Inman Line

Inman Line was a major British passenger and mail steamship company that operated primarily between Liverpool and North America during the second half of the nineteenth century. For much of its existence its formal corporate name was the Liverpool, Philadelphia and New York Steamship Company, although it was also known as the Liverpool and Philadelphia Steamship Company, the Inman Steamship Company, Limited, and, after its acquisition by an American concern, the Inman and International Steamship Company. It became one of the three leading British North Atlantic passenger lines, alongside Cunard Line and White Star Line. The business began in 1850 when William Inman and the Richardson brothers, a group of Liverpool-based Quaker shipping interests, formed a steamship company and acquired the iron-hulled, screw-propelled City of Glasgow. The vessel demonstrated an important commercial proposition: an iron hull needed less maintenance than a wooden one, screw propulsion created more room for passengers and cargo than paddle machinery, and a relatively economical speed reduced coal consumption. These features helped Inman show that an ocean liner could operate profitably without the large government subsidy traditionally associated with premium mail services. Inman also sought to improve the treatment of emigrants. From 1852 it carried steerage passengers by steam rather than relying exclusively on sailing ships. Its vessels offered more organized accommodation and cooked meals, addressing the unpredictable crossing times and food shortages that had made emigrant travel hazardous. Steerage passengers commonly made up the large majority of those carried by Inman liners, making the company an important participant in nineteenth-century migration from Europe to North America. The company suffered severe early setbacks. City of Glasgow disappeared with all hands in 1854, while the newly built City of Philadelphia was also lost, although without loss of life. During the Crimean War, City of Manchester and other vessels were chartered to the French government. The Richardson partners subsequently withdrew, leaving William Inman in effective control. After the company’s Philadelphia service encountered operational difficulties, its ships increasingly called at New York, which became its principal North American destination. A Queenstown call was added in 1859 to serve Irish emigrants. During the 1860s and 1870s, Inman expanded its express service and competed directly with Cunard and later White Star. City of Paris, introduced in 1866, helped demonstrate that screw-propelled liners could match the speed of the best paddle steamers. City of Brussels and City of Berlin achieved notable passage records, with the latter winning the Blue Riband in 1875. Inman also secured British mail contracts and, by 1870, was landing more passengers in New York than any other line, although Cunard retained an advantage in first-class traffic. White Star’s introduction of economical compound-engine liners forced Inman to modernize its fleet. The company refitted express ships with compound engines and other improvements, while the depression following the Panic of 1873 placed pressure on the finances of all major Atlantic operators. In 1875 the partnership was reorganized as a stock company, the Inman Steamship Company, Limited. An agreement with White Star in 1876 coordinated sailings, and the company subsequently concentrated its resources on a smaller express fleet. Its attempt to regain commercial momentum with the exceptionally large City of Rome failed when the ship did not meet its design expectations and was rejected after a short period of service. William Inman’s death in 1881 weakened the company’s leadership. City of Brussels was lost after a collision in the Mersey in 1883, and growing competition from Cunard and other lines increased the need for capital. Inman entered voluntary liquidation so that International Navigation Company, based in Philadelphia, could acquire its assets. The reorganized business ordered the twin-screw City of New York and City of Paris, ships that helped usher in a new era in which twin-screw propulsion and steel construction displaced older single-screw and auxiliary-sail arrangements. The ownership change created a political problem because the British government revoked Inman’s mail contract. Following lobbying in Britain and the United States, Congress authorized replacement arrangements and permitted the two newest ships to be registered under the United States flag, provided that International Navigation built comparable express liners in American yards. On 22 February 1893, the Inman and International business was merged into American Line. The Inman Line therefore ceased to exist as an independent brand, but its technological, operational, and migration-service innovations influenced the development of modern North Atlantic liner shipping.

