This is, however, too serious a business for much of jesting, as thousands are made to feel who have had occasion to travel much; and who is there of this restless, moving population of ours that does not, either on business or pleasure, make, sooner or later, extensive journeys?  We are not unmindful of the many and important improvements made in the construction of railway carriages within the last decade, greatly tending to the conservation of both the health and comfort of the passenger; but there is still a good chance for inventors to attain both fame and fortune, if only the dust and cinders be kept out and fresh air kept in, without hazarding the health of any one by exposure to its draughts.

These drawbacks to health and comfort in travelling are measurably avoided when journeying in or to the Northwest during the season of navigation.  The Ohio River furnishes such an escape to the invalid seeking this region from the central belt of States; and the great lakes supply a more northern range of country; while less than a half day’s ride from Chicago places one at either Dubuque, Prairie du Chien, or La Crosse, where daily boats may be had for St. Paul or any of the towns intermediate.

These steamers differ widely from those in use on any of the rivers in the Eastern States, and while not as substantial, seem better adapted to the trade and travel on these interior rivers.  Beyond occasional violent winds there is nothing in the elements for them to encounter, and hence they are built low to the water, of shallow draft, and an entire absence of all closed bulwarks used to keep out the sea by those plying in stormy waters.  These western river boats would scarce survive a single passage on any large body of water, yet, for all the purposes for which they are required here, they seem admirably fitted.

In making the journey from Dubuque to St. Paul and return, one of these steamers—­and yet not of the largest class—­requires a supply of five hundred bushels of coal, and full one hundred and twenty-five cords of wood, to keep its devouring furnaces ablaze and its wheels in motion.  The round trip between these two points is made, including the landings, in about three days.  The up-trip is performed with as great speed as that is down, owing to the greater economy of time in making the landings.  In going up these are easily made, with bows on shore (they have no wharves); in coming down stream the ship is compelled, for her own safety, to turn in the river before reaching the landing, and then run “bows on,” the same as when going up, else, if this was not done, the current of the river, which is often quite powerful, might drive the vessel too high on the shore, or wheel it around to its damage.  This evolution requires a few minutes for its performance at each landing, and thus the whole time is about equally divided in the going and returning.

The average dimensions of the class of steamers employed in this trade may be said to be about two hundred and forty feet in length and thirty-five in breadth, drawing from two to four feet of water, with accommodations for about one hundred and fifty cabin and as many more second-class passengers.