HISTORY - ATLANTIC TRANSPORT LINE

When Bernard Nadal Baker founded the ATLANTIC TRANSPORT LINE in 1881 the American mercantile marine had been in decline for 50 years, despite COLLINS LINE and stood, in the words of a contemporary authority, "at its lowest ebb".  Bernard N. Baker was the older of two brothers, born on May 11, 1854. ATLANTIC TRANSPORT LINE was a conscious attempt at reversing this trend and reestablishing Baltimore as a focus for transatlantic trade. Baker became known as "father of the movement to restore the American flag to the high seas".
As long as the sailing vessels ruled the seas, US American shipbuilders had been at the helm of development, such as the invention of the clippers. But when it came to steam and steamships, it was considered by too many in the US as suitable only for rivers and lakes. 
by Earl of Cruise

MONGOLIA at sea, from a photo postcard - courtsey Johnathan Kinghorn

Another reason for the decline of US American shipping in mid 19th century, as well later, have been short sitghted political decisions, underestimating competitors and technical fall backs by loosing track of developments. The unions are the last to make respnsible for neglecting the shipping industry, as the general costs and taxes (USA has the tax heaven Delawre!).

I came across this shipping line and its history, when I was researching for a fictional novel project I am writing - a fictional family history of a French family starting a steamship line mid 19th century till today.

Bernard N. Baker was a brilliant executive who came from a wealthy dynasty of Baltimore merchants. His grandfather had established a successful glassworks in the city and Baker was groomed to continue in that business. He identified himself as a glass maker in the census of 1881, but his career was already moving in an entirely different direction.

A studio portrait of Bernard N. Baker (by John Katenkamp) - courtsey Johnathan Kinghorn

Among his many business interests Baker's father was president of the CANTON CHEMICAL COMPANY, which made fertilizers and sulfuric acid at a prime location in Baltimore's inner harbor. When he finished his studies at college Baker was appointed secretary of the company and took over the management of the works. Unlike most consumers in the city, the company used semi-bituminous coal from Clearfield County in Pennsylvania and Baker was impressed by the quality of this fuel.

The Canton Chemical Company's works in Canton, Maryland - courtsey Johnathan Kinghorn

In 1876 he went into partnership with James Stone Whiteley to mine it and to distribute in in Baltimore. This company operated few lighters and tugs, and survived as an independent business in Baltimore harbor until 1980. Significantly, one of the principal activities of BAKER, WHITELEY & Co. was the coaling of steamers in the harbor.

In 1879 Baker left the family glass works to establish another business in Baltimore harbor with capital of $50,000. The BALTIMORE STORAGE and LIGHTERAGE COMPANY operated scows (lighters) and a cold storage facility. It proved to be a very successful enterprise and Baker's income began to grow impressively. Within a few short years he would be regarded as one of the richest men in the Baltimore area.

With New York City inexorably becoming the focus of transatlantic trade the railway companies serving other east coast ports were keen to develop steamship lines sailing to and from them. Baker had become interested in international trade and in 1881 he was able to establish a new maritime operation with the support of the PENNSYLVANIA RAILROAD. Under the aegis of the Baltimore BALTIMORE STORAGE and LIGHTERAGE COMPANY it would run freight lines from Philadelphia and Baltimore to Europe that would be promoted as ATLANTIC TRANSPORT LINE.

American flagged steamships however were very expensive both to build and to operate, and could not compete successfully with cheaper European rivals. This was one of the principal causes of the decline of the American mercantile marine, another significant reason was the loss of knowhow, which started when Britain gained the supremancy in shipbuilding - steamships, and Baker campaigned tirelessly for many years to change this situation. His answer in 1881 was to operate under a flag of convenience and to use British built, flagged, and manned steamers based in the UK. Today we have a very similar situation. Europe is leading in shipbuilding and ship technology, especially for the speciallized cruise industry.

