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Swayne & Hoyt
American steamboat company From Wikipedia, the free encyclopedia
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Swayne & Hoyt was an American steamship company based in San Francisco, California, and in operation from the 1890s to 1940.
During its tenure, the company witnessed the opening of the Panama Canal in 1914 and the massive shipbuilding program of World War I orchestrated by the United States Shipping Board which peaked in 1918 and 1919.
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In 1850 the ship brokerage firm of Hughes and Hunter was established in San Francisco. In 1865 it became Hughes & McDaniel and, in 1871, Hughes, McDaniel and Edson. In 1873 McDaniel dropped out, in 1879 Hughes dropped out. The company continued as C. A. Edson & Co. Robert H. Swayne and John C. Hoyt, former employees, took over business in 1887.[1]
Swayne & Hoyt was engaged in trade with Japan by 1896, when the company was recorded as protesting duties assessed on ceramic goods it had imported in February 1896.[2]
Swayne & Hoyt was incorporated in August 1896 as a warehouse, commission and mercantile business in the state of California with principal area of business in San Francisco, with a capital stock of $100,000 of which $25,000 had been actually subscribed.[3]
On February 27, 1897, the S&H warehouse was the scene of the "biggest opium seizure in California" ($200,000 of Chinese opium).[4]
In 1926, the company was operating the American-Australian-Orient Line which sailed to Australia, New Zealand, and Asian ports.[5] Also in the mid-1920s, Swayne & Hoyt was engaged in trade between Pacific ports and the east coast of South America.[6]
By the late 1930s, Swayne & Hoyt was engaged in intercoastal shipping between U.S. ports on the Gulf of Mexico and on ports on the Pacific coast via the Panama Canal.[7] Swayne & Hoyt v. United States challenged the legality of an order of the Secretary of Commerce to cease offering 6-month contracts to clients at a reduced rate if the clients only use the same shipping company for all their shipping during that period. The case was dismissed on the ground that Section 16 of the Shipping Act of 1916 forbids preferential treatment of any kind and that the arrangement violates unrestricted competition and furthers the establishment of a monopoly. The court conceded though that the arrangement had benefits to both the suing shipowners and their clients.
Robert H. Swayne died 8 August 1936.[8]
The business closed officially on April 30, 1940, also the date of the last traditional annual company dinner party. Final employment figures were 500 seagoing personnel and 220 in the home and branch offices.[1]
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Fleet
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Pacific Coast Trade
- new schooner Forest Home from C. A. Hooper & Co for $52,000 in September 1900[9]
- the steam schooner W. H. Kruger was built in Grays Harbor in 1899 for the Truckee Lumber Co., engine installed in San Francisco, carrying capacity of 400,000 ft of lumber. Launched circa January 1, 1900.[10] She received a 42nhp 2-cylinder engine from the Fulton Iron Works. Lloyd's has O.C. Haslett as owner in 1902 and S&H in 1903.
- the barkentine Gardiner City, built in 1880 was with the Simpson Lumber Co. in 1901 and with S&H in 1903, according to LLoyd's.
- the German ship Ebenezer (the former American Jacob L. Ridgeway, also the chosen new name) for $30,000 in September 1900[9]
- the steam schooner Albion River[11] launched March 29, 1902 in Everett, Washington[12] The Albion River was built in Everett in 1902 for the Albion River SS Co. and managed by Swayne & Hoyt.[13] The Albion River was a total loss after running aground at Bodega Head on April 3, 1903,[14] but the machinery was saved and put into a new S&H steamer building at the time at Eureka.[15]
- the (steel hulled) steam schooner Redondo arrived on August 30, 1902, 73 days after sailing from New York. To be converted to oil burner.[16] Built by Craig Shipbuilding Company in Toledo.
- the British-flag steamer Victoria and she also ran onto a beach in April (Little Bamboo Island in the Straits of Pechili), on April 9, 1903, and was subsequently sold for scrap ($3,500).[17][18]
- steam schooner Albion built at Grays Harbor, arrived 8 May 1902 after maiden voyage from Port Hadlock[19]
- 4-masted schooner Annie E. Smale built by Kruse Shipbuilding Co. of Coos Bay arrived March 19, 1903 from maiden voyage.[20] Wrecked at Point Reyes on July 9, 1910.[21]
- schooner Pomo, launched 7 October 1903 at the Bendixsen shipyard for S&H, to be fitted out as a steamer.[22] Replacement for the Albion River.[23]
- steamer W. H. Kruger was S&H property when she towed the Pomo to San Francisco.[24]
- on March 28, 1903, the Swayne & Hot fleet consisted of 5 steamers and 4 sailing vessels.[25]
- steamer Casco launched September 1906 by Kruse in Coos Bay and fitted out with machinery in San Francisco.[26]
Inter-coastal and Foreign Trade
The referenced recollection of Lloyd Swayne is not accurate.
