EFFICIENCY IN THE OPERATION OF STEAMSHIPS. 135 
Mr. Bogert on the relative cost of operation on the Great Lakes and at sea. It seems to me 
that some of the gentlemen who took part in these discussions might be able to furnish us 
with some idea of the variations which would occur due to the seasons of the year, and due 
to such weather conditions as Mr. Mallory referred to. 
We are in a position now, with more efficient methods of handling and keeping control 
of ship movement and equipment, to obtain such information, and yet no effort seems to have 
been made to keep records of the variation of the fuel item. So far no such information 
has been available, in the form of general data on this subject accessible to those who are 
interested. i 
For instance, if an estimated figure were given by an expert as to the handicap on the 
ocean-going liners, due to the difficulties of operating in heavy weather during the winter sea- 
son, compared with the summer season, we could form a clearer idea as to the possibilities of 
comparing the effect of diverse conditions on fuel costs for various classes of trade. 
CAPTAIN SULLIVAN :—This morning I met a very good friend of mine who said: “Mr. 
Sullivan, I read your paper, and while it was very good as far as it went, you must have 
some further and more decided arguments that you could present.’’ “Well,” I said, “I have 
not attempted to go into the subject further,’ and my reason for that, gentlemen, is this— 
that a little knowledge is a dangerous thing. We can bring facts before people, but it is im- 
possible for a human being to force these facts into the heads of other men. I am not 100 per 
cent perfect, and I do not pose to be any such thing. I am as closely connected with those 
who own the vessel of which I am master as it is possible for one human being to be closely 
connected with another when they are not related, and the results obtained have been ob- 
tained in the face of bitter competition and adverse criticism. It is not the first time I have 
made that statement, even in this meeting. 
There is a marked difference between the operation of a ship in winter and in summer, 
and the figures which I have given are for a period covering both. 
I have seen the time when it took me twenty-two days to come from Antwerp to New 
York, and I have made the same passage in 11.5 days, and that represents the difference be- 
tween good weather and bad weather. Of course, in foggy weather, the engineer reduces 
the speed of the boat. 
The most important criticism that I have heard here this morning was by the good gentle- 
man who says we can produce better results if we spend more time on the equipment for han- 
dling cargo. That is the best statement I have heard. We can improve our methods of 
handling cargo by machinery. 
I wish you good gentlemen who are naval architects and ship designers could take time 
and study the European system of installing what we call permanent grain fittings, by which, 
when the vessel has an emergency cargo of grain, we do not have to build a lot of grain 
fittings to comply with the underwriters’ requirements. That is something which involves 
an expenditure of approximately $2,000 or $3,000. Two years ago I wanted that done, 
and at that time the cost of putting in those fittings was frightfully high, and I backed 
down and did not have it done. 
The main difficulty in regard to fuel, and which tends to increase its cost, is that when 
your contract runs out and you go out to renew it, you find that the cost of coal has gone 
up like the German mark. When you go to buy fuel abroad you will find that the cost is 
high and the tonnage short; I have had as much experience with buying fuel abroad as any- 