Baker hoped that one day American costs and navigation laws would change and enable him to transfer his fleet to American registry. They never did - see Jones Act, pure protectionism. And a protection of what is gone mid 19th century, as we see it today with the Clima isolated "clean coal" and nuclear power promoting alternative USA.

Baker chose to focus his line on London and chose the shipping agents Hooper, Murrell & Williams to run his operation there for him. They built up the line cautiously with one 300 foot long single screw steamer, the SURREY, ordered in 1881 for chartering to Baker. Two sister ships were added to their fleet over the next two years. A separate company was established to own each of these steamers to limit the line's liability in the event of a disaster. These little ships built up "quite a respectable business" but the SUSSEX was wrecked in 1885 and the SUFFOLK was lost in 1886.

SUFFOLK breaking up shortly after she hit the Lizard (Gibson's of Scilly) - courtsey Johnathan Kinghorn

In 1886 Baker decided that he needed to recapitalize and restructure the whole business to position it for greater growth. He also wanted Americas to run the operation in London to ensure closer American control of the business. Hooper, Murrell & Williams were bought out and a new firm of agents was set up specifically to manage the line. It was created by Alfred Strover Williams, the junior partner in the old firm. He was joined by two Americans: Thomas L. Feild, a shipping broker from North Carolina, and Charles F. Torrey, whose soon-to-be brother-in-law (the coal millionaire E. J. Berwind) was probably the source of much of Baker's new capital. Williams, Torrey & Feild proved to be much more successful managers than their predecessors.

The American ownership of the line and the enhanced American control of its operation were underscored at this time by the adoption of a new house style for its ship names. Instead of English counties beginning with "S" the fleet was to carry American names beginning with "M." The SURREY was rechristened MICHIGAN and the SWANSEA, the first of the ships ordered to replace the wrecked vessels, became the MAINE. All of the line's later ships followed this naming style. When a limited liability company, the ATLANTIC TRANSPORT COMPANY Ltd., was incorporated by the line's agents in London in 1889 the old single ship companies were wound up and absorbed into it.

Baker was one the first using this single ship companies structure, which is a common practice today, especially in the cruise industry ... A problem for victims as to be seen in case of COSTA HAVARIA.

In its formative years the company carried a few passengers but this business really developed after a regular service from New York was initiated in 1892.

The first ATLANTIC TRANSPORT LINE steamers were modest three-masted single screw vessels. They carried general freight and livestock as well as small numbers of passengers. The line quickly became well known as a reliable carrier of cattle but it also shipped horses and mules. As its reputation for the safe handling of livestock grew the line became the preferred shipper for racehorses and other valuable thoroughbred livestock. It also happily carried all manner of exotic creatures such as zoo and circus animals. Illustrating the care taken of these animals by the line, COUNTRY LIFE published a brief article (link perhaps insecure!) about the its new stables at the Albert Docks in 1898 and McLURE´s MAGAZINE published a wonderful account of a voyage from New York to London in 1897 with BARNUM & BAILEY's circus (link perhaps insecure!), which used the line regularly.

This image of a cattle boat published by SCRIBNER's MAGAZINE in 1891 looks much like ATLANTIC TRANSPORT LINE steamers of the day - courtsey Johnathan Kinghorn

Baby elephants from Barnum & Bailey's Circus being shipped to London on the Massachusetts in 1897 (McLures's Magazine) - courtsey Johnathan Kinghorn

Under its dynamic new management the ATLANTIC TRANSPORT LINE prospered and the fleet grew as additional steamers were acquired. By 1890 the line had developed a preference for ships built by Harland & Wolff in Belfast and was ordering ever larger twin-screw vessels. Many of these were among the biggest merchant vessels in the world when they were launched. In 1902 the fleet of the ATLANTIC TRANSPORT LINE and its subsidiary, since 1894, NATIONAL LINE numbered 17 vessels, the highest total in its history.

A major step forward was taken late in 1891 when a new line was established direct linking  New York City and London. The addition of a full-scale passenger service from New York to London in the spring of 1892 was probably the most important step the line ever made. Unusually, it decided to carry only saloon (First Class) passengers. The service offered was truly excellent and the fares charged were moderate. The venture was a great success, and the line is today best remembered for it.

