nilsky (nilsky_nikolay) wrote,
nilsky
nilsky_nikolay

К предпредыдущему

The table below was built by taking random samples from back copies of Lloyd’s List which gave vessel’s arrival and departure dates. The table contains turnaround time in days for sailing vessels.
Size 1863-1877 1878-1890 1891-1912
250-499 25,6 21,0 29,1
500-999 29,7 24,2 25,1
1000-1499 38,7 30,5 21,9
1500+ 50,5 32,3 21,9
Specific ports
Liverpool 24,1 23,2 26,1
London 25,8 25,8 26,4
New York 21,3 18,6 31,9
Antwerp 30,6 24,3 21,2
Rio de Janeiro 27,7 25,2 20,3
Bombay 29,2 26,1 24,7
Melbourne 35,8 34,3 31,6

The table suggests that all sailing vessels showed an improvement in the turnaround time between 1878 and 1890. This improvement was sustained in the final period for only the largest vessels or those ports which still catered largely for sailing vessels.  In port catering for the new steam vessels the sailing ships were relegated to the older areas and given lower priority as regards cargo-handling. This probably also indicates that the larger sailing vessels were in more secure trade routes, i.e. they could still find cargoes. The smaller vessels were less capable of finding ports with ready cargoes – hence their longer time in port.
It is often said that at that time a ship spent half its life in port, though the next table indicates that on Australia trade around the early 1920s, the percentage of time spent in port was nearer 40%.
Typical dry cargo power driven break bulk vessels on Europe to Australia run 1870-1970 
Year dwt Speed Consumption Voyage time Port time % of voyage Tons per hatch
1870 2970 7 17,4 232 88 38 46
1890 4530 9 23 257 144 56 54
1910 9496 11 40 235 145 61 64
1930 11719 12 31 229 144 63 69
1950 13066 13 20 217 143 66 90
1970 15473 15 24 213 145 68 107

What is interesting in the preceding table is the virtually constant total port time of 140 days from 1890-1970.
Tags: история, как жЫть раньше, транспорт, цифры
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