New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1893-05-17
XETF4ST LETIATHdN.

Tho White Star Line since its organization
in 1871 has been so conservative a corporation
that il i difficult to credit the announcement
made by cable respecting ITS future poicy.
p,,,rors have been current Tor several months
,hot Il ,vould build larger ship than the Cam
mania but the public is not prepared for 50
radical departurc from previous steamship de-
s;ons - is indicated in the dispatches. llarland
g. Wolff are said to have received an order
for the construction Of Il ship 500 feet long for
tho line As the Great Eastern was ESQ feet in
Ionoth such a steamship would be the largest
ovor but and it would be safe to infer that
tho designers have in mind the reduction of the
time from Queenstown to Sandy Hook from
51.9 49, days. If they have any aim in
ferior TO this they would hardly contemplate so
creat an increase of dimensions and tonnage.
As the Campania has cost about 81, 600 900
and the Belfast firm does not have the reputa-
tion of building cheap ships, this new leviathan
will probably involve an expenditure of $4,000,
600. and her coal consumption and running
EXPENSES will be without precedent in trans
atlantic navigation.
The Campania burns at least 1 90 more tons
of coal a day than the Paris, and her operating
expenses are very largely increased. steam
ship nearly one-third larger with engine power
adequate for driving her across the ocean in
4 y days will be a most costly Heating hotel.
These great vessels, which arc built almost OK
clusiyely for the passenger trade, have com
parativcly short terms in which to repay the
money invested in them Some of the Ilarland
& Wolff steamers which were built twenty
f,o;U nj
being cheaply operated are very profitable But
at the rate of progress now making IN liners
for the passenger trade ten years Is a long
term as can be allowed to ship costing GER
tanly 50, 100000 and possibly 100000
in the near future. The marvel of the seas
TODAY at the end of decade is outdi>tanccd
by rivals and loses her commercial prestige.
The returns from the investment have to be
made quickly, and the interest on the first cost
added to the insurance premiums swcll' the
enormous operating expenses. When all these
elements are taken into account the financial
risks taken by the Transatlantic companies IN
building their record breaking fleets are found
to be very serious.
Still this is an age of marvcls. II was III
1919 that the Savannah. steamer OF 800
tons. crossed the ocean in 2G days That was
then accounted miracle, but in less than
twenty years the Sirius reduced the time TO
- days. When American shipbullder> tried
their hands at designing liners the Washing
ton Atlantic and Baltic lowered the time 10
1912 days at the beginning of the iifties.
Twenty more years of competition brought the
record between New ork and Queenstown be
low $ days in 1870. and the Campania now
promises 70 reduce il this year - ! > days
1t certainly i not incredible that 4 ship viii
cross the ocean before the century closes III
IL days. 1t will be nothing more than the
normal advance in the art of Shpbuilding which
has been witnessed decade after decade. But
in order to make that last gain of - hours IN
speed the coal to be burned during the voyage
has to take the place of freight and tho Great
Easterns dimensions have to be exceeded. In
the attempt 10 save a day in the ocean voyage
81 900 900 has to be added I, the hrs; cost
of construction, and the operating expenses are
greatly increased. Competition Is proving -
costly that prudent steamship managers are
already wondering whether the margin for
profit in the Transatlantic trade will not cvcniu-
ally be wiped ont altogether.