Alma record. (Alma, Mich.) 1878-1928, 1886-06-18
FAST STEAMERS.
why the Express Trains of the son DO
Not Pay.

why the Express Trains of tho son DO
Not Pay.
Since the loss of the Cunard steamer
Oregon the transatlantic steamship
companies having their western ter
minus in New York have been carefully
considering the enormous outlay rcquir-
ed by the fast steamships, and trying to
solve the question whether these express
trains of the sea can be made to pay.
"ro my mind" said prominent
member of the maritimc-cXchange the
other day. 1T is impossible to get even
on these greyhounds. let alone making
anything out of them. The first cost
of steamer like the Oregon can be-
counted in round numbers at 81 900, 000
The increase i'm cost, however, is not
the only thing to be considered. The
expense of running these enormous
ships is also increased. To man one of
them requires a crew of much greater
numbers in proportion than is necessary
/ TO navigate a vessel, say, of 5000 tons
burden. Besides this they burn more
than 800 tons of coal daily, which is an
important item, not only on account of
its cost, but because of the room neces-
/ sary for the coal bunkcrs. which might
be more protitably used for the storing
of freight. Another requisite for sue
cess is that the engines shall be of very
high power. This means enormous size,
and must neccSStatc further contrac-
ton of hold space in order that the
| me- al, hp Iatn oil
nanally. these fast steamers must of
necessity be laid up during the winter
months, or if run ut all must b. run ut
n loss. Does il pay, then, to build
these steamships because they will make
the trip between New York and Queens
town in little over six days. when YES
sells costing very much less to build and
ut least one third less TO maintain will
make the voyage in less than eight
days? think not.
If, rs has been the case occasionally
with some of the fast ships now run
ming, five or six hundred saloon paSsen-
gers could be carried every trip, then
these vessels would WELD II handsome
profit TO their owners. but this is impos-
siblc. The steamship companies have
been engaged in an experimental solu-
ton of this problem since 1882. when
the Alaska and Arizona made their phe-
nomenal fast trips. Several of them
waocd their existence on the belief that
fast ships could bc made To pay. What
is the result? The Inman line lost the
City of Rome, which is now run by the
Anchor line and Williams d GuiOn,
the pioneers in the fast sailing service.
came TO grief, and were also compelled
to let 90 of their pride. the Oregon.
which was purchased by the Cunard
company. and now lies ut the bottom of
the deep. martyr to this Unsuitable de
sire for speed on the ocean. The fast
steamers of the North German ' ',Ao,
and Cunard steamers ma q" pay runnI
expenses. but douh--C 1t. The ncare
approach to suce' uSs in this particul
Is perhaps ty|4e America, of the Nation
line. PDting of a yacht model she burr
vcr'.' little coal. and is run ut compar
t',vely small cost But while she
81 classed among the speedy vessels, 81
}" can hardly be said to belong to the b
II ones. As it is. she can not be run
y any advantage in the winter month
y. Her capacity for freight is very Unite
~ and unless she carries fine compl
ne ment of passengers. for which trat
She was built. she must make the Vo
age only at n loss. When this qucstt
at is fairly settled believe il VIII be foul
n, that those vessels that make the trip b
~ tween the old world and the new
~ about eight days will be found to be Il
:, most profitable. As rule they bun
less than two hundred tons of coal in
uaN and can carry comfortably thr,
~ hundred passengers. This problem h;
~ considerable interest for the travclin
IL public, but | believe il will soon be !
5, accepted fact that what the larger ~
Is swifter vessels gain in speed and capa
lie ity is done at too great an eXpens
m which expense the travelling publ
c. must eventually pay. '-Cor. BoStc
n, .ldrcrtiSCr.