572 THE PROGRESS IN STEAM NAVIGATION. 



morcial considcu-ations noi-ossarily regulate what i.s undertaken in the 

 con.struetionof merchant steamers, induding the swift vessels em})l()yed 

 in the conveyance of passengers and muils. The investment of 

 £600,()()t»to €700,000 in a singh^ vessel like a great trans- Atlantic liner 

 is obviously a serious matter for private owners; and even the invest- 

 ment of half that amount in a steamer of less dimensions and speed is 

 not to be lightly undertakiMi. It is a significant fact that whereas 

 fifteen years ago nearly all the largest and swiftest ocean steamers were 

 British l)uilt and owned, at the present time there is serious competi- 

 tion in this class ))V (fcrman. American, and French companies. It is 

 alleged that this change has resulted from the relatively large subsidies 

 paid by foreign governments to the owners of swift steamers and that 

 British owners, being handicapped in this way, can not continue the 

 competition in size and speed on ecjual terms unless similarly assisted. 

 This is not the place to enter into any discussion of such matters; but 

 they obviously involve greater considerations than the profit of ship- 

 owners and have a bearing on the naval defense of the Empire. In 

 1887 the (rovermnent recognized this fact and made arrangements for 

 the sul)vention and armament of a numl)er of the best mercantile 

 stcamshi})s for use as auxiliary cruisers. Since then other nations 

 have adopted the policy and given such encouragement to their ship- 

 owners that the numbers of swift steamers suitable for employment as 

 cruisers have been largely increased. Not long since the First Lord 

 of the Admiralty announced to Parliament that the whole subject was 

 again under consideration. 



CARGO AND PASSENGER STEAMERS. 



Cargo steamers, no less than passenger steamers, have been aflfected 

 by the improvements mentioned. Remarkable developments have 

 occurred recently, not merely in the pure cargo carrier, but in the 

 construction of vessels of large size and good speed, carrying very 

 great weights of cargo and considerable numl)ers of passengers. The 

 much-decried "ocean tramp" of the present day exceeds in speed the 

 passenger and mail steamer of lift}' years ago.' Within ten years 

 vessels in which cargo carrying is the chief element of commercial 

 success have been increased in length from 300 feet or 400 feet to 500 

 feet or 600 feet; in gross register tonnage from 5,000 to over 13,000 

 tons, and in speed from 10 or 12 knots to 15 or 16 knots. Vessels are 

 now building for the Atlantic service which can carry 12,000 to 13,000 

 tons dead weight, in addition to passengers, while possessing a sea 

 speed as high as that of the swiftest mail steamers afloat in 1880. 

 Other vessels of large carrying power and good speed are running on 

 much longer voyages, such as to the Cape and Australia. 



In order to work these ships successfully, very complete organiza- 

 tion is necessarj^ for the collection, embarkation, and discharge of 