The Inman Line originated in Liverpool in 1850 when William Inman joined John Grubb Richardson and his brothers in creating the Liverpool and Philadelphia Steamship Company. Their first vessel, City of Glasgow, was an iron-hulled screw steamer. Its comparatively low coal consumption, reduced maintenance needs, and greater usable space gave the new company a sound commercial foundation. The first voyage departed for Philadelphia on 17 December 1850, followed by the larger City of Manchester. In 1852 the company began carrying steerage passengers by steam. This was an important operational and social development because emigrants had traditionally endured long and uncertain voyages in sailing ships, often with inadequate food. Inman offered better-organized accommodation and cooked meals, making steam travel more predictable while retaining a substantial emigrant market. The company’s early progress was interrupted in 1854 when City of Glasgow disappeared with all hands and City of Philadelphia was also lost. City of Manchester and other ships were chartered to the French government during the Crimean War. The Richardson partners withdrew because of the company’s wartime involvement, leaving Inman in control. After the war, the company resumed North Atlantic operations. New York became its principal destination after the firm experienced difficulty maintaining a Philadelphia route, and its corporate name was expanded to reflect both ports. A Queenstown call was introduced in 1859 to collect Irish emigrants. Inman also increased sailing frequency and became a United States mail contractor after the collapse of Collins Line in 1857. The company entered its strongest competitive phase in the 1860s. City of Paris, introduced in 1866, was among the first screw liners capable of matching the speed of leading paddle steamers. Inman gained British mail work through competitive bidding in 1867 and received an annual subsidy for a New York service. By 1870 it landed more passengers in New York than any other line, although Cunard carried more first-class travelers. City of Brussels and City of Berlin achieved major speed records, with City of Berlin winning the Blue Riband in 1875. White Star Line’s arrival changed the economics of the trade. Its Oceanic-class vessels combined improved passenger comfort with highly economical compound engines. Inman responded by refitting express liners with compound machinery and other improvements. The Panic of 1873 then caused a prolonged shipping depression, weakening the financial position of the major operators. Inman converted from a partnership into the Inman Steamship Company, Limited in 1875 and coordinated sailings with White Star from 1876. The line reduced its fleet to express ships, but competition remained intense. Its large City of Rome failed to meet expectations and was rejected after only six voyages. William Inman died in 1881, and the company subsequently faced leadership and capital problems. City of Brussels was lost in a Mersey collision in 1883, while Cunard renewed its fleet with advanced steel liners. Inman entered voluntary liquidation, allowing International Navigation Company of Philadelphia, its largest creditor, to acquire the assets in 1886. The reorganized company was known as the Inman and International Steamship Company. International Navigation supplied the capital for City of New York and the second City of Paris, twin-screw express liners that represented a major technological transition. The British government revoked Inman’s mail contract after the ownership change, but lobbying secured a new political arrangement. The United States Congress allowed the ships to be registered in the United States on the condition that comparable express liners be built in American yards. On 22 February 1893 the two newest vessels flew the United States flag, and the company was merged into American Line. The Inman Line thereafter ceased to operate as an independent company.

• 1893

  Merger into American Line

  [1]Inman Lineen.wikipedia.org

  The Inman and International Steamship Company was absorbed into American Line after the registration of its newest ships in the United States.

• 1886

  International Navigation Company acquires the business

  [1]Inman Lineen.wikipedia.org

  The company was reorganized under the ownership of its Philadelphia-based creditor and investor.

• 1881

  William Inman dies

  [1]Inman Lineen.wikipedia.org

  The death of the company’s principal leader left the business facing increased competitive and financial pressure.

• 1875

  City of Berlin wins the Blue Riband

  [1]Inman Lineen.wikipedia.org

  City of Berlin established the westbound transatlantic speed record.

• 1875

  Company reorganized as a limited stock company

  [1]Inman Lineen.wikipedia.org

  The business became the Inman Steamship Company, Limited amid a prolonged shipping downturn.

• 1870

  Inman leads New York passenger arrivals

  [1]Inman Lineen.wikipedia.org

  The line landed 44,100 passengers in New York, more than any other line cited for that year.

• 1866

  City of Paris enters the express-liner program

  [1]Inman Lineen.wikipedia.org

  The first City of Paris helped demonstrate that screw propulsion could deliver paddle-steamer-level speed.

• 1857

  United States mail contract obtained

  [1]Inman Lineen.wikipedia.org

  The company succeeded Collins Line as a United States Post Office mail contractor.

• 1852

  Steamship steerage service introduced

  [1]Inman Lineen.wikipedia.org

  Inman began carrying emigrant steerage passengers by steam with improved accommodation and cooked meals.

• 1850

  Liverpool and Philadelphia Steamship Company formed

  [1]Inman Lineen.wikipedia.org

  William Inman and the Richardson partners established the company and began service with City of Glasgow.

A technologically progressive North Atlantic liner focused on economical steamship operation, large-scale emigrant carriage, express passenger service, and mail transportation.

• Steamship · 1850

  City of Glasgow

  Inman’s first steamer, launched into the company’s service in 1850. Its iron hull and screw propulsion reduced maintenance and coal requirements while creating more room for passengers and cargo. The ship was lost with all hands in 1854.

