. The ocean carrier; a history and analysis of the service and a discussion of the rates of ocean transportation . n called the largest ship-owner in the world. As long ago as 1891 thefirm had 140,000 tons of steamers, of which 40,-000 tons were trading to the Mediterranean, oth-ers to South America, Hindustan, and Leyland Line, which started a service fromLiverpool to Boston in 1876, was an old establishedfirm with a large Mediterranean trade; and theJohnson Line to Baltimore was started in 1880by a firm with a great business between Liverpooland the Danubian ports. Baltimore, a
. The ocean carrier; a history and analysis of the service and a discussion of the rates of ocean transportation . n called the largest ship-owner in the world. As long ago as 1891 thefirm had 140,000 tons of steamers, of which 40,-000 tons were trading to the Mediterranean, oth-ers to South America, Hindustan, and Leyland Line, which started a service fromLiverpool to Boston in 1876, was an old establishedfirm with a large Mediterranean trade; and theJohnson Line to Baltimore was started in 1880by a firm with a great business between Liverpooland the Danubian ports. Baltimore, a heavyshipper of grain and agricultural produce, had atrade like the Danube and gave a fine chance forequalizing the employment of tonnage. TheWhite Star Line on the Atlantic was the nobleeffort of old Australian traders, and they areAustralian traders yet, despite Atlantic successand the Morgan merger into the so-called shippingtrust. The largest Italian line, the NavigazioneGenerale Italiane, was formed in 1881 by theunion of smaller lines, and in thirteen years ithad 105 steamships operated on many seas. A. Normal Line Organization 163 few years ago, the numerous small companiesplying about the island capital of Denmark unitedto form the United Companies of Copenhagen,and with that basis for distribution they beganat once to send steamers to the far East to taketheir freight and get something for them todistribute. With these facts and tendencies of line trafficorganization in view, it becomes very plain thatthe forwarding of American goods by foreignsteamers was the most natural thing in the only were the existing lines well equipped andlocated to render the service well, but in dozensof cases the goods could and did pass from theforeign country to Europe and thence to theUnited States and vice versa in the lines of thesame company. One of the lines was merelyserving as the feeder to the other, as it was do when it was created. CHAPTER IX. THE RAILROAD ST
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