- built by Craig Shipbuilding Company Long Beach
- some kind of shared Swayne & Hoyt ownership, Craig (shared) ownership or otherwise close association presumably applies to these long-term charters
- Alvarado, owned by the Pacific Transport Co., managed by S&H, based in San Francisco 1920 till 1922 (Lloyd's)
- Eldorado, owned by the Western Transport Co., managed by S&H, based in San Francisco(1920 till at least 1928) (Lloyd's)
- 4 ships of 3,500dwt[27]: 1
- Iris, 3,500dwt former tender sold by the government for $96,100 to S&H in July 1920[28]
- built by Albina Engine & Machine Works
- all originally owned by the Pacific Mail Steamship Company in the early 20s
- sold by (unspecified) to Hammond Lumber in 1923,[29][30] these 2 Points are a false positive
- Point Adams18, Astoria23
- Point Bonita18, San Pedro25
- bought from the Pacific Mail Line in October 1924, after having been on the Pacific Gulf route for some time as a charter.[31] sold to McCormick SS Co. in 1929[32]
- Point Judith18, Charles L. Wheeler, Jr.29
- Point Lobos18, Ernest H. Meyer29
- 7 ships of 5,500dwt[27]: 5
- all built by the Submarine Boat Corporation
- names changed again by the Coastwise Line in March 1937[33]
- bought from the USSB in 1926 by Swayne&Hoyt[34][35][a]
- Bound Brook19, Point Bonita26, Coast Banker37
- Continental Bridge19, Point Fermin26, Florida34 (to the Record Steamship Line ca. 1934)
- Holyoke Bridge20, Point Reyes26, Coast Trader37
- East Chicago20, Point Sur26, Coast Shipper37
- bought from the USSB (FY27) by Swayne&Hoyt [36]
- Federal Bridge19, Point Montara27, Coast Merchant37
- bought from the USSB (FY28) by Gulf Pacific Line[37]
- Neshobee20, Point Gorda29, Coast Miller37
- Riverside Bridge20, Point Arena29, Coast Farmer37
- 2 ships of 5,000dwt built by Mobile S.B. Co, renamed in January 1929, after recently bought from the USSB and while being reconditioned in Mobile.[38] Sold in January 1931 to McCormick[39][40]
- Minooka20, Point San Pablo29
- Houston20, Point San Pedro29
- 13 ships of 7,500dwt[27]: 5
- built by Todd Tacoma
- Ossining19, Point Lobos32 from USSB for $100,000 in April 1932[41]
- Remus19, Point Judith34 (renamed September 1934 after recently acquired from the USSB for $65,000[42])
- Red Hook20, Commercial Traveler, Nelson Traveller, Point Estero36
- Hoboken20, Commercial Spirit, Charles Nelson, Point Vincente36 (ran aground on Bona Island on March 26, 1939[43] and was not repaired)
- Pallas20, S.A. Perkins, Point Clear33
- built by Todd Seattle
- Point Bonita (Sacramento)
- Redwood Line ships (names changed May 1931[44])
- built by Downey, bought by S&H from the Finkbine-Guild Transportation Co.[45]
- Osakis19, Manhattan Island24, Point Brava31
- Dio19, Point Caleta31
- Abron18, Point Chico31
- Sabotawan19, Point Palmas31
- Dochet19, Point Salinas31
- built by Todd Seattle
- Delight19, Point Ancha31
- built by Downey, bought by S&H from the Finkbine-Guild Transportation Co.[45]
- (one missing)
- built by Todd Tacoma
In December 1939 five ships were sold to the Ocean Dominion Steamship Corporation of New York (aka the Aluminum Line): Point Brava, Point Caleta, Point Chico, Point Palmas, Point Salinas, i.e. all the Downey-built ships. The reason given by The Log was lack of freight on the line.[46]
In February 1940 the Point Bonita, Point Arena, Point Judith (then located in the Gulf) and Point Clear, Point Ancha, Point Lobos (then on the West Coast) were sold to the Greek steamship operator A. G. Pappadakis.[47]
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Pacific Coast Tramp Trade
Lines
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Albion River Steamship Company
was incorporated May 31, 1902 by Robert H. Swayne, who also incorporated the Albion & Southeastern Railroad on May 8, 1902, and had bought on April 1, 1902, the Albion River Railroad from the Albion River Lumber Co. for $67,500. The goal was a transport service from Bonneville to Albion and from thereon by ship to San Francisco.[55]
