SOME PLAIN TRUTHS ABOUT STEAMSHIP LINES.

Hawke's Bay Times, Volume 19, Issue 1390, 1 August 1872, Page 2

SOME PLAIN TRUTHS ABOUT STEAMSHIP LINES.

(From the San Francisco- Newsletter.)The authoritative statement that ait English steam line is abouo to compete for the trade between San Francisco• and China has, during the past week, acted like a bombshell among steamboat men. To the uninitiated it may appear, strange that an unsuhsidized line has the slightest chance against a company drawing one million dollars per annum from Uncle Sam's Treasury. This seeming anomaly will disappear when we come to understand what a perfect revolution there has been in steamship* building during the past few years. The truth is, that it requires a large subsidy to put a line or wooden side-wheel steamers, constructed a few years ago,, on a par with the iron propellers of today. A few facts will suffice to conclusively show that this is so. One of" the best representatives of the sidewheel class of .steamers is the Nevada, of Webb's line. Let us see what a; comparison between her and an iron, propeller with economical compound engines will work out. The Nevada cost in her construction $300,000. To make the voyage between Honolulu, and Auckland in an average of seventeen days, she consumes 900 tons of coal. To keep her in repair involves, an expenditure equal to her first cost every ten years. We have before us a statement by one of the best, knowa shipbuilding- firms on the Clyde, showing the cost and capacity of an iron propeller. A steamei not quite so, large as the Ne\ada, but able to carry a great deal more cargo, because she would require so much less coal, built of iron, and supplied with compound engines and all the latest improvements, would be built for §150,000. Shewould be guaranteed to steanr the distance between Auckland and Honolulu in 13 days, upon a total consumption of 360 tons of coal. An iron steamer clashed Al for 21 years, usually requires, out little repairing during that period. Now let us look upon the one picture and upon the other, and what do we rind 1 The English iron propeller cost* just half as m >ch as the American side-wheeler, and she steams 20 per cent, faster upon 60 per cent, less coal per day ; whilst in the matter of repairs the difference is so great that ir is next to impossible to make any comparison between them. If we reckon the cost of coal at the very moderate average of $9 per ton, '..he saving on this one item alone for the 13 round voyages per annum to be made between here and Melbourne, would be within a fi action of §3oo,ooo—a sum which in itself is equal to a handsome subsidy ! Then as 33,000 tons less coal would have to be carried, there would be room for that much more cargo. As the steamers, cost one-half less to build, it follows that the interest upon capital would tie reduced by one-half. The voyages being performed in 20 percent less time, the cost of keeping passengers would unreduced in an equal ratio And beyond and above all, the steamers would successfully compete with rival routes, and be equal to the inexorable commands of trade and commerce for rapid transit. These are very plain truths, requiring. grave consideration The future or'San Francisco very largely depends upon the manner in which she controls the commerce of the Pacific by means of steam lines. To do this successfully wo must proceed upon a sound basis. We must not shut our eyes to facts. The railway has no more superseded the old wagon road than has the modern iron propeller the. ancient wooden sidewheeler. They understand these things better in the East, where at the rate of 360 miles per day, or almost railroad: speed, the Atlantic is being crossed in less than eight days. Senator Chandler, who, as the Chairman of the Committee on Commerce, has perhaps a better opportunity than any other man in the United States to become acquainted these subjects, delivered a speech on the subsidy question which was pregnant, with s'ern truths It vvt " be* seen the objection which proved fetal, was not to the granting of a sul»idy to an Australian line, but to the uncommercial character of " ie ships with which it was proposed w> run it.