9. FOREIGN CARRYING TRADE-UNITED STATES-Continued. Total imports and exports carried in American and in foreign vessels, etc.-Continued. 353,664, 172 345, 331, 101 346, 306, 592 350, 451, 994 314, 257, 792 311, 076, 171 316,660, 261 313, 050, 906 272, 015, 692 258, 346, 577 250, 586, 470 227, 229, 745 240, 420, 500 233, 699, 035 194, 865, 743 197, 349, 503 194, 356, 746 190,857, 473 203, 805, 108 202, 451, 086 206, 459, 725 220, 173, 735 197, 765, 507 195, 268, 216 170, 507, 196 187, 691, 887 189, 075, 277 161, 328, 017 839, 346, 362 966, 722, 651 939, 206, 106 884, 788, 517 813, 354, 987 859,920, 536 876, 991, 129 911, 269, 222 1, 224, 265, 434 1, 269, 002, 983 1, 212, 978, 769 1,258, 506, 924 1, 127, 798, 199 1,079, 518, 566 1,073, 911, 113 1, 165, 194, 508 1, 174, 697, 321 1, 217, 063, 541 1, 371, 116, 744 1, 450, 081, 087 1, 564, 558, 808 1,428, 316, 568 1,273,022, 456 1, 285, 896, 192 1,377, 973, 521 1,525, 753, 766 1,582, 492, 479 18991 117, 295, 718 160, 644, 006 1, 646, 232, 067 1,806, 876, 073 8.9 1 Preliminary figures. 10. TONNAGE OF AMERICAN AND FOREIGN VESSELS ENTERED AND CLEARED IN FOREIGN TRADE FROM 1821 TO 1898. 1835. 1,352, 653 630, 824 592, 110 32 1,408, 761 69 604, 166 1839. 1,491, 279 611, 839 1841.. 1, 631, 909 32 1, 634, 156 68 736, 849 1842.. 1, 510, 111 740, 497 523, 949 916, 922 906, 814 910, 536 1846. 2, 151, 114 1847.. 2, 101, 359 1848. 2,393, 482 930, 275 968, 178 65 1, 176, 605 63 1,404, 159 62 1, 675, 709 60 1,728, 214 1851. 3, 054, 349 62 1,929, 535 61 2,047, 575 62 2,298, 790 31 2,753, 270 34 2,570, 907| 38 2,566, 342 31 2, 711, 735 29 2, 969, 207 3, 223, 955 32 3, 266, 065 33 3,046, 562 30 2,411, 606 32 3, 988, 362 31 4, 089, 463 31 4, 372, 142 35 4, 303, 752 37 4, 854, 762 38 5, 412, 045 40 5, 205, 804 38 6, 254, 868 39 6, 466, 112 38 7,770, 802 36 7,663, 507 35 7, 930, 373 36 8, 923, 848 36 9,302, 021 34 8,885, 675 34 10, 563, 015 30 12, 087, 209 32 9,913, 230 33 10, 079, 503 41 9, 061, 959 55 6, 157, 382 55 5,968, 795 57 6, 755, 236 57 6,874, 554 56 7, 268, 506 62 6,784, 031 62 6, 992, 967 63 7, 489, 682 66 7, 394, 155 70 7,369, 195 30 31 75 3, 872, 203 79 3,464, 360 81 3,397, 355 83 3,375, 535 3, 340, 968 18 14, 259, 769 82 3,317, 598 3, 255, 543 20 13, 126, 184 80 3,307, 223 3, 202, 293 22 11, 866, 535 78 3, 236, 641 21 11, 904, 043 79 3, 303, 373 79 3, 259, 046 78 3, 415, 004 77 3, 988, 454 77 4, 066, 757 76 4, 455, 402 1894. 4, 654, 679 23 15, 334, 984 78 4, 536, 151 78 4, 403, 362 77 4,739, 918 77 4, 504, 227 75 5, 329, 599 77 5, 618, 142 80 5, 111, 447 9, 207, 396 8, 159, 868 29 8,922, 699 28 9,677, 218 26 10, 935, 318 21 12, 610, 923 1814, 645, 544 18 15, 094, 392 18 14, 439, 164 20 13, 233, 673 22 11, 967, 902 21 12, 283, 213] 21 12, 024, 299 20 12, 494, 185 22 12, 253, 900 24/12, 354, 693 23 14, 082, 105 24 13, 805, 430 22 16, 624, 882 22 15, 357, 384] 23 15, 531, 772 23 15, 246, 319 25 16, 084, 986 24 18, 091, 053 20 20,636, 785 70 7,875, 777 310, 589 343, 851 69 71 72 7,428, 574 74 7, 514, 620 79 6, 879, 770 82 6, 834, 319 82 6,629, 119 82 6,658, 566 80 6,562, 766 78 6, 438, 934 79 6, 363, 567 79 6, 534, 946 80 6, 624, 562 78 6,781, 771 76 7,712, 779 77 8, 149, 878 76 8, 836, 206 78 9,006, 106 78 8,762, 048 77 9,394, 597 77 8,977, 057 75 10, 525, 919 76 11, 143, 470 80 10, 351, 493 66 1, 145, 752 68 1, 280, 134 65 1,354, 934 63 1, 521, 995 69 1, 196, 276 71 1, 236, 653 69 1,418, 849 69 1,473, 293 68 1,473, 272 70 1,058, 701 69 1,823, 736 69 1,840, 838 70 1,927, 917 65 2,396, 951 64 2,809, 350 62 3, 386, 224 60 3,503, 837 62 3,868, 626 62 4, 104, 933 63 4,576, 720 65 4, 240, 026 65 4, 194, 270 65 4,948, 878 66 4,955, 116 67 4,522, 162 68 5, 158, 775 71 4,977, 916 70 4,479, 596 69 4, 622, 277 62 5, 704, 401 46 7, 212, 350 47 6, 812, 090 44 8,848, 808 44 8,784, 163 45 9,056, 525 39 10, 720, 264 38 11, 332, 095 38 12,417, 981 35 14, 146, 002 32 16, 148, 218 30 18, 405, 225 30 16, 278, 728 35 37 31 29 29 30 31 38 54 53 81 81 30 17, 822, 011 28 19, 468, 604 26 21,756, 715 22 25, 388, 657 19 29, 219, 229 19, 30, 160, 012 19 28, 698, 933 81 20 26,359, 857 80 22 23,834, 437 21 24, 456, 029 79 21 23, 928, 342 79 2024, 944, 952 80 78 22 24, 280, 236 78 23 24, 582, 487 23 28, 106, 245 24 27,628, 921 22 33, 168, 351 2230, 588, 514' 78 23 30,866, 756, 23 30, 068, 404 25 31,877, 850 23 36, 325, 975, 77 20 40, 976, 138 34 32 31 31 32 30 31 31 30 35 36 38 40 38 38 37 35 35 35 34 33 32 56 56 55 61 62 62 65 68 70 70 70 72 74 78 11. OCEAN FREIGHTS, AND ANTHRACITE COAL EXPORTS. In a