Inman Line
The Inman Line which operated from 1850 until its 1893 absorption into American Line, was one of the three largest 19th century British passenger shipping companies on the North Atlantic, along with the White Star Line and Cunard Line . The firm's formal name for much of its history was the Liverpool, Philadelphia and New York Steamship Company, but it was also variously known as the Liverpool and Philadelphia Steamship Company, as Inman Steamship Company, Limited, and, for the last few years before absorption into the American Line, as the Inman and International Steamship Company.
By embracing new technology, the Inman Line was the first to show that unsubsidized ocean liners could profitably operate on the North Atlantic. With its first steamer, the City of Glasgow of 1850, Inman led the drive to replace wood-hulled paddle steamers with iron-hulled ships equipped with screw propulsion. In 1852, Inman also established that steerage passengers could be transported in steamships. Inman's City of Paris of 1866 was the first screw liner that could match the speed of the paddlers. By 1870, Inman landed more passengers in New York than any other line. In 1886, the American-owned International Navigation Company purchased the Inman line and started renewal of the express fleet with two Blue Riband winners, the City of New York and the second City of Paris, ushering in the double screw era that ended the need for auxiliary sails.[1]
History
1850–1866
The Inman Line had its roots in a line of sailing packets owned by John Grubb Richardson and his brothers along with their young business partner, William Inman (1825 - 1881). In 1850, Inman persuaded his partners to form the Liverpool and Philadelphia Steamship Company and buy an advanced new ship, the City of Glasgow.[2] She proved profitable because her iron hull required less repair, and her screw propulsion system left more room for passengers and freight. The City of Glasgow's moderate speed considerably reduced coal consumption.[1] The ship's first voyage for her new owners departed for Philadelphia on 17 December 1850.[3] The next year, she was joined by a larger edition, the City of Manchester.[1]
In 1852, the Inman broke new ground by transporting steerage passengers under steam. As Irish Quakers, the Richardsons were concerned about the poor conditions experienced by immigrants traveling to America. Until then, immigrants traveled by sailing ship with unpredictable passage times.[4] Steerage passengers were required to bring their own food, and often ran short. In 1836, the Diamond lost 17 of her 180 steerage passengers to starvation when the ship required 100 days to make the crossing. From the beginning, Inman provided better steerage quarters and adopted the recommendation of a Parliamentary Committee to provide cooked meals to immigrants. As a result, Inman was able to charge steerage rates of 8 guineas, while the fastest sailing packets charged 4 to 6 guineas. During the period, Inman liners typically carried 500 passengers, 80% in steerage.[1]
Disaster struck the new firm in 1854 when the company lost both the City of Glasgow with all hands and the brand new City of Philadelphia, albeit with no loss of life.[2] The remaining liner, the City of Manchester was chartered to the French Government for the Crimean War along with three additional liners that were completed or purchased in 1855. The Richardsons withdrew from the firm because of its involvement with the war. William Inman then assumed complete control.[1]
At the end of the conflict, Inman resumed service to Philadelphia. However, New York was now the primary gateway to the west, and Inman decided to alternate between the two ports. The firm's name was changed to the Liverpool, Philadelphia and New York Steam Ship Company, but all ships were routed to New York after the line's SS Kangaroo was trapped by ice in the Delaware River.[1] Until 1857 the firm ran a fortnightly service from Liverpool. That same year, following the collapse of the Collins Line, Inman took its place carrying the U.S. Mails. In 1859, a call at Queenstown was added to pick up Irish immigrants. The next year, Inman ran a weekly service, increasing in 1863 to three sailings every fortnight, and twice a week during summer in 1866.[2]
