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THE MARINE. RECORD. 3 ~ PROFIT IN LRON SHIPS, Not all the ship brokers or South street merchants are old men. Some of the young- er ones have inherited not only the offices oceupied by their fathers, but the acumen also Which enabled their fathers to aceumu- Jate wealth. With a measure of old-fashioned conservatism, generated, perhaps, by the comfortable methods of doing business in a South street office, the younger men are not without hope for the American merchant marine. “We believe there is money in ships yet,” said one of the younger shipowners, recently, toa Sun reporter; “not in the same kind of ships which would have been profitable be- fore the war. but in modern ships, and sail- ing ships at that,” “What kind of ships do you refer to?” “Tron ships.” “Why don’t people build them then ?” “Some people are building them. Because none is built is‘no argument against them, You may recollect that Cunard’s successful transatlantic steamship line was established in 1840, and that American shipowners stuck to their fast clippers for seven yeare before Mr. Collins undertook to establish an American line of steamers, and even then he was unable to get sufficient capital to suc- ceed with. You may further remember that Ericsson built the Francis B. Ogden in 1887, and thereby successtully demonstrated the efficiency and economy of the screw propeller, but it took thirty yeais’ hard work to induce shipbuilders to adopt the more economical method of propulsion.” “Can you demonstrate that more monek | can be made with iron sailing ships than with wooden ones?”’ ' “Yes, and practically that is to demon- strate that any money is to be made in ships ot any kind, for shipowners.have never seen such dull times as have weighed them down the past year, and they are not likely to see them again. I will show you the figure for profits. An iron ship is more. profitable, because it will carry more cargo than a wood- en ship of the same outside dimensions. It is known by actual measurements made by insurance companies, that the weight of the wooden hull is about one-third of ite dis- placement, and that the weight of the cargo is: about three-fifths. ‘The ratio of hull to cargo, is, therefore, about 5 to 9. By taking the average weights of a large number of ships made of wood, and ot others made of iron, it has been found. that the iron ships weigh, when well constructed, 27 per cent less than wooden ones. As the weight of cargo and hull are in the proportion of 5 to 9, the iron hull will have the advantage in carrying capacity by 5-9ths of 27, or 15 per cent—that is, an iron ship will carry 115 tons for every 100 tons carried by a wooden ship, when both are of the same outside di- mensions and both are loaded to the same draught of water. ‘This is the firs: advan- tage of an iron ship. “The next advantage is in the amount to be charged against a ship for the annual de- ‘preciation. Nobody knows just how long a well built iron hull will last, because none has been in existence long enough to deter- mine that fact. Senator Frye, in his speech on the Dingley bill, said an iron hull would last fifty years. ‘Nhat gives an annual depre- ciation of 2 per cent. ‘he depreciation of a wooden hull is 5 per cent. Insurance com- panies will now favor an iron hull by 1 per centa year. If you watch the freight quo tations you will see that in San Francisco iron sailing ships get from three to six shill- ings per ton more for grain to Liverpool than wooden ships. In fact, wooden ships lie at at anchor watching the iron ships load at high rates, while they can get no cargoes at any figures.’ “But the enormous cost of an iron ship will outweigh these advantages toa great extent, will it not?’ “No. The American Shipbuilding Com- pany launched two ships this year, one of which measured 1,900 tons. She loaded 3,100 tons for Oregon. A wooden ship to carry that load would register 2,200 tons. The price of wooden ships at the best Bath yards is from $60 to $65 a ton, so «he wooden ship would cost $132,000. ‘The iron ship, at the present rate of $55 per ton carrying capacity, costs $175,000. ‘The difference is $38,500, on which the interest is $1.540 a year. ‘The annual depreciation of the wood- en ship is $6,600 a year, and the annual de- preciation of thé iron ship $3,410 a year, or a difference of $3,190. Subtracting the $1,540, you find that the iron sbipowner has gained in one year $1,650 on his competitor in that one item alone, “To show the profit in an iron ship [ will give you the figures on one. She carried out 3,100 tons of cargo, for which she received $9 a ton, or $27,900. As Pacific coast freights run she will get $12 a ton for grain to Liv- erpool, or $37,200. ‘Io get around to her port of departure will require not over one year, Out of the gross income of $65,000 she will have to pay for insurance $7,673; for the crew and their food, $13,000; for the broker, $8,100; for depreciation of property, $3,410; for ship chandlery, $2,000; for pilot- age $500; for the stevedores, $2.200, and for interest on the investment, $6,820. ‘The to- tal expense will be perhaps $39,000, and this leaves a clear profit above the interest on the investment, of $16,000, That Is nearly 10 per cent net profit, which may be called « fair business, especially as the owner of the ship is not tied up to a store or shop or any other distasteful locality.” “Few men not acquainted wi Dy would care to invest i fortune eee a even when such returns can be had.” : “True. Few men own whole ships. Ships are built by companies, and that will be done in the future more than it has been done in the past, because the new law limits the a+ vility of an owner in couse of damage to the amount of stock he holds in the ship. Be- side, there is a great opening tor smaller vessels. In the coasting trade of the United States there are at present 2,500,000 tone of wooden schooners. ‘The iron schooner has a great advantage over the wooden one, not only in the points mentioned in the tron ship, but in the matter of draught. Freight rates On mahogany from the Gulf ot Mexico porte, for instance, are governed by the depth of water over the bar off the port. The shoaler the bar the higher the rate paid. The same ditference pertains to other trades, The wooden schooner cannot possibly com- pete with the buoyant iron hull in such trades. ‘he iron schooner Red Wing— which is a clipper, by the way—took a cargo of steel rails to a Southern port, a short time since, und obtained seventy-five cents a ton, I believe it was, above the prices offered to a wooden hull, because she conld take the lot in over the bar without lightering any part of them.” “Oue would think such figures would overcome conservatism.” “Naturally; but, you see, vessel owners have made so little money in the past few years that they have no great amount of |money to build with, and so they are the More cautious about these new-fangled no tions, while new blood is very slow about venturing into ships.” STURGEON BAY From the Door County Advocate we clip the following budget of news: The propeller Bismarck. has been trans- ferred to Lake Huron, where she is engaged in towing vessels, rafts, etc., and her name changed to Judge Field. é The scow Roving Star was sold by the United States marshal at. Menekaune, on the 6th inst., and