Ocean Steam Navigation and the Ocean Post Part 4

Again, a ship of 2,500 at 12 miles, running 6,500 miles could not transport cargo at less than $115; one of 5,000 tons would transport it at $52; one of 10,000 tons would transport it at $33 per ton; and one of 20,000 tons burthen, as for instance the "Leviathan," would transport it at $24 per ton. And while none of the three first named sizes of vessels would transport it 12,500 miles, the one of 20,000 tons, running 12 miles per hour, would transport it at $80 per ton; and running 14 miles per hours, at $430 per ton. Two things must, however, not be forgotten in this; that the ship to do this must always run entirely full and have no waste room; and that these prices are comparisons between different steamers, and not with sailing vessels, which, running much more slowly and with but little expense, transport the freight far more cheaply.

The following table will set forth very clearly in a summary view, the Time, Horse-power, Coal, and Cargo for a steamer of good average quality running on pa.s.sages of 1,000 miles, 2,000 miles, and 3,000 miles, and at a speed varying from 6 to 18 miles per hour. It will be observed that a steamer of 3,000 tons can not take power and coal enough to run on a 2,000 miles pa.s.sage above 17 knots per hour, and that one of 3,000 tons also can not run on a 3,000 miles pa.s.sage at a speed above 16 knots per hour. Observe the small quant.i.ty of cargo and the large quant.i.ty of coal for a steamer of 3,000 tons on a 3,000 miles pa.s.sage at 16 miles per hour.

COAL AND CARGO TABLE: No. IV.

_Calculated for the mean Displacement of 3,000 Tons._

KEY: A: SPEED--PER HOUR.

B: HORSE-POWER.

C: WEIGHT OF HULL AND ENGINES.

D: Pa.s.sAGE 1,000 NAUTICAL MILES. Time.

E: Pa.s.sAGE 1,000 NAUTICAL MILES. Coal.

F: Pa.s.sAGE 1,000 NAUTICAL MILES. Cargo.

G: Pa.s.sAGE 2,000 NAUTICAL MILES. Time.

H: Pa.s.sAGE 2,000 NAUTICAL MILES. Coal.

I: Pa.s.sAGE 2,000 NAUTICAL MILES. Cargo.

J: Pa.s.sAGE 3,000 NAUTICAL MILES. Time.

K: Pa.s.sAGE 3,000 NAUTICAL MILES. Coal.

L: Pa.s.sAGE 3,000 NAUTICAL MILES. Cargo.

-----+-----+-----+-----+----+----+-----+----+----+-----+----+---- A | B | C | D | E | F | G | H | I | J | K | L N. M.|H. P.|TONS.|D. H.|TONS|TONS|D. H.|TONS|TONS|D. H.|TONS|TONS -----+-----+-----+-----+----+----+-----+----+----+-----+----+---- 6| 52| 1252| 6.23| 72|1711|13.21| 144|1675|20.20| 216|1639 7| 83| 1283| 5.23| 98|1667|11.22| 197|1617|17.21| 296|1568 8| 123| 1323| 5. 5| 128|1612|10.10| 256|1548|15.15| 384|1484 | | | | | | | | | | | 9| 175| 1375| 4.15| 162|1543| 9. 6| 324|1462|13.21| 486|1381 10| 241| 1441| 4. 4| 200|1458| 8. 8| 401|1358|12.12| 602|1257 11| 320| 1520| 3.19| 242|1358| 7.14| 484|1237|11. 9| 727|1116 | | | | | | | | | | | 12| 416| 1616| 3.11| 288|1239| 6.23| 577|1095|10.10| 866| 950 13| 529| 1729| 3. 5| 339|1100| 6.10| 678| 931| 9.15|1017| 761 14| 661| 1861| 2.23| 393| 942| 5.23| 786| 745| 8.22|1180| 548 | | | | | | | | | | | 15| 813| 2013| 2.19| 451| 761| 5.13| 903| 535| 8. 8|1355| 309 16| 987| 2187| 2.14| 514| 555| 5. 5|1028| 298| 7.19|1542| 41 17| 1183| 2383| 2.11| 580| 327| 4.22|1160| 37| | | | | | | | | | | | | | 18| 1405| 2605| 2. 8| 650| 69| | | | | | 19| 1652| 2852| | | | | | | | | 20| 1927| 3127| | | | | | | | | -----+-----+-----+-----+----+----+-----+----+----+-----+----+----

I will close this long chapter, in which I have endeavored to give a clear, comprehensible, and faithful idea of the cost of running ocean mail, freight, and pa.s.senger steamers, by an extract from that very able and faithful work, "Steamship Capability." As a summing up of the various laws and facts concerning the consumption of fuel, weight and power of engines, speed of ships, and their capacity to do business, Mr. Atherton says, page 55: "Now suppose, for example, that the pa.s.sage be 1,000 miles, and that, for brevity, we confine our remarks to the engine department only; which, indeed, will be the department of expense, chiefly affected by variations in the rate of speed. It appears that the vessel of 5,000 tons' mean displacement, if fitted to run at the speed of EIGHT NAUTICAL MILES per hour, will require 172 H.P., and a cargo of 2,738 tons will be conveyed 1,000 miles in five days five hours; being equivalent to one day's employment of 33/100 H.P. _per ton_ of goods.

"If fitted to run at TEN NAUTICAL MILES an hour, the vessel will require 336 H.P., the cargo will be reduced to 2,524 tons, and the time to four days four hours; being equivalent to one day's employment of 55/100 H.P. _per ton_ of goods nearly.

"If fitted to run at TWELVE NAUTICAL MILES an hour, the vessel will require 581 H.P., the cargo will be reduced to 2,217 tons, and the time to three days eleven hours; being equivalent to one day's employment of 91/100 H.P. _per ton_ of goods.

"If fitted to run at FOURTEEN MILES an hour, the vessel will require 923 H.P., the cargo will be reduced to 1,802 tons, and the time to two days twenty-three hours; being equivalent to one day's employment of 1-52/100 H.P. _per ton_ of goods.

"If fitted to run at SIXTEEN MILES per hour, the vessel will require 1,377 H.P., the cargo will be reduced to 1,264 tons, and the time to two days fourteen hours; being equivalent to one day's employment of 2-86/100 H.P. _per ton_ of goods.

"If fitted to run at EIGHTEEN MILES per hour, the vessel will require 1,961 H.P., the cargo will be reduced to 585 tons, and the time to two days eight hours; being equivalent to one day's employment of 7-75/100 H.P., _per ton_ of goods.

"And if fitted to run at TWENTY MILES per hour, there will be no displacement available for mercantile cargo.

"a.s.suming, now, that the COST per ton of goods will be in proportion to the amount of power and tonnage employed to do the work, it appears that the cost _per ton of goods_ of performing this pa.s.sage of 1,000 miles, at the respective speeds of 8, 10, 12, 14, 16, and 18 miles, will be proportional to the numbers--33/100, 55/100, 91/100, 1-52/100, 2-86/100, and 7-75/100, which are proportional to the numbers 33, 55, 91, 152, 286, and 775, or nearly as 1, 2, 3, 5, 9, and 23.

"Hence it appears, that in the case of the ONE THOUSAND MILES pa.s.sage above referred to, the cost of freight _per ton of goods_ at TEN MILES per hour, will require to be nearly the _double_ of the rate at EIGHT MILES per hour.

"The cost per ton at TWELVE MILES per hour will require to be _three times_ the rate at EIGHT MILES.

"The cost per ton at FOURTEEN MILES per hour will require to be _five times_ the rate at EIGHT MILES.

"The cost per ton at SIXTEEN MILES per hour will require to be _nine times_ the rate at EIGHT MILES.

"The cost per ton at EIGHTEEN MILES per hour will require to be _twenty-three times_ the rate at EIGHT MILES.

"And at TWENTY MILES per hour there will be _no displacement_ available for mercantile cargo.

"By applying the same process of calculation to a ship of 5,000 tons'

mean displacement, making a pa.s.sage of THREE THOUSAND MILES, we shall find that, at TEN MILES an hour, the cost of freight per ton will require to be double the rate of freight at EIGHT MILES.

"The cost per ton at TWELVE MILES will require to be three times the rate at EIGHT MILES.

"The cost per ton at FOURTEEN MILES will require to be six times the rate at EIGHT MILES.

"The cost per ton at SIXTEEN MILES will require to be twenty times the rate at EIGHT MILES.

"And at EIGHTEEN MILES per hour there will be _no displacement_ available for mercantile cargo.

"Finally, by applying the same process of calculation to a ship of 5,000 tons' mean displacement on a pa.s.sage of 6,000 miles, it will be found that the cost of freight per ton at TEN MILES per hour will require to be _double_ the rate at EIGHT MILES.

"The cost per ton at TWELVE MILES per hour will require to be about _five times_ the rate at EIGHT MILES.

"The cost per ton at FOURTEEN MILES per hour will be about _sixteen times_ the rate at EIGHT MILES.

"And at SIXTEEN MILES per hour there will be _no displacement_ available for mercantile cargo.

"Hence, it appears, that for voyages of 1,000 miles and upwards, without re-coaling, the speed of ten nautical miles per hour would involve about _double_ the cost _per ton_ of eight miles, and may, therefore, be regarded as the extreme limit that can be generally entertained for the mercantile purpose of goods' conveyance; and that the attainment on long pa.s.sages of a higher rate of speed than ten miles (though admissibly practicable) would involve obligations altogether of an exceptional character, such as the special service of dispatches, mails, pa.s.sengers, specie, and the most valuable description of goods can only meet."

SECTION V.

OCEAN MAIL STEAMERS CAN NOT LIVE ON THEIR OWN RECEIPTS.

INCREASE OF BRITISH MAIL SERVICE: LAST NEW LINE AT $925,000 PER YEAR: THE SYSTEM NOT BECOMING SELF-SUPPORTING: CONTRACT RENEWALS AT SAME OR HIGHER PRICES: PRICE OF FUEL AND WAGES INCREASED FASTER THAN ENGINE IMPROVEMENTS: LARGE SHIPS RUN PROPORTIONALLY CHEAPER THAN SMALL: AN EXAMPLE, WITH THE FIGURES: THE STEAMER "LEVIATHAN,"

27,000 TONS: STEAMERS OF THIS CLa.s.s WILL NOT PAY: SHE CAN NOT TRANSPORT FREIGHT TO AUSTRALIA: REASONS FOR THE SAME: MOTION HER NORMAL CONDITION: MUST NOT BE MADE A DOCK: DELIVERY OF FREIGHTS: MAMMOTH STEAMERS TO BRAZIL: LARGE CLIPPERS LIE IDLE: NOT EVEN THIS LARGE CLa.s.s OF STEAMERS CAN LIVE ON THEIR OWN RECEIPTS: EFFICIENT MAIL STEAMERS CARRY BUT LITTLE EXCEPT Pa.s.sENGERS: SOME HEAVY EXTRA EXPENSES IN REGULAR MAIL LINES: PACIFIC MAIL COMPANY'S LARGE EXTRA FLEET, AND ITS EFFECTS: THE IMMENSE ACCOUNT OF ITEMS AND EXTRAS: A PARTIAL LIST: THE HAVRE AND COLLINS DOCKS: GREAT EXPENSE OF FEEDING Pa.s.sENGERS: VIEWS OF MURRAY AND ATHERTON ON THE COST OF RUNNING STEAMERS, AND THE NECESSITY OF THE PRESENT MAIL SERVICE.

From the foregoing Section it is evident that the cost of running ocean steamers is enormous, and that in the chief element of expenditure it increases as the cube of the velocity. This, although true, is certainly a startling ratio of increase, and calculated to arouse attention to the difficulties of postal marine navigation.

Seeing that ocean speed is attainable at so high a cost, we naturally conclude that fast mail steamers can not live on their own receipts upon the ocean.

Since Great Britain established her first ocean steam mail in 1833, she has gone on rapidly increasing the same facilities, until her n.o.ble lines of communication now extend to every land and compa.s.s every sea. The last great contract which she conceded was last year, to the "European and Australian Company," for carrying the mails on a second line from Southampton _via_ Suez to Sydney, in Australia, at 185,000, or $925,000 per year. And although her expenditures for this service have gradually gone up to above five millions of dollars per annum, she continues the service as a necessity to her commerce, and a branch of facilities and accommodations with which the people of the Kingdom will not dispense. The British Government set out with the determination to have the advantages of the system, whether it would pay or not. They believed that the system would eventually become self-supporting, by reason of the many important improvements then proposed in the steam-engine, and they have ever since professed to believe the same thing. But their experience points quite the other way; and while the service is daily becoming more important to them in every sense, it is also becoming year by year more expensive.

Contracts which the Admiralty made with several large and prominent companies in 1838 they renewed at the same or increased subsidies, after twelve years' operations, in 1850, for another term of twelve years. And so far from those companies with their many ships on hand being able to undertake the service for less, they demanded more in almost every case, and received it from the government. The improvements which they antic.i.p.ated in the marine engine were more than counterbalanced by the rise in the price of fuel and wages all over the kingdom and the world. In fact, those improvements have been very few and very small. It still takes nearly as much coal to evaporate a pound of water as it then did; and the improvements which have been made were generally patents, and costly in the prime cost of construction to a degree almost preclusive of increased benefits to the general service. At any rate, the latest steam adaptations and improvements have proven unequal to the end proposed, and the cost of the ocean service is now far heavier than it ever has been before, simply because of the greater speed required by the public for the mails and pa.s.sage.

It had long been hoped that this difficulty of increasing cost in running ocean steamers might finally be overcome by another means; and the whole available engineering and ship-building talent of Great Britain and the United States has been directed not entirely to the engine department, but to the hulls and to the production of a large cla.s.s of ships, which are admissibly cheaper in proportion to size and expense of running when compared with smaller vessels, if they are always employed and have full freights and pa.s.sage. It is well established that large steamers run proportionally cheaper than small ones. (_See Table III., page 76._) This arises from the important fact that the length increases far more rapidly than the breadth and depth.

Consequently the tonnage of the vessel increases much faster than the resistance. In pa.s.sing through the water the vessel cuts out a ca.n.a.l as large as the largest part of its body, which is at the middle of the ship. If the vessel be here cut in two, the width and depth, or the beam and hold being multiplied together will give the square contents of the midship section. Now, when a vessel is doubled in all of its dimensions, this midship section and consequently the size of the ca.n.a.l which it cuts in the water, does not increase as rapidly as the solid contents of the whole ship, and consequently, as the tonnage. Hence, the resistance to the vessel in pa.s.sing through the water does not increase so rapidly as the tonnage which the vessel will carry.

To make this clearer, let us suppose a vessel of good proportion, whose length is seven times the beam, or 280 ft. long, 40 ft. wide, and 30 feet deep. The midship section will be 40 30 = 1,200 square feet: the solid contents will be 40 30 280 = 336,000 solid feet.

Again, let us double these dimensions, and the ship will be 80 ft.

wide, 60 ft. deep, and 560 feet long. The midship section will be 80 60 = 4,800 square feet: the solid contents will be 80 60 560 = 2,688,000 solid feet. Now, comparing the midship sections, and also the said contents in each case we have,

Midship Section, 4,800 ----- = 4 to 1. Increase as the squares: Midship Section, 1,200