It has been clearly shown that STEAM in 1872 is less economical than in
1858 to 1860, and still less so than in 1861 and 1862.
But STEAM, in its former history, failed to compete with HORSES; and as, in
its recent history, it has failed to be as economical as in its former,
because of less economical policies of introduction (machinery being
substantially the same), it follows that its failure to compete with horses
must be still more marked, still more disappointing to the hopes
entertained by the Legislative Department of the State, that independent
financial encouragement could possibly foster and develop steam
successfully, than it was in its former most significant failures.
But steam in 1872--independent of its failure as compared to itself in
1858--is shown to be less economical than horses by _direct comparison of
steamers and horse-boats_.
As steamers have run under a prospective bounty of one hundred thousand
dollars for a success, _they have been first-class in all their
appointments_, and have been, as in the language of one of their engineers,
"rushed through," it is strictly proper to compare them with a well-known
duty of _first-class horse-boats_, under the ordinary business enterprise
of their captains.
Thus, the first-class modern horse-boat can carry a cargo of 8,800 bushels,
or 244 tons of corn, and make seven round trips between New York and
Buffalo per season, averaging a round trip per month for the season of
navigation.
The most systematic and business-like trials _that have made speed an
element of competitive economy_, are the _Port Byron_, _Baxter_ and
_Newman_.
The short lives of the _Viele_ and the _Fall Brook_ in canal service,
render it unnecessary to give details of the _Byron_.
The _Baxter_ left New York late in August or early in September, in new and
perfect equipment, in a supposed race for a hundred thousand dollars, and
through September, October and to the 19th of November was in the trade,
and was in a contest for superiority or supremacy. During this time she
delivered at New York two freights, and at Waterford one freight, being the
_equivalent_ of three freights of 7,200 bushels each, or a total of 21,600
bushels of corn; with runs _equivalent_ to two and two-thirds round trips.
But she had priority at locks and right of way at all times, so that the
horse-boat, at the sound of her steam whistle, when fifty feet behind, must
stop and lay over to the tow-path and let her pass. Under these privileges
and benefits she was enabled to make her first time between Buffalo and
West Troy, as advertised, in a few hours over (7) seven days; her second,
required still longer time; her third, being when the horse-disease had
nearly "tied up" all other boats, so that she had a river-like freedom, she
required about (6) six days, thus _averaging about_ (7) seven days from the
Lakes to the Hudson.
_Give any first-class horse-boat captain_ a supposed or possible bounty of
a hundred thousand dollars, with priority at locks and right of way, and he
would in the same time have delivered three times 8,800, or a total of
26,400 bushels of corn from the Lakes to the _Baxter's_ destinations; or
4,800 bushels of corn in excess of the _Baxter's_ capabilities; and have
delivered at Buffalo the same up-freights, with ease.
But the profits of this excess pays a profit over the entire cost of
horse-movement, leaving the _Baxter_ in debt for her entire cost of
movement, for her entire time, and an excess in addition.
Again, suppose _Baxter's_ were multiplied and _reduced to horse-boat
regulations_, then she would have to make eleven trips to deliver at
tidewater the freight of nine horse-trips--as 11 × 7,200 = 9 × 8,800. This
she cannot do in the _same time_, nor can she do it at the _same expense_.
Her necessity for the two extra trips would destroy her economy and
practicability, or her competitive abilities as against horses.
Hence she is obviously and largely deficient in economy as compared to
first-class horse-boat.
The _Wm. Newman_ run 5,000 miles from May 17th to November 7th, carrying in
the aggregate 2,330 tons of freight. Her time is 5-2/3 months; her mileage
is five round trips from Buffalo to and from New York, by the canal 1,000
miles round, each; her freightage is (5 × 210 or) 1,050 tons down and (5 ×
120 or) about 600 tons up, total 1,650 tons This amount carried indicates a
towage of two boats down with full freight, and up, through the canal, with
half freight; all of which make her aggregate tonnage.
If we allow one and two-thirds months for her towing trip, and leave four
months for her four round trips, or a run of 4,000 miles, delivering in New
York (4 × 210 or) 840 tons, and in Buffalo (4 × 120 or) 480 tons, total
1,320 tons, it may be supposed nearly correct in the absence of details.
A horse-boat, in same time and circumstances, would have made the 4,000
miles and have delivered in New York (4 × 244 or) 976 tons, and at Buffalo
(4 × 120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons,
equivalent to 4,850 bushels of corn. To make this wantage of freight good,
requires nearly two-thirds of a full cargo, or of a full round trip. Hence,
she is obviously and largely deficient in economy, as compared to a
first-class horse-boat.
_Therefore steam in 1872 is less economical than horses_.