hts, fearing naught from our
comrades for the nonce.

We again have railways on either bank. The iron horse has almost
eclipsed the "fire canoe," as the Indians picturesquely styled the
steamboat. We occasionally see boats tied up to the wharves, evidently
not in commission; but, in actual operation, we seldom meet or pass
over one or two daily. To be sure, the low stage of water,--from
six to eight feet thus far, and falling daily,--and the coal strike,
militate against navigation interests. But the truth is, there is very
little business now left for steamboats, beyond the movement of coal,
stone, bricks, and other bulky material, some way freight, and a light
passenger traffic. The railroads are quicker and surer, and of course
competition lowers the charges.

The heavy manufacturing interests along the river now depend little
upon the steamers, although originally established here because of
them. I asked our friend, the superintendent at Mingo, what advantage
was gained by having his plant upon the river. He replied: "We can
get all the water we want, and we use a great deal of it; and it is
convenient to empty our slag upon the banks; but our chief interest
here is in the fact that Mingo is a railway junction." By rail he gets
his coal and ore, and ships away his product. Were the coal to come a
considerable distance, the river would be the cheaper road; but it is
obtained from neighboring hill mines that are practically owned by the
railways. This coal, by the way, costs $1.10 at the shaft mouth, and
$1.75 landed at the Mingo works. As for the sewer-pipe, brick, and
pottery works, they are along stream because of the great beds of clay
exposed by the erosion of the river.

It is fortunate for the stability of these towns, that the Ohio flows
along the transcontinental pathway westward, so that the great railway
lines may serve them without deflection from their natural course. Had
the great stream flowed south instead of west, the industries of the
valley doubtless would gradually have been removed to the transverse
highways of the new commerce, save where these latter crossed the
river, and thus have left scores of once thriving communities mere
'longshore wrecks of their former selves. This is not possible, now.
The steamboat traffic may still further waste, until the river is no
longer serviceable save as a continental drainage ditch; but, chiefly
because of its railways, the Ohio Valley will continue to be