monograph on the opportunities for the export of American coal, Mr. Henry S. Fleming says: In view of the extensive ocean traffic from United States ports to Great Britain and the Continent of Europe. it was supposed that an arrangement could be made either with the regular steamship lines or ocean "tramps" to carry cargoes of coal at low rates, or to handle a few hundred tons as ballast with a lighter cargo. But the demand for freight space has been so heavy that no vessels sail in light cargo, and even in dull seasons the owners prefer holding the vessel in the harbor or sending to another port rather than make any material concession in rates. Some steamships have refused to carry the fuel and others will take it only when placed in bags or barrels. All regular lines when willing to handle the coal in bulk require that it shall be delivered alongside the steamer, and include in their rates the charge for loading and trimming and for delivering over the rail of the steamer at the port of destination, the consignee being required to furnish an ample supply of cars, barges, or lighters to move the fuel from the steamer as rapidly as unloaded. The rates quoted from New York to Hamburg or Bremen, Germany, have varied from $2.50 to $7 per gross ton; to Antwerp, Belgium, $3.25 to $4; to Rotterdam, Holland, $3 to $4.25, and to London, $2.52 to $4 per ton. Rates to Baltic Sea ports have been somewhat higher than those to Bremen, and quotations to Mediterranean ports have been from $3 upward. Such rates as these being too high to permit exporting anthracite, the question of chartering vessels for a year or more was considered. The rates for steamers varied from 68. 6d. to 10s. per gross ton registered, or on a vessel carrying about 7,000 tons cargo (about 5,000 gross tons register) from $7,800 to $12,000 per month. These figures include wages, food for the crew, and insurance on the vessel. Calculating on the basis of the lowest figure, the cost of operating would be as follows, assuming that ten trips could be made each year: Cost of charter, $1.56 per gross register Port charges.. Loading, trimming, and discharging, at 20 cents, 70,000 tons. Sundry expenses Total..... Average cost per ton, $2. Per annum. $93, 600 17,850 8, 600 14,000 1, 050 5,000 139,500 This cost is high, since such a steamer would not be provided with facilities for rapidly discharging its cargo nor be in any way especially adapted for the trade under consideration. The alternative proposition is to either purchase a vessel and equip it properly or to build one after designs providing for rapid loading and discharging and for other economies. The former would likely prove the most costly, since a good vessel could not be secured at much, if anything, below its first cost, and there would be a considerable expense in equipping it with coal-handling machinery. A new steamer, capable of carrying 9,000 to 10,000 gross tons weight, or of about 6,200 to 6,500 gross tons register, and provided with mechanical appliances for handling coal, could be built for between $200,000 and $250,000. In view of the fact that in all foreign markets a clean coal is required, and heavy deductions made for an excess of dust or small coal, a vessel built for this trade should be provided with screens over which the fuel would pass in being discharged. These screenings could be used as bunker coal if the grates were constructed with that view, and thus the maximum price be secured for the coal delivered, while that used for steam would be had at a minimum, besides, in the case of anthracite, giving a useful object lesson in the value of the small sizes for steaming purposes. The following estimates of the cost of operating steamers are based on their being registered in Great Britain and flying the British flag. The reason for this is that, according to the assertions of both American and foreign shipowners, the cost of operating under American registry is about 20 per cent greater than under the British flag, both on account of United States laws requiring the payment of higher wages, an extra number of men, and greater allowances in provisions, and because certain concessions in port charges are made to British vessels. In every instance where inquiry has been made owners have urged either British or Holland registry as the cheapest under which to operate. The following statement of actual operating cost has been furnished by prominent shipowners in Cardiff, who state it as about an average upon which to estimate a fair year's cost, and have approved the cost per ton as calculated from it: Disbursements at Cardiff, including stores, port charges, loading cargo, brokerage, etc... Disbursements at Cape Verde, port charges, discharging, etc.. Coal Insurance Total.. Voyage, 77 days; cost per day, $157.17. $2,112.70 1,273. 