• Steamship · 1851

  City of Manchester

  The second early Inman liner, larger than City of Glasgow. It supported the company’s developing North Atlantic service and was later chartered to the French government during the Crimean War.

• Express ocean liner · 1866

  City of Paris

  The first City of Paris, introduced in 1866, was part of an express-liner program designed to challenge the speed of Cunard’s leading paddle steamers. Its performance helped establish Inman as a technologically ambitious competitor in the North Atlantic trade.

• Express ocean liner · 1869

  City of Brussels

  An Inman express liner that achieved a notable transatlantic speed record and was later fitted with compound machinery in response to White Star’s more economical ships. It was lost in a collision in the Mersey in 1883.

• Express ocean liner · 1875

  City of Berlin

  A high-speed Inman liner that won the Blue Riband for the westbound Atlantic crossing in 1875. The ship represented the line’s emphasis on speed during its most competitive period.

• Express ocean liner · 1881

  City of Rome

  A very large liner ordered to restore Inman’s competitive position. It failed to achieve its design specifications and was rejected after only six voyages, making the project a commercial disappointment.

• Twin-screw express ocean liner

  City of New York

  One of the two major liners financed after International Navigation Company acquired Inman. Together with the second City of Paris, it introduced a powerful twin-screw express configuration and helped end the practical need for auxiliary sails.

• Twin-screw express ocean liner

  City of Paris

  The second vessel to bear the City of Paris name was one of the line’s final and most important ships. Built as a twin-screw express liner after the International Navigation acquisition, it was transferred into the American Line structure in 1893.

• 1871Compound-engine fleet response

  North Atlantic

  After White Star introduced economical compound-engine liners, Inman returned express vessels to shipyards for compound engines and related improvements.

  Outcome. The upgrades allowed Inman to respond to White Star’s combination of speed, fuel economy, and passenger comfort.

  Source
• 1866Express-liner modernization

  North Atlantic

  Inman ordered a group of fast liners, beginning with City of Paris, to compete with Cunard’s leading vessels.

  Outcome. The program produced competitive passage times and contributed to Inman’s position among the three largest British North Atlantic lines.

  Source
• 1852Improved steerage steamship service

  United Kingdom · Ireland · United States

  Inman developed a more predictable emigrant service by carrying steerage passengers on steamships and providing improved quarters and cooked meals.

  Outcome. The service helped the company attract large numbers of emigrants and demonstrated that steamship travel could serve mass passenger markets.

  Source

• 1893

  Merger into American LineM&A

  Background

  The British government revoked Inman’s mail contract after the company came under American ownership, while the new owners sought to register their newest ships in the United States.

  Action taken

  Following a political arrangement involving United States ship registration and construction commitments, the Inman and International Steamship Company was merged into American Line.

  Aftermath

  The Inman Line ceased to exist as an independent operating brand, although its newest ships continued within the American Line organization.

  Source

• 1886

  Sale and reorganization under International Navigation CompanyM&A

  Background

  Inman needed capital after the death of William Inman, the loss of City of Brussels, and intensified competition from Cunard and other operators.

  Action taken

  The company entered voluntary liquidation so that International Navigation Company could acquire its assets and reorganize the operation.

  Aftermath

  The renamed Inman and International Steamship Company received capital for the construction of City of New York and the second City of Paris.

  Source

• 1882

  City of Rome project rejectedProduct launch

  Background

  Inman sought to restore its competitive position with a liner designed to be exceptionally large and fast.

  Action taken

  The company rejected City of Rome after the vessel failed to meet its design specifications and completed only six voyages.

  Aftermath

  The failed project increased the pressure on the company to secure outside capital and modernize through a stronger owner.

  Source

• 1875

  Conversion into a limited stock companyStrategy

  Background

  The shipping depression following the Panic of 1873 reduced profits and increased the need for capital.

  Action taken

  The partnership was reorganized as the Inman Steamship Company, Limited.

  Aftermath

  The company continued operating an express-focused fleet but remained under pressure from British, American, and continental competitors.

  Source

• 1854

  William Inman assumes control after wartime disruptionStrategy

  Background

  The loss of City of Glasgow, the loss of City of Philadelphia, and the chartering of vessels for the Crimean War changed the company’s ownership position.

  Action taken

  The Richardson partners withdrew, leaving William Inman in effective control of the business.

  Aftermath

  Inman resumed the North Atlantic trade after the war and redirected the company’s principal service toward New York.

  Source

1. 1Inman Lineen.wikipedia.org