American President Lines, LLC (APL, formerly American President Lines Ltd.), is an American container shipping company that is a subsidiary of French shipping company CMA CGM. It operates an all-container ship fleet, including nine U.S. flagged container vessels.[1]
In 1938, the U.S. government took over the management of the Dollar Steamship Co., which was in financial difficulties and transferred their assets to the newly formed American President Lines.[2] In 1997, Singaporean shipping company Neptune Orient Lines (NOL) acquired APL, eventually moving APL's headquarters to Singapore. In 2016, CMA CGM acquired NOL, parent company of APL.[3][4]
SSCalifornia, Pacific Mail's first ship, that departed New York almost empty, before being filled with hopeful gold miners heading for California Gold Rush starting in 1848.
The Pacific Mail docks in San Francisco, circa 1860s. Two steamships are shown, both of which are in Trans-Pacific service at the time.
Prior to founding Pacific Mail, Aspinwall had extensive experience in the shipping business as a partner in Howland & Aspinwall. Howland & Aspinwall operated some of the most famous clipper ships ever built. In 1845, while it already owned the Ann McKim, which was regarded as the fastest ship afloat, the firm built the Rainbow, which was even faster. The Rainbow is considered to be the first of the extreme clippers, which were the racehorses of the sea. The next year, the company had the Sea Witch built, which set a speed record from China to New York that still stands.[9]
Clipper ships sacrificed cargo capacity for speed, but in some markets, the fast service allowed their owners to charge premium rates (e.g. tea from China tasted better if it was fresh, so the cargo on the first ship of the season to arrive in New York was worth more). Also, faster speed meant that the vessel could complete more voyages in a given time period, which compensated for the diminished cargo capacity.
When in 1850, the Pacific Mail Steamship Company established a competing line to the U.S. Mail Steamship Company between New York City and Chagres, George Law placed an opposition Pacific Line of steamers (SS Antelope, SS Columbus, SS Isthmus, SS Republic) in the Pacific running from Panama City to San Francisco. In April 1851 the rivalry was ended when an agreement was made between the companies, the U.S. Mail Steamship Company purchased the Pacific Mail steamers on the Atlantic side (SS Crescent City, SS Empire City, SS Philadelphia), and George Law sold his ships and new line to the Pacific Mail.
By 1850 Pacific Mail maintained a monopoly over the Panama-Oregon trade, helped by the purchase of two steamers from Empire City Line. Large numbers of prospective gold miners paying for passage to California had meant that by 1850, the capital of Pacific Mail had increased from $400,000 to over $2 million. Pacific Mail also ordered four new ships, designed to meet the needs of trade to and from California, and opened ship depots at Panama City and Benicia, California. Aspinwall invested in the Panama Railroad Company, which would replace old wagon trails across the Isthmus, cutting travel time from four days to four hours. In 1852 George Law went into partnership with Aspinwall and developed its eastern terminal next to the wharf at Aspinwall, Columbia, then sold his interest in 1853. This line was completed in 1855, and coordination between steamships and this line meant the travel time from San Francisco to New York was cut to 21 days.