The Spanish American War of 1898 saw the U.S. government desperate to find American owned ships it could use as military transports. After every suitable American registered steamer had been chartered the U.S. government bought seven of the ATLANTIC TRANSPORT LINE's ten ships for $4 million. Bernard N. Baker had tried earlier in the year to buy five new ships from the WILSON & FURNESS-LEYLAND LINE. With cash in his pocket he raised his offer and tried again. This time the purchase was successful and the ships were to have a major impact on the development of the business. One of them however was wrecked almost immediately. The MOHEGAN took a wrong course and struck a notorious reef off the Cornish coast early in her second voyage. She sank in about 12 minutes with the loss of 106 lives - by far the worst accident in the line's history.

During the Spanish American War Bernard N. Baker lent one of his few remaining ships, the MISSOURI, to the U.S. government for use as a hospital ship. When the Boer War broke out in 1899 Baker was quick to offer another of his older ships, the MAINE, to the British government for use as a hospital ship. She was handed over to a group of American ladies led by Winston Churchill's mother. After a quick and effective fundraising campaign the MAINE was at sea heading for South Africa just 60 days after she had been accepted. Baker paid for the crew and other operating expenses for both ships while they were in government service, and gave the MAINE to the Admiralty in 1902.

A captain, quartermaster and navigating officer on the bridge of a MINNE Class ship, from a brochure of c.1900 - courtsey Johnathan Kinghorn

The late 1890s were a boom time for shipping but rivalry between the major operators led to ever bigger, faster, and more expensive ships, cutthroat competition, low rates, and a growing surplus of tonnage on the North Atlantic. Baker did not have access to the vast amounts of capital necessary to keep up with the competition and he negotiated the sale of the ATLANTIC TRANSPORT LINE to his principal British rival, the LEYLAND LINE. At the last moment however he was persuaded to pull out of the deal and instead to merge his line into Clement Griscom's INTERNATIONAL NAVIGATION COMPANY, the American owners of the AMERICAN STEAMSHIP COMPANY and the Belgian-flagged RED STAR LINE.

Variously described as "large of heart and of indefatigable energy," and "one of the most genial and companionable of men," he seems to have had genuine concern for the interests of others. When the IMM was formed in 1902 for example he "made provision for every one of the employees of his company in the transaction" and distributed gifts to his former employees of shares in the new combine and cash together valued at US$ 500,000.00. MEN of MARK in MARYLAND says of him: "Those who have come to know Mr. Baker look upon him as somewhat removed from the typical financier. He has always stood up firmly for the people - the common people, rather than the elect few - that the population as a whole accepts him as its special guardian against the evil designs of unscrupulous financiers and soulless corporations." "There was," according to his obituary in the BALTIMORE SUN "absolutely nothing of the snob about him."

To cut a long story short, Griscom was keen to develop a huge shipping Trust through which Americans might control as many transatlantic shipping as possible. He got J.P. Morgan interested in the idea, and with Morgan's blessing (and cash) Baker and Griscom bought the LEYLAND LINE. They also bought the most prestigious and most profitable British steamship company, the WHITE STAR LINE and acquired the DOMINION LINE. In October 1902 the INTERNATIONAL NAVIGATION COMPANY was transformed into the INTERNATIONAL MERCANTILEMARINE COMPANY and began operating all of these lines in concert. Baker resigned as president of the ATLANTIC TRANSPORT LINE at this time and retired (temporarily) from the shipping business.

ATLANTIC TRANSPORT LINE new "Americanized" logo - courtsey Johnathan Kinghorn

These developments caused panic in Europe and CUNARD obtained a huge loan from the British government for the construction of two turbine-powered super greyhounds with which to dominate the North Atlantic - LUSITANIA and MAURITANIA. Another and far more important reason for the British government to subsidise had been, to break the German dominace on the Northatlantic with its KAISER Class steamers. Both LUSI and MAURY restored the British pride, and the "god given" hegemony on the seas.