1866–1887
With the celebrated City of Paris of 1866, the company started construction of five express liners that matched the speed of Cunard's best.[1] In 1867, responsibility for mail contracts was transferred from the Admirality to the Post Office and opened for bid. Inman was awarded one of the three weekly New York mail services and the fortnightly route to Halifax, Nova Scotia formerly held by Cunard.[5] While Cunard continued to receive a subsidy, Inman was paid sea postage.[5] However, two years later Inman's New York contract was extended for seven years at an annual subsidy of 35,000 pounds as compared to Cunard's subsidy of £70,000 for two weekly New York mail sailings.[5] In 1870, Inman landed 44,100 passengers in New York, compared to Cunard's 24,500, although Cunard still carried substantially more first class passengers.[2] Throughout the 1870s, Inman's passage times were shorter than Cunard's.[1] The City of Brussels of 1869 beat Scotia's eastbound record and in 1875 the City of Berlin won the Blue Riband by taking the westbound record.[6]
However, in 1871 both companies faced a new rival when the White Star Line joined the Atlantic ferry with the revolutionary Oceanic and her sisters. The new White Star record breakers were especially economical because of their use of compound engines. The Oceanic consumed only 58 tons of coal per day, compared to 110 tons for the City of Brussels. White Star also set new standards for comfort by placing the dining saloon midships and doubling the size of cabins. With its fleet now rendered out of date, Inman quickly brought its express liners back to the ship yards for compound engines and other changes to match the new White Star liners while Cunard lagged behind.[1]
The Panic of 1873 started a five year shipping depression that strained Inman's finances as well as its rivals. To raise additional capital, the partnership was restructured in 1875 as a stock company and renamed the Inman Steamship Company, Limited. The next year, Inman and White Star agreed to coordinate their sailings to reduce competition. When the 1869 mail contracts expired, the British Post Office ended both Cunard and Inman's subsidies and paid on the basis of weight, but at a rate substantially higher than paid by the U.S Post Office.[5] Cunard's weekly New York mail sailings were reduced to one and White Star was awarded the third mail sailing. Every Tuesday, Thursday and Saturday, a liner from one of the three firms departed Liverpool with the mail for New York.[7] Inman reduced its fleet so that only the express liners remained.[1]
However, profits still dropped in face of other new competitors seeking the Blue Riband such as the National Line and the Guion Line, along with numerous steamship concerns from the continent competing for the immigrant trade.[4] To restore its fortunes, Inman ordered the City of Rome, which was designed as the largest and fastest liner yet. Unfortunately, the ship failed to meet her design specifications and was rejected in 1882 after only six voyages.[2]
William Inman died before the ship's maiden voyage and the company suffered without his leadership. In 1883, the City of Brussels was lost in the Mersey after colliding with another steamer. Meanwhile, Cunard renewed its mail fleet with four exceptional steel-hulled liners. Needing capital to match its rivals, Inman directors agreed to voluntary liquidation so that the largest creditor, the Philadelphia-based International Navigation Company could purchase Inman's assets.[1]
Closing chapter
The line was reorganized as the Inman and International Steamship Company, and its new owners provided the capital to build two outstanding record breakers, the twin-screw City of New York and the City of Paris. However, the British government responded to the ownership change by revoking Inman's mail contract. After considerable lobbying, the U.S. Congress agreed to replace the contract and allow Inman to register its two new record breakers in the U.S. if International Navigation built two similar express liners in American yards.[2] Therefore, on February 22, 1893 the American flag was broken out over the two newest Inman vessels and the company merged into the American Line.[1]