In 1856, Aspinwall retired from the position of president of the Pacific Mail Company, with the former secretary, William H. Davidge, taking the presidency. Under his control, the company's capital doubled, to $4 million, but the major turning point of his presidency of the company was in 1858, when Pacific Mail's contract with the government expired. At the same time, the contract of the U.S. Mail Steamship Company also expired. This company had been providing the ships for the New York to Panama route and went out of business in 1859. A through service was deemed necessary (and profitable), and the company bought three new ships: the SS Adriatic, SS Atlantic and SS Baltic, all of which had formerly belonged to Collins Line. Competition from the other Atlantic steamship lines was fierce, however, and within a few years, the route on the Atlantic side was pulled.[5][7]
During the American Civil War (1861–65), Pacific Mail used its steamers to transport gold to the East Coast to support the Northern cause. The company also received the SS Colorado, launched from the same shipyard as the SS California. By the end of the war (1865), under the new presidency, Pacific Mail purchased its competitor, Atlantic Mail Steamship Company, which at this point was providing service from New York to the Isthmus. This in turn meant that, at last, Pacific Mail was able to provide complete service from New York to the West Coast via the Isthmus, without competition.[7]
In 1866, the Federal government of the United States awarded the first mail contract of $500,000 per annum between San Francisco and the Far East — namely Hong Kong via Japan and the Sandwich Islands (later known as the Hawaiian Islands)—to Pacific Mail. The SS Colorado was pulled from the original New York–San Francisco route to be used on the new route from San Francisco to China and Japan. The Colorado was outfitted with a mizzen mast and more coal storage for the voyage, and in 1867, became the first steamship to run a regular service across the Pacific Ocean, running from San Francisco to Yokohama, Japan and onward to Hong Kong. Pacific Mail also ordered four new ships to run on this route: the SS China, SS Japan, SS Great Republic and SS America. These ships were ordered at a cost of $1 million, and the capital of the company was increased to $20 million to cover this cost.[5][7][8]
By 1867, the company was running four different lines:
The Atlantic Line, between New York and Aspinwall, Panama. This ran thrice monthly.
The Pacific Line, which linked with the Atlantic Line, which ran between Panama and San Francisco, stopping at Acapulco and Manzanillo. This route also ran thrice monthly, except for the latter, which ran once monthly.
The China Line, between San Francisco and Hong Kong, stopping at Yokohama. This ran once monthly. This linked with the Pacific Line.
The Shanghai Line, which ran between Yokohama and Shanghai, via Nagasaki. This also ran once monthly, linking with the China Line.
SS Mongolia, one of Pacific Mail's fastest and largest ships, is depicted on an advertisement for the company's trans-Pacific service.
Through these links, freight could be moved from New York to Yokohama in 42 days, to Shanghai in 47 days and Hong Kong in 50 days, including all detentions. In this same year, the company owned 25 ships, with a combined tonnage of 61,474 tons.[5]
In 1869, the completion of the Transcontinental Railroad meant that the passenger traffic on the Panama route declined. In 1872, the U.S. government doubled the subsidy on mail transported by Pacific Mail, although it required the doubling of service and the modernization of the fleet. Therefore, in 1873, Pacific Mail took delivery of the first of 11 iron–hulled, screw-powered steamships, the City of Peking. In 1875, William Henry Aspinwall, died on January 18 at the age of 68, but Pacific Mail continued on, and soon began service to Australia and New Zealand.[7][10]
During the 1880s Pacific Mail modernized its ships with steel hulls, replacing the old iron vessels, and installed electric lighting by Thomas Edison on the SS Columbia, making it the first ship to have electrical power in the world. In 1893, the Southern Pacific Co. acquired control over the Pacific Mail. In 1902, Pacific Mail launched the SS Korea and SS Siberia, which were its first steel-hulled ships, followed by SS Manchuria and SS Mongolia in 1904. These ships were the largest and fastest passenger-freight ships in the Pacific, the latter two measuring more than 13,600 gross tons, larger than any other ship the company owned at the time.[2][7][10][11]
In 1912, Congress banned ships owned by railroads from using the Panama Canal, and so Pacific Mail was sold to W. R. Grace and Company, where it operated as a subsidiary from 1916 till 1925, when the company's trans-Pacific fleet was bought over by the Dollar Shipping Company for $5,625,000 in cash.[12]
Meanwhile, Captain Robert Dollar purchased his first ship, marking the beginning of his shipping empire. Dollar was born in Falkirk, Scotland in 1844, moving to Canada at the age of 11, where he worked in a lumber camp. Following this, in 1893, he purchased his own sawmill on the Pacific Coast. Due to unreliable shipping timetables, he found it hard to ship his lumber from the Pacific Northwest down the coast towards California. Hence, in 1893[7][13] Dollar bought a 120-foot (37m) steam schooner called Newsboy. This led to the establishment of the Dollar Steamship Company (commonly known as "Dollar Line") on August 12, 1900, which soon grew to have a large fleet of schooners transporting lumber to market.[2][7][10][13]
Mae Dollar
In 1902, Dollar sailed to Asia for the first time on a Pacific Mail ship, SS China, to prospect potential lumber markets on the other side of the Pacific. He began to acquire a number of ships, and began his trans-Pacific shipping with a chartered voyage to Yokohama, Japan and the Philippines, marking his entry into international shipping. During World War I, Dollar ordered the construction of $30 million worth of ships in China, and in 1923 bought seven "502 President Type" liners from the U.S. Shipping Board, pioneering his round-the-world service, marked by the departure of President Harrison on January 5, 1924. These were all named after U.S. presidents, a tradition that Dollar Shipping continued until its end.[2][10][13]
Janet DollarA Dollar Line "President 535" Liner, from a 1926 brochure.