the scow W. B. Shattuck at Laurie’s pier, this port, on the 8th inst. ‘The craft above-named have both. been libeled by the Philbrook brothers, of Menekaune. The government contract for supplying five hundred cords of stone for use in the piers at the lake end of the ship canal was recently awarded to Captain Robert Laurie, of Sevastopol. ‘lhe first shipment of sixty- five cords was made from the quarry on the lst inst., the scow being towed to the harbor by the tug Spalding, ‘he other demands upon the quarry will probably prevent Cap tain Laurie from delivering more than one scow-load a week at present on this contract, it being difficult to increase his force of uarrymen. t ‘The awa ds of contracts for governmen work in this region were made at Milwaukee on the 27th, and the following are the lucky contractors: Schwartz & Berner, Green Buy, Wis., pier extension at Menominee, $6,296; pier extension at Oconto, $10,094.20; pier extension at Pensaukee, 4,629.80; pier extersion at Kewaunee, $10,284.25; Truman & Cooper, Manitowoc, pier extension at Sheboygan, $13,267; pier. extension at ‘I'wo Rivers, $5,265; pier extension at Manitowoc, $10,372.25; pier extension at Port Washing- ton, $4,449.50; Green’s Dredging Company, Chicago, dredging Cedar river harbor, Wis., $1,800. Upward of ten million feet ot saw logs have been thus far this season towed up the Oconto river by the tug Oconto, Captain Cliff Hart. The pine is brought from Pesh- tige, and belongs to Holt & Bolcolm, and the Oconto Lumber Company. ‘The former firm is obliged to bring its logs up river to Ita mill, and, after being converted into luraber, are made up into rafts and floated down stream into Green Bay, where it is loaded on board vessels and transported to Milwaukee, the schooners Richard Mott and Lomie A. Burton being engaged in this trade. Captain Geo. H. Sager, the former superin- tendent of the ship canal, has just been awarded the contract for rebuilding the superstructures of the harbor piers at Ra- cine and Kenosha, for which he is to receive $4,571.85 and $3,343.45 respectively, his bids being the lowest for both jobs. ‘The work will be done under the supervision of the government authorities. ‘The many warm friends of Captain Sager in this region will be glad to hear of his good fortune. The scow purchased early this season by the ‘I'wo Rivers Manufacturing company, for the transportation of logs from Peshtio and Menominee, carries about one hundred and ninety thousand feet, while the old scow sarries but little more than one hundred thousand feet. The large scow is supplied with a hoisting appratus invented by Cap- tain Gilbrath, of the tug Goldsmith, where with a full load of logs ean be taken on board in two days. When this scow passed into the hands of the company she was given the name of the “City of Two Rivers, No. 2.” by Captain Gilbraith, who intended to invite the city to present its na ee se with a suit of colors. As the manutactur- ing company has to pay about one-half of | the tax of the city, and would theretore be | compelled to give that proportion toward | the flags, Mr. Mann concluded to dispense with a compliment whieh would have to be | largely paid for out of his own pocket. CUYAHOGA WORKS; Established in 1834. MANUFACTURERS OF ALL KINDS OF MARINE ENCINES HEAVY MACHINERY Cor. Detroit & Center-Sts, CLEVELAND, 0. Cc. E. BENHAM, S17. Detroit Street, KEEPS IN STOCK A Full Line of Vessel Supplies, Lubricating and Lamp Oils of the Best Quality, AND A GENERAL LINE OF LAMPS, CROCK- ERY AND TABLE CUTLERY. OPEN DAY AND NIGHT. TELEPHONE NO. 1540. STANDARD - ENGRAVIN co. D & METAL €hnqra : oe &2@ Superior TWATER Bk CLEV. O. TRAVELERS’ REGISTER. CRUMMOND’S