24 1, 784.50 988. 12 2,032.96 1,480. 06 9, 671.58 2, 430. 24 12, 101.82 This would give an annual cost of about $50,000, exclusive of interest or depreciation. These may be averaged at 15 per cent, or $13,000, making a total of $63,000. The average cargo was 4,200 tons, which, at ten trips per annum, would give 42,000 tons, at a cost, returning in ballast, of $1.50 per gross ton. It should be noted that the above cost for the voyage includes port charges at three ports, and is therefore proportionately greater than if, as in the case of exporting coal, but two ports were entered each trip. Another shipowner in Cardiff averaged the daily cost of his twenty-four steamers, over a period of two years, carrying an average of 6,000 tons cargo. It was found that the operating cost, including everything but interest and depreciation, averaged $192 per day in cargo, $168 per day in ballast, and $130 per day while loading and discharging in port-this latter exclusive of the actual cost of loading or discharging, both being included in the operating cost in cargo. He calculated that on the basis of ten trips per annum there would be: Carrying 60,000 tons per annum. The average value of the vessels was placed at $125,000, and interest charged at 5 per cent and depreciation at 7 per cent, making $15,000, a total of $76,180,000, or $1.27 per gross ton cargo. This, he stated, could be reduced if facilities were provided for rapidly loading and discharging the cargo so as to reduce the cost of handling and take less than three and one-half days in each port, as calculated above, and by lowering the cost of the 4,000 tons of bunker coal, which was charged at $2.75 per ton. Foreign shipowners, both in Great Britain and on the Continent, calculate their costs to include 20 to 25 per cent net profit, of which 5 to 7 per cent is counted as depreciation and the remainder as a fair return on the capital invested. While calculating the average life of a steamer at from ten to twenty years, they estimate that it should pay its first cost within five years, the returns for the balance of its existence being clear profit, though reduced annually after the tenth year by the additional repairs found necessary and by the lower freight obtainable and higher insurance required on an old vessel. A company operating one or more steamships for the export of coal can carry on this trade to advantage between October and June or July. From this time until the latter part of September there is a heavy export trade in wheat, and this traffic, paying from $3 to $5 per ton, could then be handled at a considerable profit. Moreover, at times when a full cargo of coal was not required, a part cargo of higher class and better paying freight could be included, thus increasing the net returns with little additional expense. Besides this, through active work abroad and connections with foreign freight agents, it would be possible, in time, to secure regularly a small return cargo. Every addition to the income from these sources would permit of a further reduction in the charge against coal and thus enable it to reach farther into the interior, with a consequent enlargement of its market. No. 1.—STATEMENT SHOWING THE NUMBER AND GROSS TONNAGE OF REGISTERED, ENROLLED, AND LICENSED VESSELS OF THE UNITED STATES JUNE 30, 1899. [This table does not include yachts, nor boats and lighters, decked and not masted, employed within the harbor of any town or city, nor canal boats and barges without sails or internal motive power of their own, employed wholly upon canals or the internal waters of a State, nor barges and boats plying on rivers or lakes of the United States and not engaged in trade with contiguous foreign territory and not carrying passengers, nor boats under 5 tons net.] No. Tons. No. Tons. No. Tons. No. Tons. Passamaquoddy 56 6,741 5 871 63 7,794 3 534 34 485 161 Machias 15 2,635 93 6, 841 34 406 142 Frenchmans Bay 1 21 126 8, 952 71 789 198 16, 425 9, 882 9, 762 Castine.. 1 681 112 9, 100 1 71 134 1, 153 248 11,005 Bangor. 392 68 10, 764 2 1, 150 8 94 79 12, 400 Belfast 3 2, 467 68 8, 032 43 391 114 10, 890 |