Pacific Argentine Brazil Line (1920-)
Established in 1920, first announced in May, to be on a monthly schedule, through the Magellan Strait and return through the Panama Canal or this route in reverse. Initially four newly launched ships, the Pallas and Rotarian by Todd Tacoma, the West Notus and West Norranus by Southwestern Shipbuilding in San Pedro, all owned by the USSB, all going on their maiden voyage for the Line.[56][57][58]
Seattle - San Francisco - San Pedro - Magellan Strait - Buenos Aires - Montevideo - Santos - Panama Canal - San Pedro - San Francisco - Seattle
Swayne & Hoyt was classified as a Class 8 manager and/or operator (25,000 to 49,999 dwt) by the USSB in 1920, with 32,600dwt (2 * 7,500 + 2 * 8,800 = 32,600). Barber SS Lines was the largest at that time, Class No. 2 with 344,187dwt and there was a total of 42 Class 8 operators managing 1,437,336dwt worth of USSB-owned ships.[59]
At the end of 1922 the composition of the ships was changed, three combined Passenger / Cargo liners with refrigerated cargo holds were allocated by the USSB: President Hayes, President Harrison and Susquehanna,[68] which were to operate alongside 2 cargo ships.[69]
Pacific Caribbean Gulf Line (1920-1926)
Establishment of the line was first announced on July 13, 1920, by Charles Brown of S&H. First ship was to be the Eldorado sailing from New Orleans in August, followed by the Alvarado in September.[70] The Iris was added to serve the route on September 11, after finishing repairs in Long Beach.[71]
The Colombian ports of Cartagena and Barranquilla were also served on a regular basis, Cuba and other West Indian ports were considered opportunities from the start, if the business conditions allowed. Round-trip time was on the order of two and a half months.[72]
A perennial advertisement in Traffic World started appearing in August 1920, listing (updated) approximate departure dates of named ships. The J.H.W. Steele Company (630 Common Street, New Orleans, La.) acted as agents in Gulf ports.[73]
The Alvarado was delayed due to lack of freight. The New Orleans Chamber of Commerce was urging shippers to make use of the new service.[74] Alvarado departed New Orleans on October 13 for Cartagena[75] and crossed the Panama Canal on October 28.[76] Swayne & Hoyt announced in November that despite rumors the new service would be made permanent.[77]
Gulf Pacific Line (1926-)
The successor to the Pacific-Caribbean-Gulf Line, effective September 1, 1926.[78]
Effective November 1, 1930 the Redwood Line with 6 ships and the Gulf-Pacific Line with 7 ships merged with stocks on ships exchanged on a tonnage basis. Gulf Pacific was operating 9 ships (presumably this refers to the Point San Pablo and Point San Pedro) at the time on the line. The transfer was applied to ships sailing from Puget Sound, after November 1.[79]
The Point Ancha, sailing September 20, 1932 marked the beginning of a new passenger and freight service between Pacific Coast ports and Baranquillo, Kingston, Tampico (definite), Cartagena, Curaçao (Dutch West Indies), Vera Cruz, Port-au-Prince and Manzanillo (probable).[80]
Water Carrier Agreements
Agreements approved by the Department of Commerce or the Shipping Board (SB).
Pacific Australia Line
Las Vegas (Los Angeles SB), Vinita (Long Beach SB), West Cahokia (Western P&S), West Islip (Ames), Hollywood (Southwestern), all owned by the USSB.[95]
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Agency
For the Calmar Line in Seattle, Portland, Oakland, San Francisco, Los Angeles,[96] from at least Jan 1931 to at least Dec 1933.
Gulf Intercoastal Conference
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