This was followed up in 1925 by the purchase of eight more "535 President Type" liners from the Shipping Board, which had previously been run by Pacific Mail. Dollar Shipping bid much lower than Pacific Mail for the ships—on the order of $1 million—but Pacific Mail's offer included stocks as well as cash. Thus, the Shipping Board declared that Pacific Mail was unable to meet the terms of tender, and awarded $30 million worth of ships to Dollar Shipping. This naturally caused troubles for Pacific Mail, and it was taken over by Dollar Shipping the same year, although Dollar had ordered his sons to begin buying stock of the company in 1920. In 1922 the Dollar Line also acquired the Admiral Oriental Line and renamed it the American Mail Line, making Dollar one of the most profitable shipping companies in the world.[2][10]
Dollar Line continued expanding its business in the late 1920s, buying five more "535 President Type" ships in 1926. In that year, Dollar Line carried over 45,000 passengers and had a gross revenue of $6 million. Dollar encouraged others to invest in Asia with his booklet, "Have You Investigated the Oriental Market for Your Product?", helping to open up Asia to 20th-century industry. The Merchant Marine Act of 1928 (also known as the Jones–White act) also helped Dollar Line, allowing it to sign a lucrative new mail contract and requiring it to build new ships to meet demand.[2][10]
On May 16, 1932, Robert Dollar died at the age of 88 and was succeeded by his son, Robert Stanley Dollar. The company began a steady decline. The faltering Dollar companies were now faced with sharply increased operating costs. In December 1937 President Hoover ran aground off the east coast of Taiwan, and was written off as a constructive total loss. By 1938 The company was $7 million in debt, with interest increasing this by $80,000 per day. In June 1938 President Coolidge was arrested (seized under admiralty law) in San Francisco for a £35,000 unpaid debt.[19]
American President Lines
Old House flag of American President Lines, adopted in 1938.
In August 1938, the United States Maritime Commission judged the Dollar Shipping Company unsound and assumed control over it, appointing William Gibbs McAdoo to succeed R. Stanley Dollar and Joseph R. Sheehan as the new president of the line. The first item of business was an amendment to the corporate charter, renaming the line as "American President Lines".[2][18] American Mail Line was also sold to tobacco magnate Richard J. Reynolds and reorganized as an independent company. With that the Dollar Steamship, a long potent force in American shipping, became part of maritime history.[20]
By 1940, the U.S. government had commissioned 16 new ships for APL, continuing the "president" naming of ships, one of these examples being SS President Jackson, a C-3 class merchant vessel. In 1941, the U.S. entered World War II, and in 1942 the War Shipping Administration was created, of which APL was an agent. APL worked on the management of some of the Administration's ships, maintaining and overhauling them as well as crewing them and being responsible for the handling of cargo and passengers. APL's own ships were used, in addition to the many Liberty and Victory ships that were built. In 1944, an additional 16 ships were built specifically for APL, including SS President Buchanan, a Victory class vessel. At the end of the war in 1945, the company's assets were valued at $40 million.[2][21]
In 1945, R. Stanley Dollar, son of Robert Dollar, initiated court proceedings in the form of the Dollar case, in an attempt to force the return of the company from the government to his family. This case would last seven years, with the government continuing the operation of APL in the meantime. APL restarted its round-the-world passenger service, and launched the SSPresident Cleveland and SSPresident Wilson the next year, which were advertised as "your American hotel abroad." In the 1950s, the company again expanded, building more ships; 11 were built between 1952 and 1954. These included C-4 class cargo ships. Also, a settlement was finally reached in the Dollar case. Rather than the Dollar family taking back the company, it was sold to a group of investors led by Ralph K. Davies for $18.3 million.[2][21] At this time Davies also acquired control of American Mail Line with the aim of reintegrating it into APL.