Fleet
The Inman fleet—all of which built for Inman unless otherwise indicated—consisted of the following ships, presented in order of acquisition. List sourced from[1]
| Ship | Built | In service for Inman | Type | Tonnage | Notes |
|---|---|---|---|---|---|
| City of Glasgow | 1850 | 1850-1854 | iron-screw | 1,600 GRT | missing 1854, no survivors |
| City of Manchester | 1851 | 1851-1871 | iron-screw | 1,900 GRT | sold and converted to sail 1871 |
| City of Philadelphia | 1854 | 1854-1854 | iron-screw | 2,100 GRT | wrecked, no loss of life |
| City of Baltimore | 1855 | 1855-1874 | iron-screw | 2,400 GRT | sold |
| City of Washington | 1855 | 1855-1873 | iron-screw | 2,400 GRT | wrecked 1873 |
| Kangaroo | 1854 | 1855-1869 | iron-screw | 1,850 GRT | built for other owners, sold 1869 |
| Virgo | 1856 | 1858-1861 | iron-screw | 1,600 GRT | built for other owners, sold to US Government 1861 |
| Glasgow | 1851 | 1859-1865 | iron-screw | 1,950 GRT | built for other owners, lost 1865 |
| Edinburgh | 1855 | 1859-1868 | iron-screw | 2,200 GRT | built for other owners, sold 1868 |
| Etna | 1856 | 1860-1875 | iron-screw | 2,200 GRT | built for Cunard, sold 1875 |
| City of New York | 1861 | 1861-1864 | iron-screw | 2,550 GRT | wrecked 1864 |
| City of London | 1863 | 1863-1878 | iron-screw | 2,550 GRT | sold 1878 |
| City of Cork | 1863 | 1863-1871 | iron-screw | 1,550 GRT | sold 1871 |
| City of Limerick | 1863 | 1863-1879 | iron-screw | 1,550 GRT | built for other owners, sold 1879 |
| City of Dublin | 1864 | 1864-1873 | iron-screw | 2,000 GRT | sold 1874 to Dominion Line |
| City of Boston | 1865 | 1865-1870 | iron-screw | 2,200 GRT | missing 1870, no survivors |
| City of New York | 1865 | 1865-1881 | iron-screw | 2,650 GRT | sold 1881 |
| City of Paris | 1866 | 1866-1884 | iron-screw | 2,650 GRT | sold 1884 |
| City of Antwerp | 1867 | 1867-1879 | iron-screw | 2,400 GRT | sold 1879 |
| City of Brooklyn | 1989 | 1867-1878 | iron-screw | 2,950 GRT | sold 1878 to Dominion Line |
| City of Brussels | 1869 | 1869-1883 | iron-screw | 3,100 GRT | Eastbound record holder, sunk 1883, 10 lost |
| City of Montreal | 1872 | 1872-1887 | iron-screw | 4,450 GRT | burned at sea 1887, no loss of life |
| City of Chester | 1873 | 1873-1893 | iron-screw | 4,800 GRT | express liner, joined American Line 1893 |
| City of Richmond | 1873 | 1873-1891 | iron-screw | 4,800 GRT | express liner, sold 1891 |
| City of Berlin | 1875 | 1875-1893 | iron-screw | 5,500 GRT | Blue Riband winner, joined American Line 1893 |
| City of Rome | 1881 | 1881-1881 | iron-screw | 8,400 GRT | returned to builder after 6 voyages, sold to Anchor Line |
| City of Chicago | 1883 | 1883-1892 | steel-screw | 5,150 GRT | built for other owners, wrecked 1892, no loss of life |
| Baltic | 1871 | 1885-1886 | iron-screw | 3,850 GRT | chartered from White Star |
| City of New York | 1888 | 1888-1893 | steel, twin screw | 10,650 GRT | Blue Riband winner, joined American Line 1893 |
| City of Paris | 1889 | 1889-1893 | steel, twin screw | 10,650 GRT | Blue Riband winner, joined American Line 1893 |
References
- ^ a b c d e f g h i j k l m Gibbs, Charles Robert Vernon (1957). Passenger Liners of the Western Ocean: A Record of Atlantic Steam and Motor Passenger Vessels from 1838 to the Present Day. John De Graff. pp. 112–124.
- ^ a b c d e f Fry, Henry (1896). The History of North Atlantic Steam Navigation with Some Account of Early Ships and Shipowners. London: Sampson, Low & Marston. OCLC 271397492.
- ^ Stolarik, M. Mark (1988). Forgotten Doors: The Other Ports of Entry to the United States. Philadelphia: Balch Institute Press. p. 40. ISBN 0944190006. OCLC 17480678.
- ^ a b Chatterton, E. Keble (1910). Steamships and their Story. London: Cassell & Co. OCLC 2046170.
- ^ a b c d Bacon, Edwin M. (1911). Manual of Ship Subsidies.
- ^ Kludas, Arnold (1999). Record breakers of the North Atlantic, Blue Riband Liners 1838-1953. London: Chatham.
- ^ Preble, George Henry (1883). A Chronological History of the Origin and Development of Steam Navigation. Philadelphia: L.R. Hamersley. OCLC 2933332.
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