Inman Line

Liverpool, Philadelphia and New York Steamship Company

Company type	Private (later stock corporation)
Industry	Shipping, Passenger transport
Founded	1850
Founder	William Inman and John Grubb Richardson (partners)
Defunct	1893
Fate	Incorporated into American Line
Successor	American Line
Headquarters	Liverpool , United Kingdom
Area served	North Atlantic (Liverpool, Philadelphia, New York)
Key people	William Inman (sole proprietor after 1855)
Products	Transatlantic passenger and mail shipping services
Owner	International Navigation Company (after 1886)
Parent	International Navigation Company (from 1886 to 1893)

The Inman Line ranked among the top three British passenger shipping firms operating across the North Atlantic during the 19th century, alongside the White Star Line and Cunard Line. Established in 1850, it was incorporated into the American Line in 1893. Officially known as the Liverpool, Philadelphia and New York Steamship Company, it was also referred to as the Liverpool and Philadelphia Steamship Company, Inman Steamship Company, Limited, and eventually Inman and International Steamship Company.

By embracing emerging technologies, Inman became a pioneer in demonstrating that ocean liners crossing the North Atlantic without subsidies could be commercially viable. Its initial vessel, , marked the transition from wooden-hulled paddle steamers to iron-hulled ships powered by screw propellers. In 1852, Inman was the first to steam steerage passengers across the Atlantic. The was notable as the first screw-propelled liner to compete with paddle steamers in speed. By 1870, Inman transported more passengers to New York than any competing company.

In 1886, ownership transferred to the US-based International Navigation Company, which upgraded the fleet with two Blue Riband holders, and the second , ushering in the double-screw era that eliminated dependence on sails.

1850–66

The origins of the Inman Line trace back to sailing packet operations managed by John Grubb Richardson and associates alongside William Inman (1825–81). In 1850, Inman persuaded his partners to establish the Liverpool and Philadelphia Steamship Company and acquire the cutting-edge vessel . Featuring an iron hull that minimized repair needs and screw propulsion that increased capacity for passengers and cargo, City of Glasgow achieved moderate speeds that lowered coal usage. Its maiden voyage departed for Philadelphia on 17 December 1850. A larger sister ship joined the fleet in 1851.

In 1852, Inman introduced steam-powered transportation for steerage passengers. As Irish Quakers, the Richardson family sought to enhance emigrant travel conditions compared to unpredictable sailing vessels. Previously, steerage travelers supplied their own provisions; Inman improved accommodations and provided cooked meals in line with Parliamentary guidelines. This enabled charging steerage fares of 8 guineas, higher than the 4–6 guineas typical on sailing packets. Generally, Inman liners carried around 500 passengers, with approximately 80% in steerage.

Tragedy struck in 1854 when both (lost with all crew) and the newly launched (with no fatalities) were lost. The remaining vessel, City of Manchester, was leased for service during the Crimean War, along with three additional liners acquired in 1855. Due to wartime involvement, the Richardsons withdrew from operations, leaving William Inman as sole proprietor.

Following the war, transatlantic service resumed toward Philadelphia but shifted emphasis to New York after SS Kangaroo became icebound in the Delaware River. The company rebranded as Liverpool, Philadelphia and New York Steam Ship Company; all vessels were directed to New York. Service frequency increased from fortnightly sailings until 1857 when it succeeded the defunct Collins Line as US mail carrier. A stop at Queenstown was added in 1859 to accommodate Irish emigrants. Weekly departures started in 1860, growing to three times per fortnight by 1863 and twice weekly during summer months by 1866.

1866–87

Following the launch of the renowned , Inman commissioned five express liners that matched Cunard’s top speeds. In 1867, responsibility for mail contracts transferred from the Admiralty to the Post Office and was opened for competitive bidding. Inman secured one of three weekly mail routes to New York as well as the biweekly Halifax service, both previously operated by Cunard. While Cunard received government subsidies, Inman was compensated through sea postage fees. Two years later, Inman’s New York contract was renewed for seven years with an annual subsidy of £35,000—half of Cunard’s £70,000 subsidy for two weekly New York sailings. By 1870, Inman transported 44,100 passengers to New York, nearly twice Cunard’s 24,500, although Cunard carried a larger number of first-class travelers. Throughout the 1870s, Inman consistently recorded faster passage times than Cunard. The of 1869 surpassed Scotia’s eastbound speed record, and in 1875 secured the Blue Riband with a new westbound record.

In 1871, White Star Line entered the transatlantic passenger trade with the groundbreaking and her sister ships. These vessels set new benchmarks for efficiency by employing compound engines—Oceanic consumed only 58 tons of coal per day compared to City of Brussels’s 110 tons—and elevated comfort by expanding cabin sizes and situating dining saloons amidships. To remain competitive, Inman promptly upgraded its express liners with compound engines and other enhancements, whereas Cunard was slower to modernize.

The Panic of 1873 plunged the shipping industry into a five-year downturn that severely impacted Inman’s financial standing. To raise capital, the company restructured in 1875 into a stock corporation named Inman Steamship Company, Limited. From 1876 onward, Inman and White Star coordinated their sailings to minimize competition. When the 1869 mail contracts expired, the UK Post Office discontinued subsidies to both Cunard and Inman, instead paying based on weight but at rates higher than those offered by the US Post Office. Consequently, Cunard reduced its weekly New York mail sailings to one voyage; White Star took over the third slot. Each Tuesday, Thursday, and Saturday a liner from one of these companies departed Liverpool carrying mail bound for New York. Inman concentrated its operations solely on express liners.

