File:Ocean and inland water transportation (1911) (14761655721).jpg

Identifier: oceaninlandwater00john (find matches)
Title: Ocean and inland water transportation
Year: 1911 (1910s)
Authors: Johnson, Emory Richard, 1864-1950
Subjects: Transportation Inland navigation -- United States
Publisher: New York : D. Appleton
Contributing Library: University of California Libraries
Digitizing Sponsor: MSN

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Images: All Images From Book
Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
ngine, the introduction of which is just beginning,promises not only to increase appreciably the speed ofocean vessels, but also to reduce the unpleasant jarringmotion of the ship caused by the powerful reciprocatingengines now employed to secure high speed. The technical development of the ocean passengerservice has been the cause and consequence of the rapidincrease in the volume of ocean travel. Since 1880, theannual number of Americans taking cabin passage abroadhas more than trebled, and the number of immigrantsentering the United States each year has more thandoubled. In 1904, the cabin passengers departing fromthe seaports of the United States numbered 184,613; thenumber of passengers other than cabin was 323,591,making a total of 508,204. The arriving cabin passen-gers numbered 175,818, and the immigrants 812,870,making a total of 988,688 arrivals. In 1905 the tide ofimmigration rose even higher, and over a million steeragepassengers—1,026,499—were admitted. The total num-
Text Appearing After Image:
90 OCEAN AND INLAND WATER TRANSPORTATION ber of inbound passengers in 1905 was 1,194,648. Thenumber of passengers departing from the United Statesthat year was 536,151, making the total jiassenger trafficof 1905, 1,730,799. . The third-chiss or steerage passengers far outnumberthose who travel in the first and second cabins. Thesteerage business is also more profital)le to tlie steamshipcompany. The steerage passenger pays a low rate of aboutone third the average fare charged the first and secondclass, but his accommodations occupy little space, and thec()m))any s))ends relatively little on his table and his state-r(jom. The large passenger steamer can readily carry fouror five steerage passengers for each person in the cabins,and the steerage expenses will be much less than the cabinexpenses. The steerage traffic is so profitable that thesteamship lines between Europe and the United Statescompete keenly for this business, and the low fares andcomparatively comfortable accommodations

Note About Images