# The New International Encyclopædia/Transportation

Edition of 1905. See also Transport on Wikipedia; and the disclaimer.
​TRANSPORTATION. The carrying of persons and goods from place to place. The part which transportation plays in the practical life of a community depends most directly upon the complexity of its economic system. Wherever the division of labor and the localization of industry have reached a high degree of development transportation necessarily attains a correspondingly high development. The rise of industry on a great scale and the creation of efficient means of transportation mutually condition each other.
More than a thousand years before our era Phœnician ships were trading in the Mediterranean, and later along the shores of the same sea the Greek cities built up their colonial and trade system. Rome was relatively late in developing maritime traffic, but by the time of the Empire an extensive commercial system had arisen, bringing to Rome the raw produce of Sicily and North Africa, and extending westward even beyond Gibraltar. Ancient land transport was comparatively insignificant. The Greek roads were chiefly to sacred places, such as Delphi, and their economic importance was small. The Roman roads were established for military rather than economic reasons, but they were vastly more extensive. Centring at Rome, they not only stretched through Italy, but (under the Empire) to Constantinople and Asia Minor, along parts of the north coast of Africa, westward to Spain, over the Alps to Gaul, and through Britain. Excellent as these roads often were, their method of construction was wastefully expensive from the modern standpoint.
The return to a more primitive economy in the early Middle Ages meant that for a time transportation should cease to play any important part in the economic life of Europe. The salient points in the story of its gradual revival are the stimulus given by the Crusades to trade with the East, the consequent growth of the Italian cities, and, in the twelfth century, the formation of the great trade league (Hansa) of the North European towns. Although the rise of towns and the establishment of fairs made a certain amount of land or river transport necessary, it was slow, insecure, and costly, and, at least on the Continent, was subject to burdensome and arbitrary tolls. The destruction of the Eastern caravan routes through the Turkish and Mongol invasions gave especial importance to the discovery of an ocean route to the Indies made by Portuguese navigators at the end of the fifteenth ​century. The introduction of the compass made trans-oceanic voyages readily possible. The discovery of America made them profitable, and helped to shift the centre of trade from the Mediterranean to the Atlantic, from the Italian cities to the Portuguese, the Spanish, and the Dutch. The growth of colonial empires, based essentially on transportation, marks a most important era in the world's economic history.
Land transport lagged far behind that on the sea. With the growth of centralized nations a political motive arose for the improvement of roads and of internal trade. Under Louis XIV. (1643-1715), during the Ministry of Colbert, the French roads were greatly bettered, and many of the local tolls were put aside. In England little effective action was taken by the central Government, and, despite many ‘Turnpike Acts’ (granting rights to levy tolls in return for maintaining roads) the English highways remained poor throughout the eighteenth century, till the efficient road-making methods of McAdam (1756-1836) and Telford made possible the great improvements of the nineteenth. In the United States, as in England, private or local activity has been chiefly relied on for road-making. Private turnpikes were constructed in colonial times, and during the ‘internal improvement’ era, after 1800, Federal roads were built. Road-building has been recently carried on systematically in many parts of the United States.
The slowness and costliness of land transportation, even in the eighteenth century, made it impossible to convey ordinary goods any long distance. An era of canal-building, which began in England soon after 1750, met in part the increasing need of the growing industrial centres for communication with one another and with the sea. The same movement appears in the United States in the first quarter of the next century. With the rise of the factory system following 1760, with the application of steam power to mining and manufactures, and the possibilities of machine production on a large scale, came an imperative need for more rapid and more adequate means of transport, which only the railroad and the steamship could supply. Through them, in the nineteenth century, international industry has been made possible.
The following table, from the Report of the United States Commissioner of Navigation (1902), shows the Merchant Marines of the World, according to Lloyd's Register (1902-03). Only vessels of over 100 tons are included.
Total :
| COUNTRY | Number | Net tons | Number | Gross tons | Number | Tonnage |
| British: | | | | | | |
| United Kingdom | 1,685 | 1,533,480 | 7,358 | 12,897,592 | 9,043 | 14,431,072 |
| Colonies | 1,004 | 360,962 | 994 | 754,863 | 1,998 | 1,115,825 |
| Total | 2,689 | 1,894,442 | 8,352 | 13,652,455 | 11,041 | 15,546,897 |
| United States: | | | | | | |
| Sea | 2,155 | 1,247,125 | 776 | 1,095,788 | 2,931 | 2,342,913 |
| Lake | 59 | 135,863 | 318 | 858,380 | 377 | 994,243 |
| Total | 2,214 | 1,382,988 | 1,094 | 1,954,168 | 3,308 | 3,337,166 |
| Germany | 500 | 502,230 | 1,365 | 2,636,338 | 1,865 | 3,138,568 |
| Norway | 1,345 | 766,003 | 905 | 866,754 | 2,250 | 1,632,757 |
| France | 601 | 415,029 | 690 | 1,104,893 | 1,291 | 1,519,922 |
| Italy | 862 | 467,241 | 361 | 691,841 | 1,223 | 1,159,082 |
| Russia | 751 | 244,232 | 544 | 556,102 | 1,295 | 800,334 |
| Spain | 150 | 48,364 | 464 | 736,209 | 614 | 784,573 |
| Japan | 998 | 135,351 | 535 | 555,230 | 1,533 | 690,581 |
| Sweden | 789 | 225,468 | 719 | 464,705 | 1,508 | 690,173 |
| Holland | 109 | 57,873 | 320 | 555,047 | 429 | 612,920 |
| Austria-Hungary | 42 | 26,784 | 259 | 529,319 | 301 | 556,103 |
| Denmark | 411 | 98,483 | 366 | 440,010 | 777 | 538,493 |
| World's total, including above with all other countries | 12,472 | 6,577,776 | 17,156 | 25,859,987 | 29,628 | 32,437,763 |
It appears from these figures that steamships now comprise 58 per cent. of the world's vessels (not reckoning China, Turkey, etc.) and 80 per cent. of their tonnage, although for some nations the percentages are much higher. The preponderance of British ships is most notable in steamships. In 1801 there was in the United Kingdom a total net tonnage of 1,786,000; in 1850 the figure was 3,565,000; in 1880, 6,575,000; in 1901, 9,608,000. The percentage of net steam tonnage was 4.7 in 1850, 41.4 in 1880, and 79.2 in 1901. German shipping has grown still more rapidly in recent years. The sailing tonnage has decreased from 1,223,000 in 1885 to 667,207 in 1901, but the (net) steam tonnage has risen from 520,186 in 1885 to 1,057,525 in 1895, and 1,548,667 in 1901.