These new superliners in turn goaded the IMM into ordering the OLYMIC Class vessels, OLYMPIC, TITANIC and BRITANNIC for WHITE STAR LINE. But INTERNATIONAL MERCANTILEMARINE COMPANY was never in fact very successful, and for most of its long history it lost money. It was one of the few ventures J.P. Morgan got involved in that did not work out. The simple reason for was the squeezing out of fonds of the IMM companies to satisfy the investors with enormous dividends.

Mongolia advertising pre 1912 by Fred Pansing - courtsey Johnathan Kinghorn

For the ATLANTIC TRANSPORT LINE the Belle Époque, the gilded decade and a half before WWI, was its heyday. It was justly renowned for the comfortable First Class London to New York passenger service maintained by its celebrated MINNE Class ships. During the war the ATLANTIC TRANSPORT LINE kept its freight service running and lost only one of its freight steamers, but all four of the much bigger and vastly more significant MINNE Class ships were sunk. Three of them served as military transports and were torpedoed or mined in the Mediterranean and MINNEHAHA was torpedoed while operating as a freighter on the London to New York line.

Mongolia at the New York Navy Yard, June 28, 1918, after being painted in pattern camouflage - Source: Navy History and Heritage Command

After the war everyone expected normal conditions to be resumed and four new, bigger and better, MINNE Class ships were planned for the ATLANTIC TRANSPORT LINE and the first pair was ordered. But the post-war recovery was a long and difficult process. Freight was scarce and profits negligible. Despite all hopes and school books, after WWI all nations, the Allies and the Central Powers fell into a period of despression, mainly caused by the break away of the German industrial power and financial strength, the no longer existing economy of Austro-Hungary and the Ottoman Empire. After the Ruhr Occupation Germany was torn down by an inflation, that ruined the country and its people - wallets became shopping bags and shopping bags had to be wallets as e.g. bread did cost more than RM 100,000,000,000,000,000.00. The ATLANTIC TRANSPORT LINE was not authorized to reintroduce its London to New York passenger service until 1923 and it proved to be disappointing; the second pair of super MINNE Class ships was never ordered.

By 1925 the line's old and obsolete freighters had been disposed of and MINNEKAHADA (II) was transferred back to the ATLANTIC TRANSPORT LINE to operate a tourist third class service between London and New York. This was successful, and in 1927 the elderly RED STAR LINE steamer ZEELAND was handed over to the line as a tourist third class ship (renamed MINNESOTA) to complete the quartet of ships needed to operate a balanced weekly transatlantic service.

MANCHURIA in Panama Pacific Line colors during her later years postcard by Ian Newson - own collection

During WWI it had become clear to the president of the INTERNATIONAL MERCANTILEMARINE COMPANY, Bernard N. Baker's former right hand man P.A.S. Franklin, that the company needed to divest itself of its foreign-flagged shipping and build up its U.S. registered fleet to secure the support of the U.S. government that it needed. The sale of the WHITE STAR LINE in 1926 marked the start of this process. Buyers were sought for the INTERNATIONAL MERCANTILE MARINE COMPANY's other British lines, including the ATLANTIC TRANSPORT LINE but in the growing depression that followed the 1929 Wall Street Crash any hopes of finding new owners for them vanished and they were instead liquidated. The ATLANTIC TRANSPORT LINE's remaining freighters were laid up and then disposed of, the MINNESOTA (III) and the MINNEKAHADA (II) were scrapped, and the two super MINNE Class ships were transferred to the RED STAR LINE and then scrapped also.