In 1958, the company began investigating the possibility of containerization, and sent research teams into 28 major ports. Following their reports, Davies began integrating containers into the company's business. By 1961, the company had begun launching ships capable of container transport, the first two of these being the combination break-bulk - container vessels SS President Tyler and SS President Lincoln. Ports also began adapting to the new container-based system, although many potential customers were still wary. By the end of the decade, the company was still launching combination ships rather than fully cellular container ships as already employed by several U.S., British, European and Japanese lines, yet by 1969, 23% of the company's business moved via container.[2][21][23]
A 20 ft APL container mounted onto a chassis is parked at a warehouse loading dock in the United States.
The increasing use of air travel meant that the company's passenger services had steadily been declining throughout the 1960s, and by 1973, the last APL liner, the SS President Wilson, completed her final round-the-world trip and was sold off. Also in 1973, American Mail Line was fully absorbed into APL, and its ships were subsequently given traditional "President" names. By 1971, the use of containers had again increased; 58% of the company's business moved via container. During the early 1970s, the company converted many of its traditional break-bulk freight and combination ships into more efficient container-only ships, and ordered four new-built container ships. In 1977, however, the line pulled back from worldwide freight service to focus on purely trans-Pacific routes. In 1978, the company began work on the concept of seamless integrated intermodal service in the U.S. market: the idea of moving containerized goods via ship, train and truck under one company identity. By 1979, APL started the LinerTrain,[21][23][24] a direct rail land-bridge service transporting containers from Los Angeles to New York using its own rail cars, leading to the most reliable delivery of containers of the time. At the same time, the company built its three largest vessels to date: three C-9 class diesel-powered container ships, the first of which was the President Lincoln.[21][23][24]
In 1984, the company started StackTrain service,[21][23][24][25] an idea following on from the successful LinerTrain venture. This involved using double-stack rail cars that could carry containers stacked one on top of another rather than carrying just a single level of containers. Each rail car had a well that held the bottom container, thereby lowering the two stacked containers to reduce their combined height to fit within rail line clearances, hence the common name for double stack cars: "well cars." Double-stacking containers in well cars was developed in the late 1970s and first deployed in 1981, but APL was the first shipping line to fully embrace and exploit the concept. APL's cars were developed and manufactured by Thrall Car, while line-haul rail service was initially provided by the Union Pacific Railroad and Chicago and North Western Railway, and eventually by Conrail once track clearances were enlarged.[21][23][24]
Double-stacking containers greatly improved operating efficiency by reducing train length and the number of axles per container, thus saving fuel per ton-mile. Another benefit was created by permanently joining five cars in a set. This reduced the number of couplers, which reduced slack action. Slack is created in any train by the couplers between the cars being stretched and compressed, and in long, heavy trains this can be quite a powerful force. By reducing slack action, the damage caused to the freight transported in containers is also reduced.[24]
At the same time, the company continued to modernize its fleet, with ever-larger and faster ships, all of which were outfitted for container transport. APL also started a door-to-door service, known as the Red Eagle service. Another initiative was to introduce larger container sizes: 45-foot (14m) containers in 1982, 48-foot (15m) containers in 1985 and 53-foot (16m) containers in 1988. Also in 1988, the company developed post-Panamax vessels, those too large to transit the Panama Canal. These ships were 903 feet (275m) long and 129 feet (39m) wide, with the ability to carry 4,300 TEUs, a TEU being an arbitrary container unit 20 feet (6.1m) long. All these developments led APL to be declared an industry leader in 1989, with the award of the "Admiral of the Ocean Sea Award" by the United Seamen's Service to the president, W. Bruce Seaton.[21][23][24][25]
Container ship APL Turquoise is moored in Bremerhaven, Germany.
