TRANSACTIONS OF SECTION G. 841 
drupled, and speed increased about 50 per cent. The proportion of horse-power to 
displacement has only been increased as three to four, enlarged dimensions having 
secured relative economy in propulsion. The rate of coal consumption has been 
probably reduced to about one-third of that in the earlier ship. 
The latest steamers of the line are of still larger dimensions, being 500 feet 
long and of proportionately greater displacement. It is stated that the Himalaya 
of 1853 cost 132,000/. complete for sea ; the corresponding outlay on her successors 
is not published, but it is probably twice as great. 
On the service to the Cape similar developments have taken place. Forty 
years ago vessels less than 200 feet long and about 7 knots performed the service, 
whereas the latest additions to the fleets exceed 500 feet in length, and can, if 
required, be driven at 17 to 18 knots, ranking in size and power next to the great 
Transatlantic liners, 
Commercial considerations necessarily regulate what is undertaken in the 
construction of merchant steamers, including the swift vessels employed in the 
conveyance of passengers and mails. The investment of 600,000/. to 700,0002. in 
a single vessel like a great Transatlantic liner is obviously a serious matter for 
private owners ; and even the investment of half that amount in a steamer of less 
dimensions and speed is not to be lightly undertaken. It is a significant fact that, 
whereas fifteen years ago nearly all the largest and swiftest ocean steamers were 
British built and owned, at the present time there is serious competition in this 
class by German, 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, 
cannot continue the competition in size and speed on equal 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 shipowners, and 
have a bearing on the naval defence of the Empire. In 1887 the Government 
recognised this fact, and made arrangements for the subvention and armament of 
a number of the best mercantile steamships for use as auxiliary cruisers. Since 
then other nations have adopted the policy, and given such encouragement to their 
shipowners 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 affected by the 
improvements mentioned. Remarkable developments have occurred recently not 
merely in the purely cargo-carrier, but in the construction of vessels of large size 
and good speed carrying very great weights of cargo and considerable numbers of 
passengers. The much-decried ‘ocean tramp’ of the present day exceeds in speed 
the passenger and mail steamer of fifty years ago. Within ten years vessels 
in which cargo-carrying is the chief element of commercial success have been 
increased in length from 300 or 400 feet to 500 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 15,000 tons deadweight, 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 success- 
fully very complete organisation is necessary for the collection, embarcation, and 
discharge of cargo. The enterprise and skill of shipowners have proved equal to 
this new departure, as they have in all other developments of steamships. 
How much further progress will be made in the sizes and speeds of these 
mixed cargo and passenger steamers cannot be foreseen. The limits will be fixed 
by commercial considerations, and not by the capability of the shipbuilder. 
In passing, it may be noted that while the lengths and breadths of steamships 
have been greatly increased, there has been but a moderate increase in draught. 