Atlantic Transport Line poster - courtsey Johnathan Kinghorn

ATLANTIC TRANSPORT LINE services ceased in 1931, but the last of its laid up ships were not sold until 1935. In that same year the line's holding company, the ATLANTIC TRANSPORT COMPANY of West Virginia, briefly became the legal owners of the large ex-RED STAR LINE steamer BELGENLAND for the INTERNATIONAL MERCANTILE MARINE COMPANY. This magnificent ship was transferred to U.S. Registry as the COLUMBIA and was operated by the PANAMA PACIFIC LINE under the command of a former ATLANTIC TRANSPORT LINE captain. Her career under the Stars and Stripes proved however to be very brief, and she too was sold for scrap in 1936. Under the leadership of P.A.S. Franklin's son (until his retirement in 1967) the INTERNATIONAL MERCANTILE MARINE COMPANY steadily developed its U.S. flagged fleets and ultimately morphed into the United States Lines.

List of vessels of ATLANTIC TRANSPORT LINE in alphabetical order

Ship	Launched	ATL Service	Notes
Columbia	1914	1935 - 1936	Ex Belgic, ex Belgenland. Scrapped 1936
Korea	1901	1915 - 1916	From 19898 in Pacific Mail Steamship Company. At the outbreak of World War I, Herambalal Gupta was in Germany as member of the Berlin Committee, which within a short time established contacts with the Ghadar Party in the United States in what came to be called the Hindu–German Conspiracy. Efforts had begun as early as 1911 to procure arms and smuggle them into India. When a clear idea of the conspiracy emerged, more earnest and elaborate plans were made to obtain arms and to enlist international support. After the failure of the  Korea mission, Herambalal Gupta took over the leadership of American wing of the conspiracy and began efforts to obtain men and arms. While the former resource was in plentiful supply with more and more Indians coming forward to join the Ghadarite cause, obtaining arms for the uprising proved to be more difficult. In 1915 the ship was sold to the Atlantic Transport Company. Sold to the Toyo Kisen Kaisha of Yokohama, Japan, and renamed Korea Maru in 1916. Charles Punchard, Jr. traveled to Hawaii in May 1919 aboard the  Korea Maru, conducting an inspection of a new national park in Hawaii. Scrapped 1934
Mackinaw	1890	1897 - 1923	Ex British Crown. Scrapped 1923
Maine	1887	1887 - 1899	Ex Swansea. Converted to a hospital ship for the Boer War. Wrecked 1914
Maine	1903	1903 - 1907	Sold and renamed Virginian. Scrapped 1948
Maine	1904	1913 - 1917	Ex Sierra Blanca. Torpedoed by UC-17 1917
Maine	1919	1920 - 1931	Ex War Riddle. Sold and renamed Skala. Scrapped 1955
Manchuria	1903	1915 - 1918	Requisitioned as a troop transport. On return transferred to the American Line. Sold and renamed President Johnson. Resold and renamed Santa Cruz. Scrapped 1952
Manhattan	1898	1898 - 1927	Chartered to the Phoenix Line 1911 - 1914. Scrapped 1927
Manitoba	1892	1892 - 1898	Sold to US Government and renamed USAT Logan. Sold and renamed Candler. Scrapped 1924
Manitou	1897	1898 - 1902	Ex Victoria. Transferred to Red Star Line. Requisitioned 1915 - 1919. On return renamed Poland then transferred to White Star Line in 1922. Scrapped 1925.
Marquette	1897	1898 - 1904	Ex Boadicea. Transferred to Red Star Line. Torpedoed by U-35 1915
Maryland	1886	1886 - 1912	Sold and renamed Redentore. Wrecked 1913
Maryland	1913	1913 - 1933	Scrapped 1933
Massachusetts	1891	1892 - 1898	Requisitioned by US Government and renamed USAT Sheridan. Scrapped in 1923
Massachusetts	1902	1902 - 1911	Sold and renamed Kansan. Torpedoed 1917
Memphis	1891	1907 - 1908	Ex America. Scrapped 1908
Menominee	1897	1898 - 1905	Ex Alexandria. Transferred to Red Star Line. Scrapped 1927
Mesaba	1897	1898 - 1918	Ex Winifreda. Torpedoed by UB-118 1918
Mesaba	1918	1919 - 1925	Ex War Icarus. Transferred to White Star Line and renamed Delphic. Subsequenty sold to Clan Line and renamed Clan Farquhar. Scrapped 1948
Michigan	1890	1890 - 1896	Transferred to the National Line. Sold to US Government and renamed USAT Kilpatrick. Resold and renamed Acropolis. Subsequently resold and renamed Washington. Finally sold and renamed Great Canton. Scrapped 1924
Michigan	1899	1899 - 1900	Transferred to the Dominion Line and renamed Irishman. Scrapped 1924
Michigan	1897	1914 - 1926	Ex Monmouth, ex Irishman. Sold and renamed Candido. Scrapped 1927
Minneapolis	1899	1900 - 1915	Requisitioned by UK government. Torpedoed by U-35 1916
Minnehaha	1900	1900 - 1917	Torpedoed by U-48 1917
Minnekahda	1917	1920 - 1931	Laid up and eventually scrapped in 1936
Minnesota	1887	1887 - 1926	Renamed Mahopac in 1917. Scrapped in 1926
Minnesota	1903	1917- 1923	Chartered by US government in 1919 and renamed U Troy. Scrapped 1923
Minnesota	1900	1927 - 1930	Ex Zeeland, ex Northland. Scrapped 1930
Minnetonka	1901	1901 - 1918	Torpedoed by U-64 and U-67 1918
Minnetonka	1924	1924 - 1934	Scrapped 1934
Minnewaska	1894	1897 - 1898	Ex Persia. Requisitioned by the US Government and renamed USAT Thomas. Scrapped 1928
Minnewaska	1908	1909 - 1916	Total lo after being mined by UC-23 1916
Minnewaska	1923	1923 - 1931	Sold to Red Star Line. Scrapped 1934
Mississippi	1890	1890 - 1898	Requisitioned by US government and renamed USAT Buford. Scrapped 1929
Mississippi	1902	1902 - 1906	Transferred to Red Star Line and renamed Samland. Transferred to White Star Line 1911 - 1913 and temporarily renamed Belgic. Scrapped 1931
Mississippi	1914	1914 - 1933	Scrapped 1933
Missouri	1888	1888 - 1898	Sold to US Government and renamed USAT Egbert. Sold and renamed Stanley Dollar. Wrecked 1905
Missouri	1903	1903 - 1908	Sold and renamed Missourian. Torpedoed by U-52 1917
Missouri	1913	1913 - 1933	Scrapped 1933
Mobile	1892	1892 - 1898	Sold to US Government and renamed USAT Sherman. Resold and renamed Calawaii. Scrapped 1933
Mobile	1890	1907 -1911	Ex Europe. Sold and renamed Throger. Renamed Guvernoren. Burnt at sea 1915
Mohawk	1892	1892 - 1898	Sold to US Government and renamed USAT Grant. Resold and renamed Chinouk. Scrapped 1946
Mohawk	1885	1899 - 1903	Ex Belgic. Scrapped 1903
Mohegan	1898	1898 - 1898	Ex Cleopatra. Sank 1898
Mongolia	1903	1915 - 1920	Transferred to the American Line and subsequently to the Panama Pacific Line. Sold and renamed President Fillimore. Subsequently resold and renamed Panamanian. Scrapped 1947
Montana	1887	1887 - 1913	Sold and renamed Resurrezione. Scrapped 1926
Montana	1919	1920 - 1935	Ex Defender. Scrapped 1935
Montauk	1919	1920 - 1935	Ex Champion. Scrapped 1935
Siberia	1901	1915 - 1916	Sold and renamed Siberia Maru. Scrapped 1934
Suffolk	1881	1882 - 1886	Wrecked 1886
Surrey	1881	1881 - 1889	Renamed Michigan in 1888. Sold and renamed Harry Luckenbach. Torpedoed by U-84 1918
Sussex	1882	1882 - 1885	Sank 1885

 Source: Wikipedia

Transatlantic- OCEAN STEAM NAVIGATION COMPANY, New York, 1846-1857