101 3. i. 245 63; i3 2,649 ºff...]..., 73 i. 5 iſ ºl.....: lºº. 3.; 17.54% ºf $34
Vicksburg................... t 458 54.5 iſſi 24, 2.9 40 4.8 74 8.8 5 .06 187| 22.3| 10 1.2 9| 1.1 2 0.2] 30 3.5, 2, 169| 4.8 4,318; 2.00. 9.45
airo.----------------------- 720 332 46.2|........ 14 1.9 14, 1.9 342 47.5|...... !....] 18 2.5. . . . . . . . . . . . . ..!........]........ 993 3.0 2,256 2.30 6.78
St. Louis.................... 1, 128 633, 56.2|..............|.... 32 2.8 85 7. 4; 0.4 324 25i 35 3.1 & 0.5 9 0.8........ 3,314|| 5.2 4,978 1.50 7.8%
Total................. 49, *** alº wa 1.9; 2,509) 5.2 * 1. * ** º 2, uſ º 24. s 69 0.1 4,553, 9.4 II: 0.2} 30 alſº 4. is.” e g º ºs º º | e º e º
| |
Note.—Towboat Natchez placed in service Dec. 12, 1920: towboat Vicksburg placed in service May 26, 1921; towboat Cairo placed in service June 1, 1921; towboat St. Louis
placed in service May 14, 1921: towboat Wallace out of service during period from Dec. 1, 1920, to June 30, 1921, inclusive, account being in unserviceable condition; towboat New
Orleans out of service during period from July 1, 1920, to Feb. 28, 1921, inclusive, account having new boilers installed and major repairs to hull, etc., at naval station, Algiers, La.





46 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
Tonnage and revenue statistics, Mississippi River section, fiscal year ended June 30, 1921.
TONN AGE.
Southbound. Northbound. Grand total.
Month. Int Int Int
Inter- Inter- Inter-
Local. line. Total. Local. line. Total. Local. line. Total.
1921
June.------------------------ 15, 262 4,763 20,025 || 4,073 || 14,378 || 18,451 | 19,335 | 19, 141 38,476
May.------------------------ 15,393 || 5,090 20,483 5, 149 8,780 || 13,929 20, 542 13,870 34,412
April.----------------------- 21,792 || 2, 168 || 23,960 3,619 || 9,338 12,957 25,411 || 11,506 || 36,917
March......----------------. 15,843 2,897 18, 740 | 1,342 3,930 5.272 17, 185 6,827 24,012
February.................... 9,779 2,708 || 12,487 7,568 3, 148 || 10,716 || 17.347 5,856 23,203
January--------------------- 1,833 2,626 4,459 S58 604 || 1,462 2,691 3,230 5,921
1920,
December................... 2,539 || 2,362 4,901 2,944 4,013 || 6,957 5,483 6,375 11,858
November................... 3,628 1,620 5,248 736 2,932 3, 66S 4,334 4, 552 8,016
October..................... 6, 748 1,078 7,826 764 1,706 || 2,470 || 7,512 2,784 10,296
September................... 6,489 743 || 7,232 2,930 2,272 5,232 9,449 3,015 12,464
August.-----------------.... 12,479 1,981 14,460 246 685 931 | 12,725 2,666 15,391
July.------------------------ 7,447 2,224 9,671 809 4,922 || 5,731 8,256 || 7, 146 15,402
Tota'. ----------------- 119,232 || 30, 260 |149,492 || 31,038 56,708 || 87,776 |150,300 || 86,968 || 237,268
Ratio....---------- per cent... 79. 76 20.24 100.00 || 35. 39 64. ($1 | 100.00 63. 34 36.66 | 100.00
REVENU. E.
* V ----> º w; Grand
Month. Local. Interline. Towing. Total. Local. Interline. Towing. Total. total
1921. *
June........ $70,110. 13322,701. 99.81, 117.01:393,929. 13322,476.84559,232.24 $300.00|592,009.08 $185,938.21
May........ 56,453. 60 19,864. 29, 723.64 77,041.53 31, 116.09, 41,081.01 ........ 72, 197. 10 149,238.63
April....... 81,833.31| 8,665. 13, 1,060.34 91,558.78 27,872.81| 46,797. 11]-....... 74,669.92] 166,228.70
March...... 56,077.34 11,997.35 247. 12 68,321.81; 7,613.25] 15,722.981,000.00 24,336. 23 92,658.04
- February...] 30,958. 81 10,975.36 500.00. 42,434, 17 30,685.42 12,529. 11 750.00 43,964. 53| 86,398.70
January.... 7,479.97 10,591. 21 6,750.00 24,821. 18, 4,749. 14 2, 176.05|........ 6,925. 19 31,746.37
1920.
December...| 13,409.69. 13, 106.73......... 26,516.42 11, 174.38 16,982.02}........ 28, 156.40. 54,672.82
November... 19,811.96 10,451.20, 308.00 30,571. 16, 5,433.02 12,496.22|........ 17,929.24 48,500.40
October. . . . 28,345.42 3,739. 16......... 32,084. 58 7, 233. 19, 8,667.28]........ 15,900. 47 47,985.05
September . 28, 303.32. 3,403.48......... 31,706.80 14,687.29, 8,027.38|........ 22,714 67 54,421.47
August..... 50,692.34 9,677.68 ......... 60,370.02 1.219. 11|. 1,986.70........ 3,205.81 63, 575.83
July........| 26,955. 63 7,982.41. tº gº tº e º ºs e º 'º ### 3,501.95| 21,736. 21]........ 25, 238.16 60, 176. 20
Total. 470,431.52,133,155.99.10,706. 11614,293. ºw. 762.49,257,434.312,050.00A27,246,801,041,540.42


TRANSPORTATION FACILITIES on INLAND waterways. 47
Tommage and revenue statistics, Mississippi River section, fiscal year ended June 60,
1921—Continued.
AVERA GE NET REVENUE PER TON.


Month. Local. | Interline. Total. | Local. | Interline. Total. º
1921 º
June.-----------------.......... $4.59 $4.77 $4.63 $5.52 $4.82 $4.97 $4.80
May--------------------........ 3.67 3.90 3. 73 6.04 4.6S 5. 18 4.32
April-------------------........ 3.76 4. OO 3. 78 7. 70 5.01 5. 76 4.47
March----------................ 3.54 4. 14 3, 63 5. 67 4.00 4.42 3. 80
February....................... 3.17 4. ()8 3.35 4. 65 3.98 4.03 3.67
January. ....................... 4.08 4.03 4.05 5.54 3. 60 4. 74 4.22
1920.
December...................... 5. 28 5. 55 5. 41 3. 80 4. 23 4.05 4, 61
November...................... 5.46 6.45 5. 77 7. 38 4.25 4.89 5. 41
October. . . ..................... 4. 20 3.47 4. 10 9.47 5.08 6.44 • 4.66
September...................... 4.36 4.58 4. 39 4.96 3.53 4. 34 4. 37
August -------------............ 4.06 4.88 4. 17 4.93 2.90 3.44 4. 13
uly---------------------------- 3. 62 3.59 3. 61 4.33 4. 41 4. 40 3.91
Average. ----------------- 3.95 4. 40 4. 11 5. 40 4.54 4.87 4. 39
NET REVENUE PER TON-MILE.
[In mills.]
1921 -
June.--------------------------. 4.7 4.7 4.7 5.0 4.2 4.4 4.5
May---------------------------. 3.7 4.3 3. 8 5. 6 4.5 4.9 4.3
April--------------------------. 3. 6 4.2 3.7 7.3 4.7 5.4 4.3
March----------------.......... 3.3 4.5 3.5 5.4 3. ſ. 4. 1 3. 6
February. . . . . . . . . . . . . . . . . . . . . . . 3.4 4.4 3. 6 4. 1 3.9 4. 1 3. 8
January--------------.......... 5.5 4.4 4.8 5. 7 3.7 4.9 4.8
1920.
December...................... 7. 1 6.2 6.6 4.0 4.4 4.2 5. 1
November...................... 5.8 6.9 6.1 8. 1 4.4 5. 1 5.7
October. ................ * * * * * * º 4.0 3.3 3.9 8. 3 4.4 5.6 4.3
September----------............ 4. 1 4.5 4. 1 4.4 3. 1 3. 8 4.0
August ------------------------- 3.7 4.8 3. 8 6.3 2. 6 3.3 3. 8
July------------------------.... 3. 6 3.5 3.6 4.7 3.9 4.0 3.7
3.9 4.6 4.0 5.2 4.2 4. (5 4. 2
\

48 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
Classified statement of tonnage handled on Mississippi River section for fiscal year ended
June 30, 1921.

Southbound. Northbound.
Total
Classification. º! it. '..."
Local. Inter | Total. Local. Inter | total. “ line. *º ſº º
* | line. • | ***. line. º -
1. Wheat................... 66,082 ........ 66,082 |........}........|........ 66,082 i........ 66,082
2. Corn........... ----...... 14,913 |........ 14,913 |........!........l........ 14,913 |........ 14,913
3. Oats..................... 280 '... . . . . . 280 ----------------|-------. 280 . . . . . . . .
5. Flour and meal.......... 2, 152 i........ 2, 152 38 . . . . . . . . 38 2, 190 . . . . . . . . 2, 190
6. Other mill products.............. 30 30 --------........................ l 30 30
7. Hay, straw, and alfalfa... 11 23 34 ...-------------|-------- 11 23 34
8. Tobacco.................. 33 9 42 13 |........ 13 46 9 55
9. Cotton and cotton linters. 15,714 3, 157 18,871 48 909 957 15,762 4,066 | 19,828
15. Dried fruits and vegeta- *
bles---------------------------- 122 122 |........ 18 18 . . . . . . . . 140 140
16. Coffee.................... | 9 |........ 4,548 7,926 12,474 || 4,557 7,926 12,483
16. Rice..................... | 1,410 |........ 1,410 10 |........ 10 | 1,420 . . . . . . . . 1,4
16. Sisal..................... '................l........ 730 33,788 34,518 730 i 33,788 34,518
22. Other packing-house
products....... -------- 35 | . . . . . . . . 35 '........'........!-------- 35 | . . . . . . . . 35
26. Wool------.......................l........................ 57 57 |........ 57 57
33. Ore, beauxite. . . . . . . . . . . . . . . . . ...l........ [........ 8,307 |........ 8,307 || 8,307 |........ 8,307
35. Clay. .................... 213 . . . . . . . . 213 ----------------|-------- 213 | . . . . . . . . tº
37. Asphaltun.... 25 45 !........ | 20 20 45 65
38. Salt...................... 246 75 321 ................l....... . 246 75 321
39. Fuller's earth............ '• • - - - - - - ) - - - - - - - - ) - - - - - - - - 1 - - - - - - - - 264 264 . . . . . . . . 264 264
43. Lumber.................. 625 H. . . . . . . . 625 ----------------|--...--- 625 |........ 625
44. Other products of forests. 12 1........ 12 18 250 268 30 250 280
44. Chicle... . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1,210 | 1,210 | . . . . . . . . 1,210 1,210
45. Petroleum and products. 1,029 |..... . . . 1,029 . . . . . . . . |........l........ 1,029 . . . . . . . . 1,029
46. Vegetable oils.... . . . . . . . . 15 51 66 . . . . . . . . s e º e s e s e i = < e < * * * * 15 51 66
47. Sugar. . . . . . . . . . . . . . . . . . . . . . . . . ...l......---------- 914 2,557 || 3,471 914 2,557 | 3,471
47. Syrup, molasses, and glu- -
COSe- - - - - - - - - - - - - - - - - - - - 815 3, 143 3,958 1,983 69 || 2,052 2,798 || 3,212 6,010
50. Rails and fastenings...... 30 56 86 |........ - - - - - - - - - - - - - - - - 30
51. Iron and steel articles.... 1,936 5,748 || 7,684 1,352 i........ 1,352 3,288 5,748 9,036
51. Iron and steel, bar, band, |
and sheet.............. 336 974 1,310 |........ '........l........ 336 974 1,310
52. Other metals, bar, pig,
and sheet..............!........ 19 19 67 ........ 67 67 19 86
52. Spelter plates. . . . . . . . . . . . 224 224 448 |........ !--------|-------- 224 224 448
53. Castings, machinery, and
boilers................. 279 304 583 53 ........ 53 332 304 636
54. Cement.................. 828 |. . . . . . . . 828 |........ '................ 828 . . . . . . . . 828
55. Brick.................... 2,605 |. . . . . . . . 2,605 ||........ '........l........ 2,605 |... . . . . . 2,605
58. Agricultural implements. 12 4,864 || 4,876 . . . . . . . . '........l........ 12 4,864 4,876
58. Vehicles not self-pro-
°lled.......................... 94 94 ----------------|---------------- 94 94
59. Vehicles, self-propelled... 212 208 420 82 . . . . . . . . 82 294 208 502
61. Furniture (new). . . . . . . . . 309 129 438 1. . . . . . . . . . . . . . . . . . . . . . . . 309 129 438
62. Beverages... . . . . . . . . . . . . . 2,290 102 || 2,392 37 |........ 37 2,327 102 2,429
64. Fertilizer................. 8 504 512 |........ 756 756 8 1,260 1,268
65. Paper and articles........ 427 650 | 1,077 213 113 326 640 763 1,403
66. Chemicals... . . . . . . . . . . . . . 906 385 | 1,291 ................]........ 906 385 1,291
68. Canned goods. . . . . . . . . . . . 322 | 1,785 2, 107 18 26 44 340 | 1,811 2, 151
69. Burlap bags and bagging. 20 |........ 20 5,017 | 6,325 | 11,342 5,037 6,325 11,362
69. Jute butts----------------|--------|---------------. 3,621 |........ ,62 3,621 |... . . . . . 3,621
69. Packages, empty, re-
turned.................l........l........!-------. 1,158 22 | 1, 180 1,158 22 1, 180
69. Roofing, prepared........ 801 809 | 1,610 |........]........... • * - - - - - - 801 809 1,610
69. Shells, crushed oyster....................!................ 1,743 || 1,745 |........ 1,743 1,743
69. Starch................... 56 4,023 4,079 |........!........]... . . . . . 56 4,023 4,079
69. Tea sweepings...................]........]........ 1,350 36 | 1,386 1,350 36 1,386
69. Other manufactures and
miscellancous.......... 4,017 2,747 6,764 1,491 619 2,110 5,508 || 3,366 8,874
Grand total............ 119,232 30,260 |149,492 || 31,068 | 56,708 | 87,776 lºw 86,968 237,268
§

Classification of operating expenses on the
Mississippi River Section for fiscal year ended June 30, 1921.
June, May April | March February, January, December, November, October, September, August, July,
Total. 1921. jºi. iči.' iči.” ‘’iº.” ' | Tö20. jj.“’| 1..."' | *iº.” ‘’ijão. 1920.
|
MAINTENANCE.
Maintenance of equipment.
1. Superintendence. . . . . . . . $7,270. 75 $667. 04 $832. 20 $714. 65 $752. 51 $610, 34 $645. 12 $737. 43 $579. 37 $589.5% $619. 61 $258.40 $264. 58
2. Vessels, repairs.......... 253,492.95 17,397.85 | 12,711.79 17,618.25 10,380.90 6, 167.04 || 8,604.92 14,271.56 24,986.97 30,954.45 29,629.02 || 53,296.46 27,473. 74
: Y. ºpiº ...] 251, 559.92 31,636. 23 26,948.73 26,011. 23 26,011.23 22,677.90 22, 515.40 26,783.55 13,875. 19 || 13,875. 19 | 16, 192.61 | 12,828.83 || 12,203. 83
e gs and lighters, re- º -
7 T." ná lighte ... 15,837.77 2,638.58 1,258.61 976. 15 711. 83 2,308.34 2, 199.63 1, 165.64 539.77 2,085. 24 396. 60 675. 64 881. 74
. Tugs and lighters, de- gº
preciation....... … 12,931. 38 | 1,091.62 | 1,091.62 1,091.62 | 1,091.62 1,091.62 | 1,091.62 | 1,379.51 | 1,045.43 | 1,270.43 895. 43 895. 43 895. 43
8. Shop, machinery and
tools. ................. 98.32 37, 72 32. 22 28.38 ...........!...........l.....------|-----------|-----------|-----------|-----------|-----------|----------
10. Stationery and printing. 36.50 9. 55 8. 78 5. 00 . 70 . 80 11. 67 -----------|-----------|-----------|-----------|-----------|----------
Total maintenance of * r gy
equipment.......... 541,227. 59 || 53,478.59 || 42,883.95 || 46,445.28 38,948.79 || 32,856.04 || 35,068.36 44, 337.69 || 41,026.73 || 48,774.81 47,733.27 | 67,954. 76 || 41,719. 32
Maintenance of terminals. - -
12. Superintendence........ 1,565. 20 197. 53 275 03 303. 72 56. 73 49.00 71. 40 228. 50 298.60 84.69 |...........l...........l....------
13. Docks, wharves, build-
ings, and fixtures...... 17,578. 17 | 1, 101. 20 878, 55 1,962.02 255. 71 312.63 641.07 || 6,324.97 626.95 2,484.65 138.05 2, 124.66 727.71
15. Stationery and printing. 86.21 1. 20 11.68 60.58 ...........l........... 12.73 |-----------|-----------|-----------|-----. - - - - - - - - - ; ; ; ;"|- - - - - ; ; ;
16. Other expenses.......... 2,640.44 681. 03 65. 70 349. 49 . 40 384. 74 291. 79 646.04 "........... 50. 88 85.50 71. 17 13. 70
16a. Freight cars, deprecia-
tion.----------........ 595, 50 90.00 90.00 90 00 193.87 67.5 64. 13 1. . . . . . . . . . ------------|-----------|-----------|-----------|----------
Total maintenance of ºw
terminals............ 22,465. 52 2,079.96 || 1,320.96 2,765. 81 506. 71 813.87 | 1,081. 14 || 7, 199.51 925. 55 2,620. 22 223.55 2, 195.83 741. 41
Total maintenance ex- e
DCDSCS- - - - - - - - - - - - - - - 563,693. 11 || 55,549.55 44,204.91 49,211.09 || 39,455.50 33,669.91 || 36,149.50 || 51,537.20 || 41,952.28 || 51,395.03 || 47,956.82 || 70, 150.59 42,460. 73
Traffic expenses.
17a. Superintendence, pay of --
officers. -------........ 6,096.88 500. 00 75.00 612, 50 612. 50 612, 50 612. 50 612. 50 612. 50 612. 50 612. 50 281.25 140.63
17b. Superintendence, pay of - w º ge
clerks and attendants. 19,655.88 || 1,944. 41 | 1,795.01 1,833.49 | 1,956. 54 1,514.37 1,506.26 1,501.87 1,524.37 | 1,479.38 1,511.38 1,573.41 1,515. 39
17c. Office and other ex- -
DellSeS- - - - - - - - - - - - - - - - - 4, 288.77 469. 21 272.23 262. 42 728. 41 355. 81 614. 98 || 532.42 432, 90 317.04 75. 82 97.86 129.67
18. Outside agencies. . . . . . . . 30, 233.70 || 2,852.40 2,685. 13 2,846.93 |. 2,428.73 2,284.40 2,760.60 2,523.02 2, 169.27 | 2, 113.20 2,605.99 || 2,253.70 | 2,710.33
20. Traffic associations...... 37.50"-----------|----------- 12.50 ----------.'........... 12, 50'-----------|----------. 12.50 |...........'...------------------
Classification of operating expenses on the Mississippi River Section for fiscal year cnded June 30, 1921—Continued.
Total. June, May, April, March, ; February, January, December, November, October, September, August, J ºly,
1921. 1921. 1921. 1921. 1921. 1921. 1920. 1920. 1920. 1920. 1920. 1920.
MAINTENANCE—Continued.
Traffic expenses–Contd.
21. Advertising...... : -; ----| $1,089.00 $19.94 $34.75 $65.93 ....... ----|----------. $57.07 -----------|----------- $17. 53 $13.25 ----------- $880. 53
22. Stationery and printing. 7,825. 72 l 154. 14 735. 12 1,443.97 $392.24 $1,430.31 1 483. 77 $277. 01 $829. 27 388. 20 507. 18 $1,558. 56 901. 77
Total traffic expenses.]. 69,227.45 5,631.82 5,797.24 || 7,077.74 6, 118.42 6, 197.39 5,080. 14 || 5,446.82 5,568.31 4,940.35 | 5,326. 12 5,764.78 6,278.32
Transportation erpenses,
operation of vessels.
24a. Superintendence, pay of
O TS - - - - - - - - - - - - - - - - 4,864. 17 412.50 412.50 412.50 412. 50 412.50 412.50 412. 50 412. 50 412.50 451. 67 362. 50 337, 50
24c. Office and other ex-
DenSCS- - - - - - - - - - - - - - - - - 2,800. 26 248. 82 328. 89 222.88 134.91 285. 42 274.77 237. 52 209. 57 179. 56 137.94 241. 70 298. 28
25. Wages of crew........... 147,624.00 22,083.26 19,095.49 || 15,693.00 13,859.87 10,452.04 10,642. 53 || 13,901.05 || 10,410.94 | 8,804.08 || 7, 861. 19 || 6,691.69 8, 128.8%
26. Fue - - - - - - - - - - - - - - - - - - - - 137,932.08 20,927. 55 18,676.57 | 13,213.90 15,757. 69 9,786, 57 6,830. 42 15, 122.81 9,020.77| 6,980.30 | 8,863.34 6, 152.44 6,599.72
27. Lubrication...;--- - - - - - - - 6, 124.82 1,459.59 759, 98 433.80 155 36 502. 562. 78 531. 21 548. 40 477. 76 128. 1 || 2.58.43 327. 34
28. Stationery and printing. 438.47 17. 23 85. 51 18.60 121. 83 21.03 24.38 1 70. 90 28. 39 3.75 180. 90 7.75 ----------
29. Food supplies......;..... 48,248.08 || 5, 104.50 4,870. 78 || 4,317.30 3, 177. 18 1,804. 16 2,070.23 5,328.08 || 5,206. 13 3,314.84 4,921. 17 4,365.38 3,588.33
30. Other supplies and ex-
enSes- - - - - - - - - - - - - - - - - 10, 503.04 || 1, 193.65 990. 42 909. 55 856. 11 | 1,007. 56 924.38 1,215. 35 875. 03 879. 06 536.96 541.97 573. 00
32. Lay-up expenses........ 279. 40 100.00 100.00 79.40 ----------------------|----------------------|-----------|-----------|-----------|-----------|----------
33. Other expenses.......... 8,727, 12 328.70 | 12,883.91 2,204.42 1,455. 39 262. 03 250.00 499. 12 37.56 5,382.26 544.65 260.00 386 90
Total operation of ves-
sels------------------ 367,541.44 || 51,965.80 || 42,436. 23 ||37,505.35 | 35,930. 84 24,623.37 21,991.99 || 37, 176.74 26,729.29 || 26,434. 11 || 23,625.93 18,881.86 20,239.93
Operation of terminals. - - --
34a. Superintendence, pay of
officers................ 9, 117. 44 802. 50 945. 80 612. 50 612. 50 612. 50 755. 00 837. 50 837. 50 837. 50 901. 66 620. 82 741. 66
34c. Office and other ex- e
enses----------------- 888. 41 63. 34 128.93 186. 12 93.82 94. 39 128.99 38. 60 18. 17 7.76 93. 15 23. 89 11.25
35. Salaries, agents, clerks,
and attendants........ 76,373. 13 | 8,912.49 || 7,746.93 6,757. 18 5,819.74 5,414.00 6, 118.28 6, 113.44 6,410. 50 6,506.96 || 6,319.98 || 5,224.03 || 5,029.60
36. Agency office expenses.. ; v-v- 357.76 376. 35 291.02 332, 77 323. 74 347. 52 409. 68 268. 15 255. 71 289.25 265. 18 412. 75
37. Stationery and printing. 3,497. 74 461. 71 868. 44 193. 34 172. 64 269.86 218. 26 1 495. 21 327. 80 414.32 486. 66 34.98 544.94
38. Stevedore and wharf
800ſ---...- : - - - - - - - - - - - - 211,276.97 24,969.63 24,964. 41 || 17,703.59 11, 175.82 7,754.67 14,292.67 17,039. 12 || 11,713. 57 19, 586.60 17, 581.8S 22,668.50 21,826. 51
39. Tugs and lighters, opera- -
tion.------------------ 71,369.69 10,281.79 i 8,900.06 | 8,025. 49 5,508.85 6,400. 92 5,648. 31 8,561.79 1,745.50 4, 529.80 3,782.77 4,403. 56 3,580.85
-
Š

i
§:

f
W 8.8: - - - - - - - - - - - - - - - - - 1,397. 79 343.05 190. 97 111.42 75.22 54.97 37.20 167.5i 33.99 73. 91 133.23 86. 38 89.94
42. Wharf sunplies and ex- :
penses. p ptº e º sº e º e º ºs e º e º 16,845. 71 || 2, 562. 11 2,987. 58 2,003. 87 | 1,001. 21 798. 30 967. 20 873. 20 234. 14 | 1,236.21 1,329.74 2,510. ś #; §
43. Other expenses.......... 15,836. 32 2,655.58 1, 551 96 || 1,320.70 | 1,899.92 | 1, 130. 20 836. 48 2,368.46 583. 52 3.32. 64 | 706.02 1,272.92 | 1, 177.
Total opera ic n of ter- t | g sº
º: * * * * * * * * * * * g = * 410, 533.08 51,409.96 || 48,661.43 ||37,205.23 26,692.49 22,852.55 29,349.91 || 35,914.09 22, 172.84 || 33,781. 41 31, 524. 24 37, 111.09 || 33, 856, 74
tº =========='= +===== ==: := ± == =- =_ ===, E-
Incidental transportation - |
expenses. -
44. Hossand damage, freight| 40,28%. 12 4,996.76 4,795.34 || 5,403.28 3,287. 29 3, 133.29 1,28.40 | 12,092, ſº 970. 92 998.82 | 1,091. 13 1,271.52 060.91
46. Damage to property..... 40. 50 * , e. & 4 e ** * * * * - & -
47. #. to jº. tº e º 'º 1,290.02 94. 50 30.00 106.00 3.96 |. . . . . . . . . . . 60. 77 289. 86 76. 70 206. 75 48.93 273.92 98.60
Total incidental trans- - tº * *O 5.
portation expenses...} 41,616.64 5,091.26 4,825.34 5,522.28 3,291.25 3, 132. :9 | 1,244. 17 | 12,410. 82 | 1,047.65 1,205.57 | 1, 140.06 | 1,545. 44 | 1,059.51
Total transportation |
- tº -- * * * * * as gº frº g + æº ºf ſº
eXpeſlSeS. ........... 819,691.16 108,467.02 || 95,923.00 80,232.86 || 65,914.58 50,610.21 52,686.07 | 85,501.65 |49,949.78 61,421.09 || 36,290.33 |57,58.39||55, Hºlº
General crpenses. -
48a. General officers, salaries. 21,706.25 | 1,718.75 1,718, 75 1,718.75 | 1,718.75 1,718, 75 1,818.75 | 1,918.75 | 1,918.75 1,918.75 1,918.75 1,918.75 | 1,700.00
48b. General officers, ex- - ſº | gre 345. 18 295.00
cº". id attendants. 3,781.29 616. 02 258. 15 305.98 103.59 481.91 187. 56 100. 70 318.08 522. 19 246.93 s:43. e
49a. Clerks and attendants, . ise ;: O =
9 ci: º* * * * * * * * * * * * * * 37,732.15 || 3,435.22 3,427.56 || 3,450.57 3,293.38 3,223.04 || 3, 170.45 3,204.61 3,206. 10 ! 3,043.69 3,001.56 2,675.25 | 2,600.72
49b. Clerks and attendants º
expenses............ . 1,243.27 150. 27 198. 50 125. 51 51. 24 11.05 32. 06 6.00 94. 07 276.94 72.83 58.69 166. 11 .
50. Office supplies and ex- } . gº - gº tº gº * * * * * *
ºpp * * * * * * * * * * * * * 5,223.63 356. 22 707. 96 550. 56 431. 82 241. 09 470. 84 59. 48 267.50 452. 01 329. 2 y 395.95 422.96
51. Law expenses........... 399. 21 . . . . . . . . . . . 55. 13 1. . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - ::::::: , 350.9% ----…-:- --------...- ..º.º. -------5:----- 448.35
54. Stationery and printing. 3,615. 64 226. 44 391. 71 165. 58 323. 26 290. 46 515. 84 ! 538.04 6:9.07 356. 62 731. 10 65. 25 *\, º
55. Other expenses.......... | 316. 15 100. 19 |........... 215.96 ----------------------|-------- - - - - - - - - - - - - - - - - - - - - - - - - - * * * * * * * * * g º º e = < e < e < e < e < | * * * * * * * * * * * - - - - - - - - - -
|
Total generalexpenses. 74,017.59 || 6,603.11 6,757.76 6,532.91 5,922.04 5,966.30 6, 195.50 5,539.50 6,443.57 6,570.20 6, 94.49 || 5,459.07 || 5,639. 14
|
56. Charter involving rent gº * {*
º tº ſº e º e e 30, 105.84 4,070.00 4,490.00 5,797.50 5,082.50 4,610.00 5,082.50 ||25,856.66 8,627.50 8, 135.00 || 17,610.00 | 13, 157.50 14,520.00
Total charterexpenses. 30, 105.84 || 4,070.00 4,490.00 || 5,797.50 | 5,082.50 || 4,610.00 || 5,082.50 125,856.66 8,627.50 8, 135.00 || 17,610.00 || 13, 157.50 14,520.00
————
112,541. 44 |32. 461. 67 || 98,357.76 |152,070.33 |124,048.37
Total water line oper-
ating expenses. ..... 1, 556,735. 15 [180,321.50 |157, 172.91 [148,852. 10 |122,493.04 |101,053.81 (105,193.71 122,168.51
41. Light, power, heat, and
a' *
Charter expenses.
1 Credits.
52 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
Fiscal year 1921, Mississippi River section.
Net deficit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $502, 637. 01
Total tonnage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237,268
Southbound. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . per cent. . 63
Northbound........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . do. . . . 37
Itemized cost of earning a dollar revenue: -
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . " $0.51
Maintenance of terminals.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02
Traffic expense...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Operation of terminals.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Incidental expense... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04
General expense--------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07
Charter expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03
Total.-----------------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.47
Average revenue per ton transported. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 39
Itemized expense incurred for each ton transported:
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 2. 28
Maintenance of terminals.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09
Traffic expense------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 55
Operation of terminals.... . . . . . . . . . . . . . . . . . . . . . -- - - - - - - - - - - - - - - - - 1, 73
Incidental expense.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
General expense......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Charter expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Total.-----------------------------------------------. . . . . . . . 6. 56
1 Included depreciation charge of $264,491.30.
§

Statement of revenue and expenses on the Mississippi River Section for fiscal year ended June 30, 1921.
June May April March, February, January, December, November, October, September, August July
Total. 1921.” 1921. Wº tº “ºlºny, "ºº" ºr Fºrº Alº, tº
Operating revenue:
* from transporta-
OIl— .
Freight revenue. . . . . . . . . |$1,041,540,423185,938, 213149,238.633166,228.70 $92,658.04 $86,398.70 $31,746.37 $54,672.82 $48,500.40 $47,985. 05 554,421.47 $63,575.83.360, 176.20
Revenue from operations
* than transporta-
On— * O
Miscellaneous............ 6,935.29 165, 74 25. 48 67. 28 104.34 35.26 204.84 × 608. 81; 1,196.60 4,348.03; 1,025.09 192.05 179. 39
Charter revenue— \
Charter involving rent
exclusively............ 8,920.00|........... 8,900. 00 * * * * * * * * * = sº I sº e is e º is sº º is a sº 20.00--------------------------------- ---------------------------------|----------
Total operating revenue 1,057,395. 71 186,103.95, 158,164. 11 166,295.98 92,762. 38 86,453.96 31,951. 21 54,064.01 49,697. 00 52,333.08 55,446.56 63,767.88 60,355.59
Operating expenses: | H. | == - | |
Maintenance............. 563,693. 11, 55,549.55 44,204.91: 49,211.09| 39,455.50, 33,669.91 36,149.50, 51,537. 20, 41,952. 28, 51,395.03 47,956.82; 70,150.59 42,460. 73
Traffic expenses......... 69,227.45 5,631.82 5,797.24 7,077. 74, 6,118.42 6, 197.39| 5,080. 14' 5,446. 5,568.31|| 4,940.35. 5,326. 12| 5,764.78 6,278.32
Transportation expenses. 819,691. 16| 108,467.02 95,923.00 80,232.86 65,914.58 50,610.21 52,686.07 85,501.65 49,949. 78 61,421.09, 56,290.33 57,538.39 55,156.18
General expenses........ 74,017. 59| 6,603. 11; 6,757.76 6,532.91 5,922.04 5,966.30 6, 195.50 , 5,539.50; 6,443.57| 6,570.20; 6,394.49| 5,459.07 5,633. 14
Charter expenses........ 30, 105.84| 4,070.00 490.00) 5,797. 50 5,082.50. 4,610.00 5,082.50 325,856. 66 8,627.50, 8,135.00 s 17,610.00 13, 157.50 14,520.00
Total operating ex- - |
PCIlS6S-- - - - - - - - - - - - - - 1,556,735. 15| 180,321.50 157,172.91 148,852. id 122,493.04 101,053. 81 105,193.71 122,168, s 112,541.44 132,461. 67 98,357.76. 152,070.33,124,048.37
Operating income............ 1499,339.44, 5,782.45 991. 20, 17,443. 88 129,730.66] 1 14,599. 85 173,242.50 168, 104.50 162,844.44 180,128, 59 142,911.20 i 88,302.45|l 63,692.78
Other income— ,
Income from lease of line-l.------------|----------------------|----------------------|-----------|-----------|-----------|-----------|-----------|.......---------------|----------
Income from unfunded
securities and accounts. 1,766. 11 137.98 99. 12 70. 12 30.05 26. 82 34. 79 46.75 46.91 140. 65 101.91 300. 73 730, 28
Total other income.... 1,766. 11 137, 98 .99. 12 70. 12 30.05 26. sº 34. 79 46.75 46.91 140. 65 101.91 300. 73 730, 28
Gross income................ 1497,573.33, 5,920. 43| 1,090.32] 17,514.00 l 29,700.61|l 14,573. 03 173,207.71 68,057.75|| 62,797.53, 179,987.94 42,809.29|| 88,001.72||62,962.50
Deductions from gross in- *===s**E=m, —
COIOle—
Water-line tax accruals.. 450. 75 30.00 30.00 390. 751-----------|.......... • * * ~ | * * * * * * * * * * * : * * * * * * * * * * * i • * * * * * * * * * * : * * * * * * * * * * * | * * * * * * * * * * * : * * * * * * * * * * * | * * * * * * * * * *
Rent of leased line.------|-------------|----------------------|---------------------------------|-----------|-----------|----------------------|----------------------|----------
Miscellaneous rents...... 4,612.93 393. 42 393. 42 401. 24 393.42 393. 42 393. 42 393. 42 401. 24 393. 42 393. 42 352, 17 310, 92
e Total deductions from
O gross income......... 5,063.68 423. 42 423.42 791.99 393.42 393. 42 393. d 393. 42 401. 24 393.42 393.42. 352, 17| 310.92
Net income. . . . . . . . . . . . . . . . . . 1502,637.01| 5,497.01 666.90) 16,722.01||130,094.03 l 14,966.45|l 73,601. 13||168,451. 17|1 63, 198.77|1 80,381.36 1 43,202.71 i 88,353.89|| 63,273.42
Tonnage handled............ 7, * 38,47 34,412 36,917 24, oi2. 23,203 5,921 11,858 ,916 10,296 12,464 15,391 15,402
© g
| Loss, # Debit, 3 Credit.
54
TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
Comparative report of operating revenue and expenses on Mississippi River section to
June 30, 1921.
September, Six months. Six months. Six months Six months
1918, to ended ended ended ended Total
June 30, Dec. 31, June 30, Dec. 31, June 30, es
1919. 1919. 1920. 1920. 1921.
Operating revenue:
evenue from transporta-
tion— *
Freight revenues......... $277,000. 36 |$165,977.67 3366,482.24 $329,331.77 |3712,208.65 |$1,851,000.69
Revenue from operations
other than transporta-
tion—
Miscellaneous............ 453. 32 1,227.37 748. 24 6,332.35 602.94 9,364. 22
Charter revenue—
Charter involving rent
exclusively-------------|------------|------------------------|------------ 8,920.00 8,920.00
Total operating reve-
nueS - - - - - - - - - - - - - - - - - 277,453.68 || 167,205.04 || 367,230.48 335,664. 12 | 721,731.59 1,869,284.91.
Operating expenses: .
Maintenance............. 81,119. 17 | 66,278. 12 116,759.04 || 305,452.65 258,240.46 827,849.44
Traffic expenses.......... 33, 119.55 || 48, 101.40 110, 500. 24 || 33,324.70 || 35,902.75 260,948.64
Transportation expenses. 475,896 80 228,937. 50 397,445.01 || 365,857. 42 453,833.74 1,901,970. 47
General expenses......... 32,921. 28 23,513.92 27, 376. 10 || 36,039.97 || 37,977.62 157,828. 89
Charter expenses......... 79, 764. 56 69,768. 15 78,087.80 973. 34 || 29, 132.50 257, 726.35
Total operating ex- C.
flSèS. - - - - - - - - - - - - - - 702,821.36 436,599.09 || 710, 168, 19 741,648.08 || 815,087.07 || 3,406,323.79
Operating income............ 1425,367.68 || 269,394.05 |1342,937.71 || 405,983.96 || 93,355.48 || 1,537,038.88
Other income—
Income from unfunded *
securities and accounts. 6,706.92 5,075.26 5, 160.01 1,367. 23 398. 88 18,708.30
Total other income..... 6,706.92 5,075.26 5, 160.01 1,367.23 398.88 18,708.30
Gross income................ 1418,660.76 || 264,318, 79.1337,777.70 |1404,616. 73 192,956.60 || 1,518,330.58
Deductions from gross in-
COIſle. ' *
Water line tax accruals...l............l............ 458. 57 |............ 450. 75 909, 32
Miscellaneous rents....... 3, 507. 29 || 2,241.73 || 2, 139.58 || 2,244.59 2,368. 34 12, 501. 53
Total deductions from -
gross income......... 3, 507. 29 2,241.73 2,598. 15 2,244.59 2,819.09 13,410.85
Net income.................. 1422, 168.05 || 266,560.52 |1340,375.85 (1406,861.32 195,775.69 || 1,531,741. 43
Tonnage handled............ 78, 738 49, 104 87, 144 98, 585 120, 146 433,717

! LOSs.
TRANSPORTATION FACILITIES ON INLAND WATERWAYS. 55
Balance sheet as of June 30, 1921.
ASSETS.
Investments:
WBla. Expenditures for real property and equip-
ment-------------------------- - - - - - - - - - - - - - -
WB lb. Reserve for accrued depreciation........
$11,727,806. 17
527, 236.45
WB la. Improvement on leased property and
equipment— -
(a) Leased equipment............. . . . . . . . . .
(b) Leased property. . . . . . . . . . . . . . . . . . . . . . .
16,088. 20
35,689.72
Working assets:
WB 8. Cash................. . . . . . . . . . . . . . . . . . .
WB 11. Traffic balance owed by other companies
WB 12. Net balance due from agents. . . . . . . . . . . .
WB 14. Miscellaneous accounts receivable.......
WB 15. Material and supplies. . . . . . . . . . . . . . . . . .
WB 16. Other working assets. . . . . . . . . . . . . . . . . . .
91, 600.04
99,714. 23
* 18, 176.91
25, 124.06
48, 134. 17
100,718.31
Deferred debit items:
WB 19b. Temporary advances. . . . . . . . . . . . . . . . .
WB 26. Special deposits. . . . . . . . . . . . . . . . . . . . . . .
WB 31. Other deferred items. . . . . . . . . . . . . . . . . . .
WB 31. U. S. Railroad Administration obliga-
tions prior to Mar. 1, 1920..... . . . . . . . . . . . . . . .
412.95
100,000.00
790. 84
666, 161.39
14, 233. 11
LIABILITIES.
Working liabilities:
WB 39. Audited vouchers and unpaid wages. . . .
WB 40. Traffic balances owed to other companies
WB 41. Miscellaneous accounts payable. . . . . . . . .
WB 43. Matured rents unpaid. . . . . . . . . -- - - - - - - -
WB 46. Other working liabilities. . . . . . . . . . . . . . . .
$11,200,569.72
51,777. 92
347, 113.90
781,598. 29
12,381,059.83
599,921. 19
2, 338.88
19, 537.06
7, 457.42
118, 240.71
Accrued liabilities not due:
WB 48. Taxes accrued. . . . . . . . . . . . . . . . . . . . . . . . . .
1,770.00
Deferred credit items:
B 50. Operating reserves. . . . . . . . . . . . . . . . . . . . .
WB 53. Other deferred credit items. . . . . . . . . . . . .
21,265.00
11, 220.80
Washington ledger control account:
Balance Washington ledger control account from
ledger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss from operation from September, 1918, to
June 30, 1921. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14,019,457.62
2, 420, 148.85
747,495. 26
1, 770.00
32,485.80
11,599, 308.77
12,381,059.83
1 Credit.
56
TRANSPORTATION FACILITIES ON INLAND waTERWAYS.
WARRIOR SECTION.
Floating equipment, Warrior River section, for fiscal year ended June 30, 1921.

Retired—re-
4
Equipment June 30, Added Equipment June 30,
1921. 1920–21. : turned 1920–21. 1921.
. Description.
Owned.|Leased. | Total. Owned.|Leased. owned. Leased. Owned.|Leased. | Total.
Towboats: .
Clio------------- 1 -------- ! --------|-------- |- - - - - - - - - - - - - - - - 1 -------- 1
Darling......... 1 -------- ! --------|------------------------ 1 -------. 1
Volcano......... 1 |-------- ! --------|-------- !--------|-------- 1 -------- 1
Nugent. --------|-------- 1 ! --------|-------- - - - - - - - - ! ----------------|--------
Alabama.-------|-------- 1 1 --------|-------- -------- ! --------|--------|--------
Cordova.--------|--------|--------|--...... 1 -------- - - - - - - - - - - - - - - - - 1 -------- 1
Demopolis. -----|--------|--------|-------- 1 -------- ---------------- 1. -------- l
Montgomery----|--------|--------|-------. ! ----------------|-------- 1 I-------- 1
3 2 5 3 |---------------- 2 6 -------- 6
Self-propelled
barges:
. S. Gorgas 1... 1 -------- 1 --------|-------- 1 ------------------------|--------
U. S. Eutaw 1... 1 -------- ! --------|-------- 1 ----------------|--------|--------
U. S. Holt 1..... 1 !-------- 1 ---------------- 1 ----------------|--------|--------
U. S. Biloxi..... 1 -------- ! --------|--------|--------|-------- 1 |-------- 1
U. S. Jackson 1.. 1 -------- 1 --------|-------- 1 ----------------|--------|--------
U. S. Birming-
*10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ! ------------------------ 1 -------- 1
U. S. Tuscaloosal........l........l........l. 1 |----------------|-------- 1 -------- 1
U. S. Mobile....l........................ 1 |--------|---------------- 1 -------- 1
5 -------- 5 3 --------l. 4 -------- 4 -------- 4
Coal barges:
Nos. 101 to 112,
inclusive...... 12 l-------- 12 l--------|--------|---------------- 12 -------- 12
Nos. 200 to 210,
inclusive?..... 11 |-------- 11 --------|--------|---------------- 11 -------. 11
Nos. 631 to 650,
inclusive...... 20 -------- 20 l--------|-------- 1 -------- 19 |-------- 19
Eng. 3–8 * *
and 24. ...--------------------|---------------. 3 |--------|--------|-------- 3 3
Chicasaw Ship sº
Co., Nos. 1 to
4, inclusive----|--------|--------|--------|-------. 4 |--------|--------|-------- 4
43 |-------- 43 ||-----... 7 1 -------- 42 7 49
Steel barges:
U. S. Gorgas----|--------|--------|-------- 1 |--------|--------|-------. 1 -------- 1
U. S. Eutaw----|--------|-----...l........ 1 |--------|--------|-------- 1 -------- 1
U. S. Holt......l........l........l........ 1 |--------|--------|-------- 1 |-------- I
U. S. Jackson...l........l................ 1 ------------------------ 1 !-------- l
º º e º ºs º is tº I gº tº e º e s tº e i s = e ºs e e º ºs 4 --------|--------|-------- 4 1-------- 4
Miscellaneous:
A., & N. O. tug
Amelia........l........ 1 1 ----------------|--------|--------|-------- 1 1
A. & N. O. tu
Little Colonel.l........ 1 1 |----------------|----------------|-------- 1 . 1
Derrick barges.. 2 -------- 2 ----------------|--------|-------- 2 -------. 2
Collier New Or-
eans "......... 1. I.------- 1 ---------------- 1 ----------------|--------------- tº
Launch Chaper-
One. - - - - - - - - - - 1 !-------- 1 ---------------- 1 --------|----------------|-- tº tº gº tº º º
U. S. A. T.
wooden Scows” ........l........l........ 8 --------|---------------- 8 -------- 8
4. 2 6 8 -------- 2 tº e º e º is gº e 10 2 12
1 Self-propelled barges U. S. Gorgas, Eutaw
1% as power units and used as towed units.
arges 202 and 205 sunk, to be salvaged.
* Collier New Orleans transferred from Warrior to Mississippi section.
4 U. S. A. T. wooden scow under charter to Chicasaw Shipbuilding Co.
*
, Holt, and Jackson taken out of line service in February,
sº
Performance of towboats for the fiscal year ended June 30, 1921.
e º 80 re: g º: $—s º * g. -: 2 $—a . .
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.E. $– C 35 | = 35 | T as 35 *: a | E 35 | E & 35 20 i 35 | . a; 5 35 it lºº, - 3 |#2 *|É.- :
"… go -- © QX S.) Ǻ © C SO oS Q ‘5 3 Sº .5 Q * So .C. Q tº * E & ta 3 : E |: ; 3
# | # | 3 | # # 5 || 3 || 3 || 3 | # # 35 | # | 3 || 5 || 3 || 3 || 3 || 5 | # |###| # £3 #|###
E- E- 6 || 3 | dº #. & 5 || 5 || 3 || 5 || > Q- H | 04 || 0 P- ºr | Pº > |<! E+ ºf -:
w | - -- - -----
Volcano....... 8,760 || 5,644 64.5 553 6.3 266 3.0 383 4.4 25 | 0.3 |1,461 | 16.7 18 0.2 || 362 4.1 48 0.5 20, 564 3.6 4,739.9 0.23 0.84
Clio........... 4, 3, 152 | 67.8 226 4.8 190 4.1 | 198 4.3 38 || 0.6 ſ 612 || 13.2 . . . . . . 0. 0 | 187 4.0 47 | 1.0 | 10, 138 3.2 | 1,817.3 0.18 0.58
Darling....... 5,757 || 3,418 59.4 232 || 4.0 117 | 2.0 263 4.6 173 || 3.0 1,111 | 19.3 |...... 0.0 443 7.7 . . . . . . 0.0 10,577 || 3.3 2,448.3 0.23 0.72
Cordova....... 4,7 2,610 55.6 134 || 2.8 156 || 3.3 145 3.0 275 5.3 |1,337 28.5 47 1.0 . . . . . . 0.0 |...... 0.0 7,833 3.2 | 1,948. 1 0.24 0.74
Montgomery..] 3,984 || 2,239 || 56.2 210 || 5.3 34 || 0, 9 || 175 4.4 || 348 || 8, 7 22.8 69 1.7 . . . . . . . 0.0 | . . . . . . 0.0 7,205 || 3.2 1,758.0 0.24 || 0.78
Demopolis. ...! 3,984 2, 133 53.6 172 4.3 216 5.4 || 122 3. 1 9 0.2 (1,210 || 30.3 58 1.5 3 0.1 61 | 1.5 | 7,301 || 3.4 1,302.6 0.18 0.61
Nugent....... 4,200 3, 113 74.1 121 2.9 || 167 4.0 | 164 3.9 91 2.2 3 | 12.7 |... ... 0. 0 11 0.2 |...... 0.0 | 10, 179 3.2 1,387.3 0.13 || 0.45
Alabama...... 1,608 980 || 60. 9 40 2.5 78 || 4.9 98 6.1 140 8.7 267 | 16.6 |...... 0.0 5 : 0.3 |...... 0.0 y 2.8 652. 1 || 0.23 || 0.66
Total... 37,647 || 23,289 61.9 1,688 4.5 [1,224 3.3 as 4. 1 [1,099 || 2.9 7,440 | 19.8 in 0.5 |1,011 2.6 156 0.4 || 76,517 | 3.2 16,053.6 0.21 || 0.64
NOTE.--Towboat Cordova placed in service Dec. 16, 1920. Towboat Montgomery placed in service Jan. 16, 1921. Towboat Demopolis placed in service Jan. 16, 1921. Towboat
Nugent returned to owners Dec. 28, 1920. Towboat Alabama in service from Sept. 9, 1920, to Nov. 25, 1920. Towboat Clio taken out of service during period from Jan. 5, 1921, to
June 30, 1921, account in unserviceable condition. Towboat Darling out of service entire months of October and November, 1920, and part of December, 1920; back in service on
Jan. 1, 1921; out of service part of February, March, April, May, and June, 1921, account breakdown.




58
TRANSPORTATION FACILITIES ON INLAND WATERWAYS.

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;
TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
59
Classified statement of tonnage handled on Warrior River section for fiscal year ended
June 30, 1921.


Southbound. Northbound.
Total
Classification. º inter- º
Ocal. line | Local. line. e
Burlap......................l.-------|---------------. 30 50 80 30 50 80
Canned goods ---------------|--------|--------|---------------. 172 172 . . . . . . . . 172 172
Coal......................... 78,854 57,792 |136,646 ............ . . : - - - - - - - - - 78,854 57,792 || 136,646
Coffee...................----|----------------|-------- 197 849 | 1,046 197 849 1,046
Cotton....................... 87 38 125 i.-------|--------|-------- 87 38 125
Dried fruit...----------------|--------|-----------------------. 31 31 -------- 31 31
eed------------------------|--------|---------------- 5 174 179 5 174 179
Fuller's earth................l........!--------|-------- -------- 29 29 |-------. 29 29
Furniture.................----------|--------|-------- 10 l-------- 10 10 |... . . . . . 10
Iron, bar, band, and sheet........... 2,63 2,638 18 l. . . . . . . . 18 18 2,638 2,656
Iron and steel articles........]........ 16,528 16,528 e e º ºs e s is s sº e s e º sº e s : * * * * * * * * i e s is sº s º is e 16, 528 16,528
umber. . . . . . . . . . . . . . . . . . . . . 2,783 |... . . . . . 2,783 --------|--------|-------- 2,783 |........ ,783
Merchandise................. 20 8 28 343 222 565 363 230 593
Molasses and Syrup..................!--------|-------- 18 1........ 18 18 1........ 18
Nails.............. - - - - - - - - - - - - - - - - - - 33 33 --------|--------|--------|-------- 33 33
Packing-house products. . . . . . . . . . ...!--------|-------. 101 115 216 101 115 216
Pulpboard................... 52 -------- 52 -------- 141 141 52 141 193
Packages empty returned........ ----|--------|- . . . . . . . '-------- 27 27 ........ 27 27
Other mill products. . . . . . . . . . . . . . . . .]---------------- !-------- 49 49 |........ 49 49.
Ore, manganese..... ---------|--------|--------|-------- '........ 18,390 18,390 ........ 18,390 18,390
Rails. ............. ------------------ 32,979 32,979 12 -------- 12 12 || 32,979 || 32,991
Railway material. . . . . . . . . . . . [- - - - - - - - 4 48 12 1. . . . . . . . 12 12 48 60
ice............. ------------|--------|--------|-----... 208 201 409 208 201 409
Rice bran..... ---------------|--------|------------------------ 235 235 ........ 235 235
Salt. ........... -------------|----------------|--...... 173 2,057 2,230 173 2,057 2,230
Steel plates....... . . . . . . . . . . . . . . . . . . . 724 724 --------|--------|---------------- 724 724
Sugar------------------------|--------|--------|-------. 686 785 | 1,471 686 785 1,471
Vinegar.--------------------- 18 1........ 18 ------. •l - - - - - - - - - - - - - - - - 18 ... ----. 18
Grand total............ 81,814 |110,788 |192,602 | 1,813 || 23,527 25,340 83,627 |134,315 217,942
Tonnage and revenue statistics, Warrior River section, fiscal year ended June 30, 1921.
TONNAGE.
Southbound. Northbound. Grand total. w
- Col- | Com-
Month. j; ;"
Local. º: Total. Local. º: Total. Local. º:T |Total. ice. rial."
1921
June. ........... 2,895. 18,373 18,468 415 1,244. 1,659 510 19,617| 20, 127|......|.....: 20, 127
May.-----------. 3,793 8,744 12,537 317| 1,014, 1,331|| 4, 110 9,758 13,868|...... 482] 14,350
April.----------- 4,942 14,740. 19,682. 215. 1,066 1,281| 5, 157 15,806. 20,963|...... 382| 21,345
March........... 7,476. 13,214.20,690 209 883 1,092 7,685 14,097 21,782...... 522 ,304
February. . . . . . . 11,709 6, 157] 17,866 68 386 454. 11,777 6, 18, 320|...... 357 18,677
January......... 8, 179| 5,491. 13,670 192| 9,481| 9,673; 8,371. 14,972 23,343|............ 23,343
1920.
December...... . 6,532 6,266 12,798 24 6, 119 6, 143 6,556 12,385 18,941|.........::: 18,941
November. . . . . . 6,537| 6,682. 13,219 143 93 236 6,680 6,775; 13,455|...... 587] 14,042
October......... 4,691 9,333. 14,024 38]....... 38 4,729 9,333; 14, º; e s & e º ge 145 14,207
September...... , 124; 4,242 13,366 k34}....... 134, 9,258 4, 3,500|------|-- - - - - 13,500
ugust- - - - - - - - - - 6,447 8,315 14,762 44; 3,241, 3,285, 6,491. 11,556; 18,047|............ 18,047
uly.------------ 9,814 9,231| 19,045 14------- 14, 9,828 9,231. 19,059| 789 ...... 19,848
Total...... 79,339|110,788|190,127. 1,813 23,527, 25,340, 81, *.*.* * 2,475,1217,942

l Excludes tonnage handled by collier.
60 TRANSPORTATION FACILITIES ON INLAND WATERWAYS.
Tonnage and revenue statistics, Warrior River section, fiscal year ended June 30, 1921–
Continued.
REVENUE.
Inter- Tow. Inter- || Tow- Collier | Grand
Month. Local. #. i. Total. Local. #. i. Total. [...] ..i.
1921.
June. ....... $1,107.61|$33,716. 12|....... $34,823.7331,703.6333,039.56....... $4,743. 19........ $39,
May s º ºs º ºs º ºs e e 7,737.17 14,721.98 - - - - - - 22,459. 151,314.62. 3, 143. 65...... <! 4,458, 27........ 26,917.42
April........ 10,290.99 25,467.65|....... 35,758.64 921.06ſ 3,249. 38 tº º tº e º 'º º 4, 170.44|........ 39,929.08
arch....... 15,565. 14 23,991.03|....... 39, 556. 17| 991.49 3, 116.93|....... 4, 108.42|........ 43,664. 59
February. . . 22,820. 15 11,087.86|..... •. 33,908.01 251.05), 1,454. i ge º 'º gº tº º e 1,705.84|........ 35,613.85
January.... 16,768.99| 10,535.02|....... 27,304.01| 719.4814,812.86.3200.0015,732.34|........ 43,036.35
1920. -
December... 12,880.66 12,743. 18|....... 25,623. 84 72.46 9,422.85....... 9,495.31|........ 35,119. 15
November. - || 13,634.50 14,588.31|....... 28,222.81| 625.80 328.5ll....... 954. 31|........ 29, 177. 12
October..... 9,669. 15] 17,084. 17|$125.00 26,878. 32 144. 12................ 144. 12........| 27,022.44
September... 19,717. 14 7,709.76) 190.97 27,617.87| 447.08. . . . . . ...}....... 447.08)........ 28,064.95
August...... 10, 514.83| 13,245. 16|....... 23,759.99| 198.45|3,695.31....... 3,893. 76|........ 27,653.75
July.........| 15,782. 15 12,082. 15|....... 27,864.30| 45.67......... !------- | 45.67 +394.43|28,304.40
Total...[156,488. º 972, s 315. was, 776.847,434.91 º 263. s 200. C049,898.75 394.43 |404,070.02
|



AVERAGE NET REVENUE PER TON.


Inter- Inter- Collier Grand
Month. Local. line. Total. Local. line. Total. service. total.
1921.
June. -----------...-- $11.66 $1.83 $1.88 $4. 11 $2.44 $2.26 |.......... $1.97
May:----------------- 2.04 1.68 1. 79 4. 27 3. 10 3.35 l-...-----. 1.95
April.---------------- 2.08 1. 73 1.82 4. 28 3.05 3.26 |.......... 1.90
arch.--------------- 2.08 1.82 1.91 4. 74 3.53 3.76 .......... 2.00
February. ........... 1.95 1. 80 1.90 3.69 | 3. 76 3.76 |.......... 1.94
January.............. 2.05 1.92 2.00 3.75 1.56 1.61 ---------. 1.84
1920.
December............ 1.97 2.46 2. 00 3.02 1. 54 1.55 ---------. 1.85
November. .......... 2.09 2. 18 2. 14 4.38 3.53 4.04 |.......... 2, 17
October.............. 2.06 1.83 1.91 3.79:.......... 3. 79 |... . . . . . . . 1.91
September........... 2. 16 1.82 | 2.05 3.35 . . . . . . . . . . 3.35 ---------- 2.06
August...... --------- 1.63 1.59 1.61 4.51 1. 11 1. 19 l---------- 1. 53
July-----------------. 1.61 1. 31 1.46 3.26 ------.... 3.26 || $0.50 1.43
Average........ 1.97 1. 78 1.85 4. 10 1. 79 1.96 50 1. 86
NET REVENUE PER TON MILE.
[In mills.]
. Inter- Inter- Grand
Month. Local. line. Total. Local. line. Total. total.
1921.
June.--------------------------- 7.0 3.5 3.6 18, 3 4.5 6.2 3. 8
May........... ----------------- 4.4 3. 1 3. 4 | * 19.6 5.2 6. 6 3.7
April............ --------------- 4.3 3.5 3. 7 16.4 5.3 6.2 3.9
arch-------------------------- 4.7 3.5 3.9 18.5 6.0 7.2 4. 1
February.......... ------------- 4. 1 3.0 3. 7 21.9 6.9 7.7 3. 8
January............-----------. 4. 1 3.4 3. 8 19. 3 3.7 3.9 3.8
1920.
December..........-----------. 4.5 3.6 4.0 12.6 3. 7 3.7 3.9
November...................... 4. 1 4.3 4.2 18.9 6. 1 10. 9 4.3
October. ----------------------- 3.5 3.5 3.5 14.6 |.......... 14.6 - 3.5
September...................... 4.3 3.0 3. 8 16.6 |.......... 16.6 3.9
August...---------------------- 3.2 3.0 3. 1 23. 7 2, 6 2.7 3. l.
July---------------------------. 3.7 2.5 3. 1 7.8 . . . . . . . . . . 7.8 3. 1
4.1 3.3 3. 6 18, 2 4.0 4.5 3. 7

g:
Classification of operating expenses on the Warrior River Section for fiscal year cnded June 30, 1921.
Total June, May, April, March, February, January, December, Novem- || October, Septem- || August, July,
e 1921. 921. 1921. 1921. , 1921. 1921. 1920. ber, 1920. 1920. ber, 1920. 1920. 1920.
_f
MAINTENANCE. O &
Maintenance of equipment. -
1 Superintendence........ $1,988.92 $174. 17 $264. 17 $206. 83 $253.21 $165. 56 $185. 52 $229.25 $145. 22 $169.55 $127. 46 $0.66 $67.32
2 Vessels, repairs.......... 188,079.87 16, 128.90 | 19,663. 12 || 19,711.73 20,928.99 || 8,005.31 | 19,042.78 25, 117.79 || 10,571.52 | 19,511.25 | 6,074.42 | 12,502.42 | 10,821.82
4 Vessels, depreciation..... 90, 111.77 9,564.49 || 9,564.49 9,564.49 9,564.49 9,564.49 || 9,564.49 7,060. 31 5,966. 4,924.57 4,924.57 4,924.57 || 4,924.57
5 Tugs and lighters, repairs 18,572. 59 2,466.77 720. 51 2,465.32 1,336.35 542.26 1,222.60 827. 1,278.04 || 1,466.23 | 1,087.28 2,353.92 2,805.78
7 Tugs and lighters, depre- \
ciation................ 5,786.03 248. 48 248. 48 248. 48 558.31 558, 31 558. 31 558.31 561.47 561.47 561.47 561.47 561.47
8 Shop, machinery and
tools-----------------. 48. 70 44. 59 4. 11 -----------|-----------|-----------|----------------------|-----------|-----------|-----------|---------------------
9 Injuries to persons....... 6.50 6.50 ------------------------------------------------------------------|-----------|-----------|----------------------|----------
10 Stationery and printing.. 48.72 -------.... 39.64 2.50 . 35 . 40 5.83 |-----------|-----------|-----------|----------------------|----------
Total, maintenance of
60 uipment.......... 304,643. 10 28,633.90 30,504.52 32,199.35 | 32,641.70 | 18,836.33 30,579.53 33,793. 19 18,522.49 26,633.07 | 12,775.20 20,342.86 19, 180.96
Maintenance of terminals. -
12 Superintendence........ 395. 03 353.85 |........... 2. 12 14.62 16. 33 1.----------|----------- 8. 11 1.----------|--------------------------------
13 Docks, wharves, build-
ings, and fixtures...... 20,071.03 | 1, 123.76 | 1,636.45 1,803.88 2,529.43 2,851.85 3,940. 51 1,566.45 1,452.73 1,032.81 437.06 892. 85 803.25
15 Stationery and printing.. 4.25 -----------|-----------|---- -------|-----------|----------. 4.25 !-----------|-----------|-----------|-----------|-----------|-- - - - - - - - -
16. Other expenses.......... 161.69 61.25 17.02 46. 52 3, 20 ---------------------------------|-----------|-----------|----------- 33.70 |. ---...---
16b Lake Borgne Canal...... 6,534.60 165. 62 609. 33 751. 71 538.83 499.44 1, 123.97 590. 15 33.83 131.07 186. 63 61.46 1,842.56
Total, maintenance of
erminals............ 27,166.60 1,704.48 2,262.80 2,604.23 3,086.08 || 3,367.62 5,068.73 2,156.60 | 1,494.67 1, 163.88 623. 69 988.01 2,645.81
Total maintenance ex- -
PenSCS-- - - - - - - - - - - - - - 331,809.70 || 30,338.38 || 32,767.32 || 34,803.58 || 35,727.78 22,203.95 || 35,648.26 35,949.79 20,017. 16 27,796.95 || 13,398.89 21,330.87 21,826.77
Traffic expenses. ——
17a Superintendence, pay of
- officers................ 2,032.22 166.66 91.66 204. 16 204. 16 204. 16 204. 16 204. 16 204. 16 204. 16 204. 16 93.75 46. 87
17b sº ay of
clerks and attendants.. 6,386.73 648.09 598.32 611. 16 652. 18 504. 77 502. 06 496.63 508. 13 493. 12 503. 78 443.91 424. 58
17C Qffice and other expenses 1,301.81 99.23 246.51 80. 07 255.99 77.81 162. 12 138. 75 86. 06 42. 14 24.79 33.82 54.52
18 Qutside agencies. . . . . . . . 3,312.00 | 474. 54 | 749, 69 561.33 308.95 326. 55 397. 63 231.99 154. 17 60. 51 11. 68 34.96 |..........
21 Advertising. --...- ::---- 608. 10.00 14.40 31. 95 21.50 l........... 205. 66 6.97 24.00 --------------------------------- 293. 52
22 Stationery and printing... 2,670.81 140.84 164. 55 562. 39 291. 58 110, 35 333. 76 l 8.94 324.38 24.60 105.91 474. 61 146.78
Total, traffic expenses. 16,311.57 1,539.36 1,865,132,051.06 || 1,734.36 T1,223.64 || 1,505.39 || 1,069,56T1,300.90 824. 53 850.32 | 1,081.05 966. 27
! Credits.

62
TRANSPORTATION FACILITIES ON INLAND WATERWAYS.

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33
Incidental transportation * {
expenses.
44 Loss and damage, freight. 3,586. 11 26.86 1,674. 30 | 576.53 | 1,308. 42 ...........l...........l...........]...........!-----------|-----------|---------------------
46 Damage to property...... 357.51 - .......... 10. 97 68.03 |........... … 278.51 -----------|-----------|-----------|-----------|------ : -; - - - - - - - - - - -
47 Injuries to persons....... 249.72 -----------|-----------|-----------|----------- | 5.00 l----------. 110.00 129.72 i---------------------- 5.00 !... -------
Incidental transpor- i
tation expenses..... 4, 193.34 26.86 1,685.27 644.56 1,308.42 5.00 278.51 110.00 129.72 -----------|------ tº e º e e 5.00 !..........
Total transportation º
eXpenSeS............. 496, 517. 15 39,722. 19 39,645.68 47,709.96 || 47,703.96 : 45,595.51 43,560.64 43,563.07 || 38,931.93 || 36,170.30 41,129.46 38,499.50 34,284.95
General expenses. |
48a General officers, salaries...| 11,262.84 906. 25 906. 25 906. 25 906. 25 906. 25 939.58 933.71 972.91 972.91 972, 91 972.91 966. 66
48b General officers, expen- ºw -
enSes- - - - - - - - - - - - - - - - - 3,289.88 79. 54 375.25 201.85 260. 60 252.73 137. 56 238. 48 571. 87 187. 65 168.83 280, 68 234. 84
49a Clerks and attendants,
salaries................ 11,461.85 | 1,050.08 || 1,047. 53 | 1,032.97 967. 80 979, 36 949. 32 973. 21 973. 70 919. 55 940. 51 835. 08 792. 74
49b Clerks and attendants, -
eXpenSeS............... 467. 99 40. 89 39. 16 39. 49 14.83 40. 13 16. 72 61. 62 44. 57 39, 54 59.89 46.66 24. 49
Office supplies and ex-
penSes- - - - - - - - - - -...... 4, 163.65 263. 70 356.81 457.71 170. 30 282. 04 848. 43 402.84 248. 12 293. 14 342. 57 246.28 251. 71
51 Law expenses........... 96.03 ||........... 18.37 l........... 46.30 -----------|-----------|----------- 1 3.75 3. 75 31.36 -----------|----------
54 Stationery and printing.. 1,072.92 90. 45 98.43 69. 11 74.96 76. 24 119.92 l 123.95 186. 39 39, 76 276.85 17. 41 147.35
* 9ther expenses.---------|-------------|-----------|----------------------|-----------|--------------........l...........l.......---------------|-----------|-----------|----------
Total general expenses. 31,815. 16 || 2,730.91 2,841.80 2,707. 38 2,441.04 2,536.75 3,011. 53 2,485.91 2,993.81 2,456.30 2,792.92 || 2,399.02 2,417.79
Charter expenses.
56 Charter, involving rent •
exclusively............ 18,350.20 1,990.20 2,056.54 1,990.20 1,826.38 1,243.76 1,377.02 | 1,928.02 | 1,921.08 1,519.00 1,320.00 589. 00 589.00
58 Charter involving rent, -
maintenance and oper-
ation. ----------------- 350.00 -----------|-----------|----------- 350.00 l-----------|-----------|----------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Total charter expenses. 18,700.20 1,990.20 2,056.54 1,990.20 2,176.38 1,243.76 1,377.02 | 1,928.02 1,921.08 1,519.00 1,320.00 589. 00 589, 00
Total water line oper- t |
ating expenses....... 895,153.78 || 76,321.04 || 79,176.47 | 89,262. 18 89,783.52 | 72,803.61 85,402.84 84,996.35 | 65,164.88 | 68,767.08 59,491.59 || 63,899.44 || 60,084.78
|

1 Credits.
64 TRANSPORTATION FACILITIES ON INILAND WATERWAYS.
Fiscal year 1921, Warrior River section.
Net deficit. -------------------------------------------------------- 1$479, 597. 99
Total tonnage (includes 2,475 tons company material)...... . . . . . . . . . . . . 217, 942
Southbound-------------------. . . . . . . . . . . . . . . . . . . * = • * ~ * per cent. . . 89
Northbound------------. . . . . . . . ..- - - - - - - - - - - - - - - - - - - - - - - - - - do. . . . 11
Itemized cost of earning a dollar revenue: -
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.75
Maintenance of terminals. ---------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07
Traffic expense...... . . . . . . -------------------------------------- . 04
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Operation of terminals. . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . 30
Incidental expense..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ()1
General expense------------------------------------------------- - . 08
Charter expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05
Total.-------------------------------------------------------- 2. 22
Average revenue per ton transported. . . . . . . . . . . . . . . . . . . . . . . . . . . *e e s a s is 1. 86
Itemized expense incurred for each ton transported:
Maintenance of equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 40
Maintenance of terminals-------------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Traffic expense--------------. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O7
Operation of vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - - - - - - 1. 70
Operation of terminals..... . . . . . . . . . . . . . . . . . . . ------------------- - . 56
Incidental expense-------------------------------------. . . . . . . . . . 02
General expense----------------------------------------------- - - . 15
Charter expense. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09
Total.--------------------------------------------------------- 4. 11
1 Includes depreciation charge of $95,897.80.
g

Statement of revenue and expenses on the Warrior River Section for fiscal year ended June 30, 1921.
June May April March, February, January, December, November, October, Septem- || August July,
Total. 1921. 192í. #;" 1927." 1921. igi.” | ſº. 'I’igº.” ſº." | beligo. “ijºo,” tº
Operating revenue: ſº
* from transporta- *
OIl- *
Freight revenue......... $404,070.02 |$39,566.92 is26,917.42 $39,929.08 |$43,664. 59 |$35,613.85 |$43,036, 35 335,119. 15 $29, 177. 12 |$27,022.44 (328,064.95 |s27,653. 75 |$28,304.40
Revenue from operations -
tº: than transporta-
OIA— .
Miscellaneous............ 33,199.46 2,349.48 2,409, 82 2,303.01 | 1,984. 50 1,990. 50 2,534.07 3,343.68 2,880.60 4,653.24 3,333.84 2,226.99 || 3, 189.73
Charter revenue—
Charter involving rent
exclusively............ 7,952. 15 l-----------|-----------|-----------|-----------|-----------|-----------|-----------|-----------|----------- 2,100.00 2,935. 50 2,916.65
Total operating reve-
nue----------. . . . . . . . 445,221.63 41,916.40 || 29,327.24 i 42,232.09 || 45,649.09 i. 37,604.35 || 45,570. 42 j_38,462.83 || 32,057.72 i_31,675.68 || 33,498. 79 || 32,816.24 || 34,410. 78
-Operating expenses: -
Maintenance............. 331,809.70 || 30,338. 38 || 32,767.32 34,803.58 || 35,727.78 22,203.95 || 35,648.26 || 35,949.79 || 20,017. 16 || 27,796.95 || 13,398.89 21,330.87 || 21,826.77
Traffic InS6S. . . . . . . . . 16,311.57 | 1,539.36 | 1,865. 13 2,051.06 || 1,734.36 | 1,223.64 | 1,805. 39 1,069.56 1,300. 824. 53 850, 32 | 1,081.05 966. 27
Transportation expenses. 496,517. 15 39,722, 19 || 39,645.68 || 47,709.96 || 47,703.96 || 45,595.51 43,560.64 43,563.07 || 38,931.93 || 36,170.30 || 41,129.46 || 38,499.50 | 34,284.95
General expenses........ 31,815, 16 || 2,730.91 || 2,841.80 2,707.38 2,441.04 || 2,536.75 3,011. 53 2,485.91 2,993.81 2,456.30 2,792.92 || 2,399.02 || 2,417.79
Charter expenses.......: 18,700.20 | 1,990. 2,056.54 | 1,990.20 2, 176.38 1,243.76 1,377.02 | 1,928.02 | 1,921.08 || 1,519.00 | 1,320.00 589. 00 589. 00
Total operating ex- *
penSeS. . . . . . . . . . . . . . . 895,153.78 76,321.04 || 79,176.47 | 89,262.18 || 89,783.52 | 72,803. 61 | 85,402.84 || 84,996.35 | 65,164.88 | 68,767.08 || 59,491.59 || 63,899.44 || 60,084. 78
Operating income............ I-440,532. I5 || 34,404.64 || 49,349.23 || 47,030.09 || 44,134.33. I35.19.25 iſ 39,832.42 || 46.533.52 || 33,107. It jº,091.40 || 25.992.80 || 31,083.20 ||25,674.00
Other income— —w-
Income from lease of line. 1,523.65 170, 00 163.65 106.00 132.00 147.50 119. 00 134. 00 111. 00 150. 50 106.00 63. 50 120, 50
Income from unſunded -
securities and accounts. 588. 72 46.00 33.04 23. 37 10. 01 8.94 11. 60 15, 59 15. 64 | * 46. 89 33.97 100, 24 243. 43
Total other income.... 2, 112.37 216.00 196. 69 129, 37 142.01 156. 44 130, 60 149.59 126. 64 197. 39 139, 97 163. 74 363.93
Gross income................ [[I75I].73 ||34,133.64TTHG,653.54||T46,300.72"|H3,333.32 T35,042.É T35,701.82 || 33333.33 ||32,380.52][35,833. OTI 25,852.83 lºſſ. Hälji ž5,310.07
Deductions from gross in- -
COIne:
Water line tax accruals.. 3,297.05 265. 00 265.00 265.00 265.00 265.00 265.00 582. 05 225. 00 225.00 225.00 225.00 225.00
Rent of leased line....... 19,999.92 || 1,666.66 | 1,666.66 | 1,666.66 1,666.66 1,666.66 | 1,666.66 1,666.66 | 1,666.66 1,666.66 1,666.66 | 1,666.66 | 1,666.66
Miscellaneous rents...... 8,481.24 || 2,591. 74 895.00, 930.00 2,350.00 220.00 220.00 220. 00 220, 00 215.00 206. 50 206. 50 206. 50
Total deductions from |
gross income......... 31,778 21 || 4,523.40 2,826.66 2,861.66 4,281.66 2, 151.66 2,151.66 2,468. 71 2, 111.66 2, 106.66 2,098. 16 2,098. 16 2,098. 16
Net income.................. ! 479,597.99 || 38,712.04 || 52,479.20 || 49,762.38 || 48,274.08 || 37,194.48 || 41,853. 48 || 48,852.64 || 35,092, 18 || 39,000. 67 || 27,950.99 || 33,017. 62 || 27,408. 23
Tonnage handled............ Žiš7āi Tºj, ŽTú,350 21,345 Ž,304 ITIS,677 23,343 18,941 14,042 14,207 || 13,500 18,047 19,848
1 LOSs.
UNIVERSITY OF MICHIGAN
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