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184 report by Alfred Noble, and his con- clusions were: - (lL) Standard dimensions applying to canals for heavy traffic, permitting interchange of traffic without tran- shipment, are desirable in any given country, and for adjacent countries where traffic is international to a great extent. _(2) Assuming suitable ports and facilities for handling freight in all. cases as essential for _ economical transportation, the most suitable di- mensions for canals will still depend upon many conditions, and particu- larly upon the general topography of the country, the nature of the prin- cipal items of freight to be trans- ported and the extent of inter-com- munication practicable. Such items as grain, ores and coal, loaded quick- ly with machinery at a single point and unloaded with like devices at an-_ other, favor the use of large boats, while smaller ones adapted for general merchandise. (3) Where extensive and well co- ordinated canal systems already exist it may be inadvisable to change, even in Jareer : dimensions would be better adapted 'to the traffic. (4) 'These various' conditions have led to the adoption - for canals in Germany and Italy of dimensions suitable for boats carrying about 600 tons and to the retention in France of dimensions suitable for boats car- rying about 300 tons, except in some special cases; in other countries still larger dimensions have been adopted iY Bare (5) It is not practicable, how- ever, in every country, to establish standard dimensions. The traffic in certain districts may be so different in character and volume from that in other districts as to require 'special accommodation. Where interchange of traffic is impracticable uniformity in canal dimensions -- is of less import- ance, fase GY 'The 'question whether canals should. be free. from tolls, -or: what proportion of the general costs of: furnishing and maintaining the water- way shall be borne by the state is governed by the policy of the state. "Gay be better: THE MARINE REVIEW (7) The organization of responsi- ble transportation companies for canals which form- links :in trade routes, under suitable control by the state, should be encouraged. . Power and Large Boats (8) Movement of boats by power is desirable in canals with heavy traf- fic, and is necessary-if the boats are large. Where boats are towed. in trains by tugs or from the tow-path by electric tractors, the organization of monopolies for haulage, operating under state control, would be advan- tageous. i (9) Increased traffic capacity of the locks of canal systems can be obtained advantageously. by adapt- ing them for locking two or more boats at one time. (10) The dimensions -to be given locks of short canals flanking rapids in rivers -will depend on the widely varying. character of the traffic, the water supply usually being ample. Where the prevailing traffic is in barges of moderate - size, -moving. in large fleets, as on the Ohio river, it is: desirable to 'have -dimensions suffi-: cient to. pass a considerable number, of boats at one lockage.;. Each case must be studied by itself and no gen- eral rule can be laid down. (11). For a heavy traffic the equip- ment of locks for operation by power is desirable. The equipment should be as simple as compatible. with ef- fective and safe operation. (12) In certain cases, .as. -where the level above the lock is connected with a large body of water, or where the unrestricted flow from the. upper level would be disastrous to the canal works or to adjacent property, means should be provided for sauicrdy stop- ping the flow. Discussion upon. Mr. -Noble's -con- -clusion was participated in. quite free- ly by Charles Valentine. W. 'Germel- mann, J. Bourgongon, M. Engels, Ono wiamimy) Jie Van,der: Linden; ; M, M. Merezyng and M. Vandervin. M.- Germelen felt that the most suitable dimensions for canals were for 690- ton boats, arguing that after experi- ments in boat traction it has been o June, 1912 found that the minimum cost of transportation corresponds to a cross_ section of: 75 _square . meters, . the speed of five kilometers per hour be-. ing the most advantageous. The cost of transportation is considerably higher when the speed increases. Mr.. Engels stated that the towing by. tugs or from the banks produces the. same results as to deterioration of, canal banks. He said that deteriora-_ tion depends exclusively upon the speed and form of the boats. Mr... Flamm as a ship builder discussed the action of the, screw upon the canal bed and thought that in con- structing new canals ship builders should be consulted. Mr. Van der Linden disagreed with M. Germelen regarding speed, believing that it. should exceed five kilometers - even. when the banks need protection... M.. Vandervin stated that | the most. es-. sential point of all is to meet rail-. road competition and shat piss boats. are absolutely necessary.- pot -A committee was anges ap- pointed to. draw up. a. definite -set of conclusions, which it did, after de- liberation, as follows: : 1. Standard dimensions for inter- connecting canals, permitting inter- change of traffic without trans- nota ment are desirable. 2...Practical 'harbor. and bigs ship- ment facilities and the rapid circula- tion, of the means of transport are as important for the economy. of trans- portation as fixed dimensions "of ca- nals and_ ships. © 3. The waterway and: its boats: 'should receive progressively the. im- provement needed. in. order 'to .con-- tinue to serve the traffic which it develops. ae 4. It is -desirable .to develop. the- trafic. on the canals by. trains of boats, towed -by tugs and single self- propelling = boats, If the «traffic: is: very important, special attention -- ts: to be paid to the navigation. | A 5. 'For. important traffic, it is: de-- sirable to provide -the locks. with me:-. chanical. appliances. . one ae Special attention is to -be paid to: facilitate the entrance: and the exit- of boats: Intermediate and 'Terminal Ports considered by HE third question i 'the Section on Inland Navigation' was "Intermediate and Terminal Ports, Best Methods for Combining, Facilitating and Harmonizing the Trans- fer of Freight Between the Waterway and the Railway'. The contributors to this subject were: Herr Stadtbaudirektor, 'Johnson, Eisenlohr, Strassburg,' Germany; -M. P. Mallet, Paris, France; M. Tsionglinsky, St. Petersburg, Russia; Calvin Tomp- kins, New York: Chas. W. Stantford; New York; S. Willett Hoag Jr., New York. The condensation and summary of the papers was made by Prof. Emory R. University of Pennsylvania, Philadelphia, who reached the following. conclusions : (1) The problem of combining, facil- itating and harmonizing the transfer of freight between waterways and railways is partly administrative or governmental and partly technical or mechanical. The methods to be followed in dealing with