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28° The articles describing the three typ- ical ships were published in reverse chronological order. The oldest of the three standard types of Pacific coast lumber carriers is the sailing schooner. Representative vessels of this class have a lumber capacity of 1,000,- 000 ft. board measure and a registered gross tonnage of about 850. Of this cargo about 650,000 ft. is usually car- ried in the hold and 350,000 ft. on deck. Lumber is about the only com- modity that it is possible to carry in large quantities above the main deck. Since the deck portion of the cargo can 'be handled more cheaply than that which is stowed in the hold, it is cus- tomary to carry large deck loads. The standard lumber sailers are practically all schooner rigged, usually with four masts. The 'hulls are built almost entirely of Washington fir; their construction is staunch, a characteristic feature being un- usually heavy ceiling. The cabins are neatly and comfortably furnished tand are usually provided with running water and baths. The cargo is han- dled by steam winches, the steam be- ing generated in donkey boilers. The hatches are as large as is consistent with the strength of the hull and most vessels') are provided with stern and bow ports on 'the water line for loading extra long timbers. The cost of these schooners is from $69,000 to $75,000 each. Eleven men make up the aver- age crew. Development of the Steam Schooner. The steam schooner came into exis- tence in the early nineties as a re- sult of the appearance of cheap coal Oi the Pacine coast markets»+~Since then then this type. of vessel has grown steadily in favor. The typical wooden steam schooner is a vessel of 800 gross tons, solidly 'built with heavy ceiling and framing and with 'but lit- tle regard for refinements of form. The cabin accommodations are similar to those on the sailing schooners. Steam cargo and anchor winches are used and donkey boilers are, of course, un- necessary. The machinery is simple, durable and strong. The usual outfit comprises a single screw, a 600 'horse- power triple expansion engine with surface condenser. and a Scotch marine boiler carrying about 200 pounds per square inch steam pressure. Many of the more modern steamers burn crude oil. The machinery and cabins are all compactly located aft, leaving the cargo hold free of obstructions from end to end. The masts are usually two in number, provided with a few sails that are seldom used except in an emergency. The cost of a wooden steam schooner is from $125,000 to thousand TAe MarRINE REVIEW $140,000. The avetage crew consists of 20 men. The steel steam schooner is only a logical development of the wooden steamer. The steel schooners are sim- ilar in design, rig and the arrange- ment of the machinery to their wooden counterparts. The average steel schooner is about 235 ft. in length, with a gross tonnage of 1,800. The cargo capacity is 1,500,000 board rt: The cost of a steel schooner varies from $175,000 to $200,000. Twenty-one men 'comprise an average crew. Coastwise Lumber Trade. The coastwise lumber trade of the Pacific exists because of the large de- mand for Washington and Oregon timber in California, Mexico and South America, In the five months between Sept. 1, 1908, and March 1, 1909, the reports of the Ship Owners' Associa- tion of the Pacific coast show 52 sail- ing schooners, 30 wooden steamers and five steel steamers _engaged in this trade. The capacity of this fleet is ap- proximately 90,000,000 board ft. of lum- ber; the. total gross tonnage of the vessels is about 75,000. The lumber trade is) badly depressed at present and this tonnage, now engaged, is below normal. The principal loading ports are Puget Sound, Grays harbor 'and Willapa bay, Washington, the Co- lumbia river and Coos bay, Oregon, and Humboldt 'bay, California. The prin- cipal terminal ports are San Francisco, San Pedro and San Diego, California, Callao, Peru and Valparaiso, Chilli. Present charter rates are $4.25 per meet BB. Me. from Puget Sound to San Pedro. These rates are considerably below the costs per thou- sand feet of cargo shown by Tables ty, 11 and JU, and the only way ship owners are able to make both ends meet. during - sitch -¢imes is. by shaving on maintenance charges, run- ning with insufficient or no insurance and contenting themselves with much less than 6 per cent interest on their investment. The rates from Puget Sound to San Pedro under normal conditions vary from $6 to $6.50. Statement of Earnings. Table I, which is compiled from ac- tual records, gives the annual expenses of a typical sailing schooner of 1,000,000 ft. capacity, making six round voyages annually between Puget Sound, Wash- ington and San Pedro, California. The table indicates the expenses of the sail- ing schooner without the necessity of further explanation. A sailing schoon- er has one advantage peculiar to itself in that there is practically no limit to the length of voyage it may under- take. Therefore in depressed times, April, 1909 when some of the steam schooners have to lay up, the sailers can often find charters for long over-sea voyages and thus' save themselves from being a dead loss during these slack periods, It is on the long voyages that the sailing vessels begin to show real econ- omy, for then 'the proportion of tow- ing, pilot charges, etc. to the other operating expenses is greatly reduced. The necessity for towing in and out of ports is a disadvantage peculiar to the sailing vessel. On the Pacific coast the tows are long and costly, and on short coasting voyages of up to 1,500 miles in length their pro- portionate expense is 'heavy. The in- come varies with 'tthe length of the ~ voyage; the 'towing charges sre fixed and independent of the distance and consequently the shorter 'the voyage the larger is the ratio of towing charges to income. Expense of the Steam Schooner. Table II gives the annual expense of a typical wooden steam schooner of: 1,000,000 ft. capacity making 12 round voyages per year between Puget Sound and San Pedro. Table III gives the same information for a steel steamer iof 1,500,000 ft. capacity. The peculiar advantage of the steamer over the sail- ing vessel lies in the greater speed of the former. A steamer equal in capac- ity to a given sailing vessel can carry twice as much lumber in a year and consequently 'bring in twice the rev- enue. Furthermore the steamer is in- dependent of tugs and can therefore take and discharge part cargoes at sev- eral ports with economy, whereas the sailing schooner is economical only when running between two piorts sep- arated by a long distance. The advan- tage due to the steamer's independence of tugs is vividly illustrated by the present depression. Many steamers that would otherwise have had to lay up have kept running by loading a fraction of cargo at each of several ports until a full load was obtained, which load was distributed among sev- eral ports along the lower California coast, Under similar cargo conditions a sailing vessel would have been lying idle at anchor. But the steamer la- bors under the disadvantage of heavy standby charges') when _ idle, which makes it sometimes almost if not quite as expensive to lay up as to keep run . ning, Ratio of Fixed Charges, The tables show that the fixed charges of the sailing vessel, the wood- en steamer and the steel steamer are to each other as 100:204:282. But the fixed charges per thousand board ft. of lumber carried per year vary 4S