Before the introduction of iron ships American builders were greatly favored by the cheapness of native timber, and for this and other reasons American shipping was dominant in the world's carrying trade. The tonnage engaged in foreign traffic was 667,000 in 1800; and, though somewhat set back by the War of 1812, it rose to 1,439,000 in 1850 and 2,497,000 in 1861. This was its maximum. The coasting trade has continued to rise from 1,177,000 in 1840 to 2,645,000 in 1860 and 4,859,000 in 1902, including vessels of all sizes. But foreign shipping had fallen to 1,314,000 in 1880, and in 1902 was but 873,000 tons. While in 1860 63 per cent. of the imports and exports of the United States was carried in American vessels, in 1870 the percentage was only 33.1; in 1880, 22.9; in 1890, 16.7; and in 1902, 12.1.
The growth of railway mileage since 1830 is shown in the following table, compiled from the ​Journal de la Société de Statistique de Paris (1901-02):
Growth of Railway Mileage Since 1830
The world :
| 1830 | 23 | 57 | 24 | ........ | ........ | 121 |
| 1840 | 2,818 | 838 | 303 | 360 | 17 | 4,792 |
| 1850 | 9,021 | 6,624 | 1,870 | 3,761 | 311 | 23,980 |
| 1860 | 30,626 | 10,437 | 6,865 | 7,285 | 989 | 67,055 |
| 1870 | 52,922 | 15,151 | 11,019 | 12,253 | 6,982 | 128,407 |
| 1880 | 93,262 | 17,929 | 16,109 | 21,057 | 14,617 | 230,515 |
| 1890 | 166,654 | 20,334 | 24,030 | 26,638 | 19,225 | 377,746 |
| 1900 | 194,334 | 21,932 | 26,611 | 31,933 | 29,892 | 491,236 |
The railway equipment, traffic, etc., of certain principal countries is shown in this table:
France, 1900 :
| EQUIPMENT | | | | | |
| Number of locomotives | 32,139 | 39,584 | 20,461 | 19,069 | 10,775 |
| Number of locomotives, per 100 miles of line | 20 | 20.2 | 94 | 60 | 41 |
| Number of passenger cars | 27,949 | 35.969 | 45,948 | 38,434 | 29,049 |
| Number of passenger cars, per 100 miles | 17 | 18.4 | 211 | 123 | 112 |
| Number of freight cars | 947,300 | 1,439,328 | 706,982 | 412,744 | 284,601 |
| Number of freight cars, per 100 miles | 587 | 749 | 3260 | 1310 | 1100 |
| PASSENGERS | | | | | |
| Number carried during year | 531,183,998 | 607,278,121 | 1,172,395,900 | 842,092,000 | 453,193 |
| Number carried one mile, in millions | 12,844 | 17,354 | .................. | 12,427 | 7,802 |
| Number carried, per mile of line | 79,642 | 89,721 | .................. | 400,960 | 297,400 |
| FREIGHT | | | | | |
| Tons carried during year | 675,608,323 | 1,089,226,440 | 413,623,025 | 367,180,000 | (1899) 138,600,000 |
| Tons carried one mile, in millions | 81,074 | 147,077 | .................. | 23,463 | (1899) 10,819 |
| Tons carried per mile of line | 502,705 | 760,414 | .................. | 757,040 | (1899) 412,722 |
| REVENUE | | | | | |
| Gross earnings from operation, million dols. | 1,096.7 | 1,588.5 | 518.9 | 483 | 295.4 |
| Gross earnings from operation per mile of line, dollars | 6,800 | 8,123 | 23,457 | 15,580 | 12,442 |
| Revenue per passenger per mile, cents | 2.142 | 2.013 | .................. | $\scriptstyle {\left\{{\begin{matrix}\ \\\\\ \\\ \ \end{matrix}}\right.}$ 1st Cl. 1.83 2d  Cl. 1.10 3d  Cl. 0.638  4th Cl. 0.464 | (1899) .709 |
| