In 1850 the Collins line was formed, with a large Government subsidy. In the same year the Inman line was established, with screw steamers built of iron—two differences from the prevailing construction, which were to bear so powerful an influence in a few years against the success of steamers of the type brought out by the Collins company. In 1858 came the North German Lloyd, with the modest beginnings of its now great fleet, and in 1861 the French Compagnie Transatlantique. In 1863 the National line was established; in 1866 the Williams & Guion (now the Guion), which had previously existed as a line of sailing-packets; and in 1870 the White Star.
These are those in which we are most interested, as they touch our shores; but in the interval other lines were directed to all parts of the world, few seaports remaining, of however little importance, or lying however far from civilization, that cannot now be reached by regular steam communication.
The establishment of the Collins line was one of the great events of steamship history. We had been so successful upon our coasts, rivers, and lakes, that it was but natural we should make some effort to do our part with steam upon the greater field of international trade. It was impossible that the monopoly which had existed for ten years in the hands of the Cunard company should not be combated by some one, and with the advent of the Collins line came a strife for supremacy, the memories of which are still vivid in the minds of thousands on both sides of the Atlantic.
The Cunard company at this time had increased their fleet by the addition of the America, Niagara, Europa, and Columbia, all built in 1848. Their machinery did not differ materially from that of the preceding ships, in general design, but there had, in the course of practice, come better workmanship and design of parts, and the boiler pressure had been increased to 13 pounds, bringing the expenditure per horse-power down to 3.8 pounds per hour. In these ships the freight capacity had been nearly doubled, fifty per cent. had been added to their passenger accommodation, and the company was altogether pursuing the successful career which was due a line which could command $35 a ton for freight from Liverpool to New York—a reminiscence which must make it appear the Golden Age to the unfortunate steamship-owner of to-day, who is now most happy with a seventh of such earnings.