The 1990s were a period of continued growth for APL. It still clung to the tradition of naming ships after U.S. presidents, and it had a fleet of 20 fully containerized ships at this point with a combined capacity of 20,000 TEUs. In 1990, APL had a special request for Union Pacific 3985 to pull a 143-car doublestack train between Cheyenne, Wyoming and North Platte, Nebraska.[26] In 1991, APL started stack train service from Chicago to Mexico, serving Chrysler auto plants, as well as providing general service. The company also invested heavily in information technology, using this to keep track of its ever-growing fleet of trains, containers and ships. This has been continually upgraded ever since.[21][23][24]
In 1993, the company continued to increase its revenues, and entered a 30-year agreement with the Port of Los Angeles to open a new terminal, at a cost of $70 million. The next year, it almost doubled the size of its Seattle terminal as well, increasing it from 83 acres (340,000m2) to 160. The company became the first shipper to open a website in 1995, and offered online shipment transactions. In 1997, the company was bought by Neptune Orient Lines for $285 million, at a cost of $33.50 per share.[23][24] In 1998, the APL vessel APL CHINA encountered a storm south of the Aleutian Islands. The losses to the cargo, with 388 containers going overboard and many others damaged as well as damage to the ship, initiated $50 million in lawsuit claims against APL. This may have been the largest maritime shipping loss in history.[27][28]
In 1999, the stack train franchise was sold off to Pacer, and is now known as Pacer Stacktrain. In the new millennium, the company's business began to falter. In 2001, parent company NOL reported losses of $57 million, followed by an amazing loss of $330 million in 2002. At this same time, APL's sales dropped from $3.8 billion in 2000 to $3.4 billion in 2002. Acting CEO Ron Widdows began a campaign of cost cutting and sped up decision making, and since 2003, the company has been making money again. In 2005, the company introduced the "Real-Time Locating System" using RFID tags, which accurately recorded the position of every container within the system, reducing delays and lost containers—APL's Global Gateway South terminal in Los Angeles now moves 1.65 million TEUs annually.[21][23][24][29]
In 2009, APL and other Neptune Orient business moved to a new headquarters in Singapore. Previously, APL had been based in Oakland, California.[30]
Container ship APL Savannah is seen departing from Fremantle, Australia.
On June 10, 2016, APL and NOL became subsidiaries of CMA-CGM when over 90% of Singapore stocks were purchased by the container line.[31] Later that year, CMA CGM subsidiary U.S. Lines as well as the transpacific business of ANL was consolidated into APL.[32]
In November 2016, the Hong Kong Customs and Excise Department seized a shipment of nine Terrex APC vehicles, along with other equipment, belonging to the Singapore Armed Forces at the Kwai Tsing Container Terminal (formerly Kwai Chung Container Terminal).[33] The shipment was seized because APL, which had been engaged by the Singapore military to handle the shipment, did not have the appropriate permits for the vehicles and equipment.[34] In January 2017, it was announced that Hong Kong Customs would be returning the military equipment to Singapore, and that APL would be working with the Hong Kong authorities to ship the vehicles and related equipment back to Singapore. Commissioner of the Customs and Excise Department, Roy Tang Yun-kwong, added that APL would likely face criminal charges for breaching Hong Kong Law in this incident.[35] In 2019, American President Lines and the captain of the involved ship was charged with violating the Import and Export (Strategic Commodities) Regulations, which they both pleaded not guilty to. In April 2019, they were found guilty,[36] with American President Lines sentenced to 90,000 HKD in fines (10,000 HKD for each vehicle), and the captain sentenced to 9,000 HKD in fines (1,000 HKD for each vehicle) and 3 months of jail time (suspended for 1.5 years).[37]
In January 2017, container ship APL Denver collided with Wan Hai 301, a ship belonging to Singapore, off Pasir Gudang Port in Johor, Malaysia. The accident occurred because APL Denver had crossed the path of Wan Hai 301 while it was moving through the separation scheme. APL Denver was heavily damaged, with at least 300 tonnes of oil spilled into the water near Pasir Gudang Port.[38]
Since October 2020, APL has focused exclusively on U.S. Government business - leaving CMA CGM as the sole brand in the transpacific.[39]
Terminals
APL operates marine terminals at ten strategic points around the world.
