Evening star., 1921-09-18
MAKING THE MISSISSIPPI RIVER A GREAT
COMMERCE HIGHWAY BY FEDERAL BARGES

loading freight and has leased large
elevator for storage of wheat before
it is loaded on the barges. The ba,ges
can be moored alongside the elevator
and the grain poured into them by
means of large pipes. Joint freight
rates prevail from Cairo as well as
st. Louis. so that the only effect OF
the icss will be the loss of some 250
miI.S of transportation to the boats
Despite the many towns which dot
the Mississippi. operators of steamers
up the river have found that II is
almost impossible to keep in COM
munication with terminal stations
and that craft plying between them
are as far removed from receiving
instructions and calling for help in
case of disaster as though they Were
at sea. To overcome this each of
the new towboats has been equipped
with radio equipment. and instruc-
tions for movement will be received
from stations at st. Louis. Memphis
Natchez and New Orleans. where
towers for radio stations are now
being erected
1OIET water and railroad rates pub
) lished in tariffs issued by the
barge line are applicable to shippers
in Ohio. Indiana. Illinois. Michigan.
Wisconsin. Iowa. Kentucky. Mis-
souri,. Tennessee. Arkansas and
Mississippi. BY eliminating all way
stops the line has stopped the over
head charges which caused disaster
to so many private operators.
Efforts of private operators to
establish efficient and profitable
water transportation from the middle
west to New Orleans date back for
score of years. In 1917. when
transportation of war material to
the eastern seaboard, even the one
or two historic lines which operat
between Memphis and ST. Louis.
Memphis and Natchez and Eatchez
and New Orleans were beginning to
steamers each season from wreck
and low water and lack of cargoes.
In an act Of Congress approved
August 29, 1916. a council of national
defense was established to CO.
ordinate industries and resources to
insure national security.
This led, in June. 1917. to the ap-
pointment of the committee on
inland water transportation. which
conceived the federal barge line
program. The Shipping Board and
Emergency Fleet Corporation aided
in drawing up pans for the towboats
and barges, which are the most
inland rivers. construction Of the
craft was under the direction of the
chief. of engineers of the Army.
The various surveys and investiga-
tions made by the committee on inland
waterways occupied about six months.
transportation in the United States,
during which the railroad administra-
tfon was perfecting an organization
tor more effectively handling the ma
tionai traffic crisis.
Toward the end OF August, 1918, the
necessity for more formal organiza-
ton in Washington to supervise the
work Of the agencies established at
New York and New Orleans to carry
through to completion the recommen-
dations of the committee became ap-
parent. Accordingly the committee
was released and new branch of the
railroad administration, the division
of inland waterways" established.
The division functioned until March,
1920, when, in compliance with the
transportation act of 1920, the activi-
ties were transferred to the War De-
partment.
That the Mississippi has always
between the middle west and South
American and Pacific ports since the
Panama canal began operation has
been pointed out again and again.
Despite the advantages of cheaper
transportation by this route, freight
has continued to pour to the eastern
and southeastern. seaboard, by higher
freight rates. 1t only awaited a ma
tional emergency like the war to bring
about use Of the river on large scale.
Present high railroad rates are the
greatest factor in favor of the line.
The barges carrying freight at rates
20 per cent lower than those of the
railroads have now been put on such a
basis of operation that it is hoped this
ratio of rates can be maintained even
when there is a decrease in the rail-
road tariffs,