Mackinac Line, For plackinacs ty Jenner, Cheboygan, Alpena, Oscoda, Pore Huron, Detroit and intermediate lake and river ports. . Steamer ATLANTIO, Oapt. D. Nicholson, Leaves Cleveland every Friday evening at 8 o’clock. During the warm weather and pleasure season the Steamer Atlantic Will extend the regular trip on to Petoskey, Harbor prings and Charlevoix. CLEVELAND FORWARDING CO., Agents, Office and Dock, Foot of Suverior-st., Cleveland. LAKE SHORE & MICHIGAN SOUTHERN, Commencing Sunday, May 11, 1884, at 12 o’clock noon the time given in the figures below is the new standard (Nineticth meridian) time, which is thirty-three min- utes slower than Cleveland time proper: ___ Eastward. — | Arrive | Depart. No 4, Fast Limited Expr *1 10 4 M12 05 a M No8,N Y,B& A Expre is *6§ 35 AM) *7 00AM No 26, Etyria Accommodati «| 78 05 AM). No 35, Buffalo Ac’m via Sandus rte 35 AM q § M No 35, Toledo Accom via Norwalk|{10 35 A M|710 50 a M No 12, N Y & B Fast Express...... *] 55 PM) *2 25PM No 14, Special N Y & Bos Expres}. 5 00PM No 2, Night Ex via Norwalk..... +10 00 PM No 22, Night Ex via sandusky...| {9 42 P M}.. _ No 26, Conneaut Accommodation {4 25 P M,., Westward. | Arrive, | Depart, ‘ast Limited Expres M11 55 a Mp2 ress via 8 s 2 15 AM| *2 icago Exprers via ‘* 26 OF AM 6 No 25, Mich Accom Norwalk.. as No 21, Toledo Ex via Norwa 2 M| 2 No 5, St Louis Ex via Sundusky../f12 15 Pp M| 12 40 PM No 9,Chi Pac Fx via Norwalk... | “6 06 PM, “6 30 PM No 31, Elyria‘ac to Elyria only No27. Conneaut Accommodatio ee Sunday train for Nottingham-- Depart 8:30 and 1:45 p. m.; returning, leave Nottingham at 9.05 a, m, and 3:45 p. m. Reference marks—* Daily, { daily, except Sunday, Zdaily, except Monday. For full informa:ion as to trtins and counections ap- ply at the new city ticket office, corner Seneca and St. Clair streets, Lake Shore block, for the working class. Send ten cents for pos- taye and we will mail you free, a royal, valua- ble box of sample goods that will 74 80P Ww ays than you ever thought possible at any business. Capital not required. We will start you, Youcan work all the time or in spare time only, The work is universally adapted to both sexes, young and old. You can easily earp from 50 cents to $5 every evening. Thatall who want work may test the business, we make this unparalled offer; to all who are not well satisfied we will send $1 to pay for the trouble of writingus. Full particulars, direc- tions, ete,, sent free. Fortunes will be made by those who give their whole time to the work. Great success absolutely sure) Don't delay Start now. Address Stinson & Co, Portland, Maine, A PRIZE. free, a costly box of goods which will help you to more money right away than anything else in thls world. All, of either sex, succeed from first hour. The broad read to fortune opens before the workers, absolutely sure. Atonce address |TRUE & Cos, Augusta, Maine. pus you in the way | | of making more money in a few ¢ Send six cents for postage, and receive | BEE LINE CLEVELAND, COLUMBUS, CINCINNATI & INDI- ANAPOLIS, Commencing Sunday, June 8, 1884, trains of the Bee Line—Cleveland, Columbus, Cincinnati & Indian- apolis Railway —will leave and arrive at Cleveland as follows, CENTRAL STANDARD TIME, 33 minutes slower than Cleveland time: TS eee Depart. No. 3. Columbus, Cincionati & Ind E :00 A No. 23, Galion & Wheeling Express.. ie a # No. 9, Col., Cin., Ind & St. Louis Ex PM No, 5, Col. Cin., Ind. & St. Louis Express PM No, 2h, Gallion & C.L & W. Acc... PM No. 29, _Mussillon & Ulrichsville E: PM a Arye. Yo. 8, Co! n, ind. & St. Loui : No. 2), Uhriesville & Massillon bene hoo am No 2 Col. Cin. & Lndian polis Express 9:50 P M ' » Louis, Ind.. a