The Panama Canal Railway is a railway line linking the Atlantic Ocean to the Pacific Ocean in Central America. The route stretches 47.6 miles (76.6 km) across the Isthmus of Panama from Colón (Atlantic) to Balboa. Because of the difficult physical conditions of the route and state of technology, the construction was renowned as an international engineering achievement, one that cost US$8 million and the lives of an estimated 5,000 to 10,000 workers. Opened in 1855, the railway preceded the Panama Canal by half a century; the railway was vital in assisting the construction of the canal in the early 1900s. With the opening of the canal, the railroad's route was changed as a result of the creation of Gatun Lake, which flooded part of the original route. Following World War II, the railroad's importance declined and much of it fell into a state of neglect until 1998, when a project to rebuild the railroad to haul intermodal traffic began; the new railroad opened in 2001.
Neptune Orient Lines Limited (NOL) was a Singaporean container shipping company. It was founded in 1968 as Singapore's national shipping line, but was later sold as a subsidiary to French shipping company CMA CGM in 2016. On 1 October 2020, NOL was restructured into a regional hub and was renamed to CMA CGM Asia Pacific Limited.
United States Lines was the trade name of an organization of the United States Shipping Board's (USSB) Emergency Fleet Corporation (EFC), created to operate German liners seized by the United States in 1917. The ships were owned by the USSB and all finances of the line were controlled by the EFC. Among the notable ships of this period was Leviathan, a contender for largest ship in the world for a time.
CMA CGM is a French shipping and logistics company founded in 1978 by Jacques Saadé.
The Pacific Mail Steamship Company was founded April 18, 1848, as a joint stock company under the laws of the State of New York by a group of New York City merchants. Incorporators included William H. Aspinwall, Edwin Bartlett, Henry Chauncey, Mr. Alsop, G.G. Howland and S.S. Howland.
Messageries Maritimes was a French merchant shipping company. It was originally created in 1851 as Messageries nationales, later called Messageries impériales, and from 1871, Compagnie des messageries maritimes, casually known as "MesMar" or by its initials "MM". Its rectangular house flag, with the letters MM on a white background and red corners, was famous in shipping circles, especially on the Europe-Asia trade lanes. In 1977 it merged with Compagnie générale transatlantique to form Compagnie générale maritime. In 1996 CGM was privatized and sold to Compagnie Maritime d'Affrètement (CMA) to form CMA CGM.
SS Mongolia was a 13,369-ton passenger-and-cargo liner originally built for Pacific Mail Steamship Company in 1904. She later sailed as USS Mongolia (ID-1615) for the U.S. Navy, as SS President Fillmore for the Dollar Line and as SS Panamanian for Cia Transatlantica Centroamericano.
Robert Dollar, also known as Captain Robert Dollar (1844–1932), was a Scots-American industrialist born in Bainsford, Falkirk, Scotland. The title "Captain" was honorary and he was called the "Grand Old Man of the Pacific". Both were bestowed after his entry into the shipping industry. Dollar became a lumber baron, shipping magnate, philanthropist; he was also a Freemason. His biography and an extensive introduction by him is contained within the book, Men Who Are Making the West 1923.
SS President Cleveland was originally built as Golden State for the United States Shipping Board (USSB), one of the planned World War I troop transports converted before construction into passenger and cargo vessels launched as Emergency Fleet Corporation Design 1029 ships first known, along with the smaller Design 1095 versions, in the trade as "State" ships due to names assigned for the nicknames of states and later as "535s" for their length overall. Almost all ships of both designs were renamed for United States presidents by May 1921, with Golden State being renamed President Cleveland. As one of the USSB-owned ships operated by agents of the board, President Cleveland was allocated to and operated by the Pacific Mail Steamship Company until sold by the USSB to the Dollar Steamship Line in 1925. After the demise of that line and creation of a new, replacement line, American President Lines, the ship remained with that line until government acquisition for the Second World War.