Profitability declined as new rivals such as National Line and Guion Line, along with European steamship operators, aggressively pursued emigrant traffic. To counter this trend, Inman commissioned , intended as their largest and fastest vessel yet constructed. Unfortunately, it failed to meet performance expectations and was withdrawn after only six voyages in 1882.

After William Inman's passing prior to this ship’s maiden journey, company leadership weakened considerably. In 1883, City of Brussels was lost following a collision in the Mersey. Meanwhile, Cunard refreshed its mail fleet with four steel-hulled liners. Facing financial constraints that hindered effective competition, Inman’s board consented to voluntary liquidation so that Philadelphia-based International Navigation Company could acquire its assets.

Fate

Following reorganization as the Inman and International Steamship Company, the new proprietors invested in two record-setting twin-screw liners: City of New York and City of Paris (1888). However, after ownership changed hands, the British government withdrew Inman’s mail contract. Through lobbying efforts, US Congress reinstated the contract and permitted these vessels to be registered under the US flag on condition that two comparable express liners were constructed in American shipyards. As a result, on 22 February 1893, these ships were officially registered in the United States, and the company merged into the American Line.

Fleet

The fleet operated by Inman—mainly constructed for the company unless otherwise indicated—consisted of the vessels listed below, arranged according to their order of acquisition:

Ship	Year Built	Service Period with Inman	Construction Type	Tonnage	Remarks
City of Glasgow	1850	1850–1854	iron hull, screw propulsion	1,600 GRT	lost in 1854, no survivors
City of Manchester	1851	1851–1871	iron hull, screw propulsion	1,900 GRT	sold and converted to sailing vessel in 1871
City of Philadelphia	1854	1854 only	iron hull, screw propulsion	2,100 GRT	wrecked without casualties
City of Baltimore	1855	1855–1874	iron hull, screw propulsion	2,400 GRT	sold
City of Washington	1855	1855–1873	iron hull, screw propulsion	2,400 GRT	wrecked in 1873
Kangaroo	1854	1855–1869	iron hull, screw propulsion	1,850 GRT	originally built for different owners; sold in 1869
Virgo	1856	1858–1861	iron hull, screw propulsion	1,600 GRT	constructed for other owners; sold to US Government in 1861
Glasgow	1851	1859–1865	iron hull, screw propulsion	1,950 GRT	built for other parties; lost in 1865
Edinburgh	1855	1859–1868	iron hull, screw propulsion	2,200 GRT	originally built for others; sold in 1868
Etna	1856	1860–1875	iron hull, screw propulsion	2,200 GRT	constructed for Cunard; sold in 1875
City of New York	1861	1861–1864	iron hull, screw propulsion	2,550 GRT	wrecked in 1864
City of London	1863	1863–1878	iron hull, screw propulsion	2,550 GRT	sold to Thistle Line; lost at sea in 1881
City of Cork	1863	1863–1871	iron hull, screw propulsion	1,550 GRT	sold
City of Limerick	1863	1863–1879	iron hull,screw propulsion	1,550 GRT	built for others; later sold
City of Dublin	1864	1864–1873	iron hull,screw propulsion	2,000 GRT	sold to Dominion Line
City of Boston	1865	1865–1870	iron hull,screw propulsion	2,200 GRT	lost at sea with no survivors
City of New York	1865	1865–1881	iron hull,screw propulsion	2,650 GRT	sold
City of Paris	1866	1866–1884	iron hull,screw propulsion	2,650 GRT	sold
City of Antwerp	1867	1867–1879	iron hull,screw propulsion	2,400 GRT	sold
City of Brooklyn	1869	1867–1878	iron hull,screw propulsion	2,950 GRT	sold to Dominion Line
City of Brussels	1869	1869–1883	iron hull,screw propulsion	3,100 GRT	holder of eastbound record; sunk with ten fatalities
City of Montreal	1872	1872–1887	iron hull,screw propulsion	4,450 GRT	destroyed by fire at sea; passengers saved by Furness Line's York City
City of Chester	1873	1873–1893	iron hull,screw propulsion	4,800 GRT	express liner; later joined American Line
City of Richmond	1873	1873–1891	iron hull,screw propulsion	4,800 GRT	express liner; subsequently sold
SS City of Berlin	1875	1875–1893	iron hull,screw propulsion	5,500 GRT	Blue Riband awardee; transferred to American Line
SS City of Rome	1881	1881 only	iron hull,screw propulsion	8,413 GRT	returned to builder after six voyages; reassigned to Anchor Line
SS City of Chicago	1883	1883–1892	steel hull,screw propulsion	5,150 GRT	constructed for other owners; wrecked without casualties
Baltic	1871	1885–1886	iron hull,screw propulsion	3,850 GRT	chartered from White Star Line
SS City of New York	1888	1888–1893	steel hull,twin screws	10,650 GRT	Blue Riband recipient; joined American Line
City of Paris	1889	1889–1893	steel hull,twin screws	10,650 GRT	Blue Riband recipient; transferred to American Line

See also

• Liverpool, New York & Philadelphia Steamship Co. v. Commissioners of Emigration

In 1873, Alfred E. Warren created the Inman Line March, notable for its uncommon 6/8 time signature for a march.

External links

• Inman Line History and Passenger Lists GG Archives