Jol. E: : No. 22) Gallion Ace aati 10.00 A Mt PM AM Trains marked * Sunday. E. B. THOMAS, 0. B. SKINNER, General Manager. Traffic Mavager. A. J. SMITH, General P; ; CLEVELAND, OHIO. et Aden New York, Pennsylvania & Ohio R. R. NEW YORK, BOSTON AND THE EAST, The Shortest and Quickest Route to Pitts- burg, Washington and Baltimore and the Southeast. Central or Ninetieth Meridien time. 33 er than Hiersland city time. mnlantes slow ‘ntil further notice trains will leave from t! ventral Depot, South Water street and Vinduet ss tore lows: 6.50 i man sleeping and hotel Gaoken fen ew York, Albany Corr, ua) 1.35 p. ™ fs Domne ville 6:00 p. m. [supper]; Cornin; mira 8:05 p. m. Binghanton 10:05 p. m., Albany 5:00 a. m. Boston 1:45 p. m.; arrivin; Wa LAM Pp. m., James- town 8:47 p. m., Salamanca 9:45 p. m., New York 10:10 a. m. 1 NIGHT EXPRESS—(Dail. except 11:00 1, ih. Sunday) Seeping coach from Cleveland Hornellsville. Arrive at Youngstown at 1:50 a. m. Meadville 3:25 a. m., Corry 4:59 a, m. Jamestown 5,57 a m, Buffalo 9:20 a. m., Rochester 12:58 p, m., Hornels. ville, 11:00 a m., Corning 12:07 pm, Elmira 12:40 p. m., Binghampton 2:19 p m,, New York 9:10 p.m. rive at Pittsburgh 5:50 a. m., without change.’ 9:90 Nl PITTSBURGH EXPRESS — Daily — 4 ]. on Through without change, Parlor car ate tached. Arrives at Youngstown 5.00 p. m., Pittsburg 8:02 p. m., Washington 7:09 a. m., Baltimore 8:19 a.m. A] Nl MAHONING AOMMODATION — a DL. « Stopping at all way stations, artiving at Youngstown 6:55 p. m., Sharon 8:0] p. m., Sharpesviile 8:10 p. m. 1’ PITTSBURGH EXPRESS — D; - 6'50 d. i, Through without change. ‘Arriey at Youngstown 9..30 a. m., Sharon 10:30 a. m., ‘Sharpe. ville 10:40 a.m., Pittsburgh 1245p m., Returning, leaves Pittsbuigh at 4:15 a. m., 7;45 a. m., 12;55 p. m., and 3:45 p,m. 10 34 q YOUNGSTOWN AND PITTSBURGH , Il, acomMopas TION—Stopping at all Way stations, arriving at Youngstown 1:40 p. m.,Pittes burgh, 5.45 p. m. Trains arrive at Cleveland, 6:15 a. m., 6:30 p. m., 10.20 8. m; 1:05 p. m., and 9:45 p. m, 8@-This isthe only route by which passengers can reach Corry Elmira, Binghampton, New York City and intermediate points without change. No change to Boston and New England Cities. Baggage checked through to all points East. Through tickets and information regarding the route can be obtained at the office 13] Bank street, and at new Depot of N. Y.,P & O.R R., South Water street. and Viaduct, Cleveland, O. A. E, CLARK, Gen’! Pass’r Ag’t Cleveland, 0.9 J.M FERRIS, Gen’l Man’gr, Cleveland, O. M. L, FOUTS, Passenger Agt, 13] Bank St. Cleveland. The Nickel Plate! NEW YORK, CHICAGO & ST. LOUIS RAILWAY. The Tassenger equipment of this New Trunk Line is ull new and is supplied with the latest appliances necessary to safe, speedy and comfortable. travel, At Chicago, passenger trains arrive at and leave from the Union Depot, Van Buren street. Following is the time in effect June 1, 1884, and un- til further notice: GOING EAST. Ly. Chicago.. Arr. Valparai “Fort Way p.m, “ ‘ o “ “ “ } o« “ “ “ Ae Bellevue. 10 Ly. Bellevue, 6.20 * ‘i | Ar. Lorain. id &. Accom. 10.22 * 10:27° «8 3.52 p.m 11.33 505 1225 p..m. 6.03 12.50 ts 6.30 “ u “ 2.09 3.47 5.20 « Buffalo... Lv Buffalo... « Conneaut * Ashtabula. * Painesville « Cleveland... Ly Clevelanc Ar. Lorain Arr Bellevw Ly Bellevu “Green Spring: 9.44 10.22 1034 11.20 Valpraiso.. * Chicago was: Through tickets to all points are on sale at Plincipal offices of the com pany al LOWEST RATES for any Class of tickets de sirec . Baggage checked to destination For information, call on nearest agent of the Com= | pany, or address B. KF, HORNER, Gen'l Passenger Agent, 5. 7. LEV'IS WILLIAMS, General Manager. Cleveland, 0.