William Henry Aspinwall was a prominent American businessman who was a partner in the merchant firm of Howland & Aspinwall and was a co-founder of both the Pacific Mail Steamship Company and Panama Canal Railway companies which revolutionized the migration of goods and people to the Western coast of the United States.
SS Manchuria was a passenger and cargo liner launched 1903 for the San Francisco-trans Pacific service of the Pacific Mail Steamship Company. During World War I the ship was commissioned 25 April 1918–11 September 1919 for United States Navy service as USS Manchuria (ID-1633). After return to civilian service the ship was acquired by the Dollar Steamship Line in 1928 until that line suffered financial difficulties in 1938 and ownership of Manchuria was taken over by the United States Maritime Commission which chartered the ship to American President Lines which operated her as President Johnson. During World War II she operated as a War Shipping Administration transport with American President Lines its agent allocated to United States Army requirements. After World War II, she was returned to American President Lines, sold and renamed Santa Cruz. The liner was scrapped in Italy in 1952.
U.S. Mail Steamship Company was a company formed in 1848 by George Law, Marshall Owen Roberts and Bowes R. McIlvaine to assume the contract to carry the U. S. mails from New York City, with stops in New Orleans and Havana, to the Isthmus of Panama for delivery in California. The company had the SS Ohio and the SS Georgia built in 1848, and with the purchased SS Falcon in early 1849 carried the first passengers by steamship to Chagres, on the east coast of the Isthmus of Panama. Soon the rapid transit time the steamship lines and the trans isthmus passage made possible when the California Gold Rush began made it a very profitable company.
George Law was an American entrepreneur and failed presidential candidate for the American Party in the 1856 United States presidential election from New York.
Howland & Aspinwall was a merchant firm based in New York City in the 1830s and 1840s. It specialized in the Pacific Ocean trade, especially the importing of goods from China. It is best known for taking a pioneering role in the financing of clipper ships, especially the American-built Rainbow and Sea Witch.
Jacques Rodolphe Saadé was a French-Lebanese billionaire businessman. He was the founder and chairman of the CMA CGM, a French container transportation and shipping company, the fourth largest in the world as of June 2020.
SS California was one of the first steamships to steam in the Pacific Ocean and the first steamship to travel from Central America to North America. She was built for the Pacific Mail Steamship Company which was founded April 18, 1848 as a joint stock company in the State of New York by a group of New York City merchants: William H. Aspinwall, Edwin Bartlett, Henry Chauncey, Mr. Alsop, G.G. Howland and S.S. Howland. She was the first of three steamboats specified in a government mail contract to provide mail, passenger, and freight service from Panama to and from San Francisco and Oregon.
The Occidental and Oriental Steamship Company was an American shipping company founded in 1874 by US railroads wishing to provide competition to the Pacific Mail Steamship Company which had not complied with its obligations to them. Chartering vessels from different companies, the most important being the British White Star Line, the company quickly became financially successful, against the expectations of its founders.
COSCO SHIPPING Lines Co., Ltd. is a Chinese international container transportation and shipping company. It is a subsidiary of COSCO Shipping Holdings, and its parent company is China's state-owned COSCO Shipping.
American Mail Line of Seattle, Washington was a commercial steamship service with routes to and from Seattle, Washington and the Far East. American Mail Line was founded in 1920, by Pacific Steamship Company also with a $500,000 investment from Dollar Shipping Company. The American Mail Line operated regular service until June 1938. American Mail Line was not profitable and ran with subsidies from Dollar, due to the cancellation of the ocean mail contracts. American Mail Line - And their affiliate Dollar Steamship Lines operated Trans-Pacific Routes, primarily from China and Japan to Canada and the United States. Some of the American Mail Line ships come for the Admiral Oriental Company when Dollar became the owner of Admiral Oriental Line. Admiral Oriental Line formed by H. F. Alexander was acquired in 1922 and renamed the American Mail Line
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