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The Liner Ports.! .

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The Liner Ports. WILL. CARDIFF BE ONE? [BY CHEVIOT, t What is a Liner ?" Ogiivie says it is vessel belonging to a regular line of packets and is a term of recent usage." The principal liner ports are London, Liverpool, Hull, and Glasgow m the United Kingdom. There are a number of smaller ports where lines of minor importance are established but the four ports enumerated are those where most of the great lines have their starting points. A reference to the advertising columns of the shipping papers will convey an idea of their number and extent. Cardiff, nnfortunately, has only one in the regular foreign trade. A plucky little line, indeed, but it is like an oasia in the desert. Liverpool is, perhaps, our greatest liner port. To add to its greatness in that respect two great liners are now being finished at Belfast, and are built for the 41 White Star Line." They are named the Teutonic and Majestic, and are the largest merchant vessels in the world, being each of 10,000 tons, and 582 feet in length. This is within 100 feet of the length of ,the Great Eastern, now being broken up on the banks of the Mersey. They will add still more prestige to Xiiverpool for its mighty and swift steamers. The inost powerful beats are employed in the Atlantic trade with the United States. It is the greatest ftnd most growing external business which we have as a maritime and trading nation. Its value (imports and exports) is over 100 millions sterling, which is between a sixth and a seventh of our whole foreign and colonial trade. The tran- sshipment division of it has increased thirty per cent. in five years. Going further back, it will be found that, at the close of the SUva War," the cargo tonnage, in and out of our ports from and to America (United States), was 1,869,460 register -year 1865. In 1888, it amounted to 7,487,299 tons, or 311 per cent. increase. Liverpool has absorbed the greater part of it. Taking the Atlantic trade alone, thus leaving out the trade with the Pacific seaboard, „ it will be found that Liverpool, in 1872, bad 2,248 vessels sailed aoi arrived, of 2,890,326 tons register; in 1877, 2,548 vessels, 3,343,138 tons jn 1832, 2,410 vessels, 3,979,482 tons and in 1887, 1,975 vessels, 4,107,758 tens. Thi3 is an increase ot: 42 per cent. It is worth noticing the average increase in s:za of the ships In 1872, 1,300 tons net r^gisiur 1877, 1.340 tons 1882, 1,650 tons 1387, 2,050 tons. This indicates the energy possessed by the shipowners of Lancashire. They seem to keep pace with the times in fullest measure. The increase ot total toreign trade at Liverpool was 22 per cent. in those 16 ytasr- but the Atlantic division wa3 nearly double that ratio. The Atlantic," liner" business with the United States has also increased at the following ports from 1872 to 1887, as under :-At Glasgow, from 237,784 to 714,409 tons at Hull, from 2,663 to 273,529 tons at Bristol,, from, 95,116 to 253,474 tons. In each case the average size of vessel has been mucn- increased. Curiously enough, at Cardiff during the same period this valuable traffic has decreased, frow 130,9^0 tons to 48,430 tons. Thia, too, in f.%cs of the tact that the port I is the only one in the United Kingdom which has increased over 100 per cent. in that time. The neighbouriug port of Bristol has gone on steadily in the Atlantic trade. Even the far off port of Hull has done the same. Yet in this particular business Cardiff, like the cow's tail, is -behind. What can be the reason? The ques- tion is not a new one. It; has been often asked, and yet the problem is unsolved. It cannot be the port expenses. A few years ago an expert published the following table to prove that point. He assumed the case o: a steamer ef 3,529 tons doing the sea distance in 14 days. The table is as follows;- nvpupnnr. £ s. d, Tonnage dues in 3,529 tons ai;.13 6d per ton 264 13 6 Coal per day, 260 tons for 14 days, 3,640 tons at ios 2.730 0 0 Lightering coal to ship, 3,640 tons at Is 182 0 0 Labour on 3,640 tons at Is 242 13 4 Tota! 3,419 6 10 CARDIFF. i: S. d. Tonnage clues on 3,529 tons, ac 9d per ton l32 6 9 Coal per day, 260 tons for 14 days, 3,640 tons, at 10s per ton 1,820 0 0 Labour on 3,649 tons, at Is Ofrt per ton 193 11 4 Total 2,145 18 1 J Jn favour of Cardiif .1,273 8 9 for 12 round voyages, £15,281 5s per irunn. Ou the cost of the sceainar of (say) 260.0UO, this would be over 5i per cem. added to vidend. The price of coal nas gone up since .at letter was published (four years agq), but the .sis of calculation seems a sound one and there no reason to doubt the results as shown. Why, ten, don't you enterprising shipowners of lamorgan "make your game," and" keep the A a-boiling, as the lamented Sam Weller used i observe? Another writer, antecedent to the jove-quoted gentleman by two years, and who as the part owner of a "line," blamed the reesure ot coal at the Cardiff and Penarth tocks. Lines," he said, require to m at regular intervals. Cargoes should a delivered quickly, and in good rder. Proper sheds should be erected, ad the regular traders should have preference at lose sheds. It is also necessary that 1e steamers should be sure of being able to load gain as soon as they are discharged, so that they lay skil a* advertiaed." He added that manu- Aettirers could then be confident in consigning beir goods, feeling sure they would be despatched t the advertised time. It was sound advice. i'he plan is fully earned cut with the coasting ines, such as the CUlk or Glasgow boats, and can be done equally well if shipowners (company or otherwise) would only arrange to send their boats. Admirable sheds, and every convenience, can now be bad at the Roath Dock, and there is no doubt that every exertion will 09 made by the dock officials to meet the wants of such ship- owners as the one last quoted from. Whilst on the subject, it is worth while noticing that the Shipping Gazetlt recently had a leader on the proposed Miiford route. The writer con- demned it. He said, "The difficulty is that jCilferd Haven, Holyhead, and every other point on the Welsh coast is exceedingly inaccessible." Is it, indeed ? Dear me, you have to climb with your steamer up a height of 2,700 feet—say, like the Brecon Beacons—before you can get into port. Fanny, is it not ? Now, the experienced gentle- man—an importer—who wrote in lSBS about the comparative cost of a steamer's expenses at Liverpool and Cardiff also said this :—" Cardiff staads ahead of either Mil ford or Holyhead," But Cardiff is ignored by the Gazak. It is only a coal port, you know. if, however, we take a course from New York to London, it will be found that the Cardiff route is the shortest, the safest, and the most comfortable. The mileage is a? follows: Via. Cardiff 3,175 Via. Milford 3,2i5 Via Liverpool 3,2ó9- As regards time, there would be very little difference between Cardiff and Milford, for the sea distance between the two is 40 miles (or thereabouts) less than by rail. The modern liner would do the sea distance in nearly Sesame time as the Great Western train does the land service. Of course, in such a journey, Liverpool would be out of it, as there is a grater distance by both sea and land to be covered. As regards comfort, surely the short journey of 155 miles from Cardiff to London, against the 200 from Liverpool and the 270 from Milford, in a stuffy train, after the freedom of a liner's breezy deck, is self-evident as the most preferable to a jaded and, perhaps, burried traveller. The question of safety is a disputed one. There is'danger on land, more so than on sea, as Barney. Buntline said to Billy Bowling, according to Dibden, and therefore Cardiff scores first-on that point owiPg to the shortness of the railway journey. So far as the sea passage goes, the ratio of risk would lie between the- Haven and Cardiff in two senses. It has, however, been asserted by pilots and other "ancient mariners that in certain states of the weather they wou!d rather run for Penarth Roads than venture to take the Haven of Milford. TbijJ nice nautical 'point, however, will be best left to the marine people-if not to the marines. The sum and substance of this long digression from silence is-that Cardiff has now a grand opportunity to bid for a splendid business. It is the largest cargo trade we have it is the biggest emigrant and passenger business it is bound to grow with the rapidly. incaeasing population of America Cardiff is better placed geographically compared to other ports the dock expenses are at a.minimum compared to other ports; there is now every convenience available at the Roath Dock and we are entering upon a four or five years' period of prosperity and increased prices. Why, therefore, ye hesitating owners of "liuers," do you not step forward and take advantage of 21.11 these^ood things so freely offered to you ? ——————i

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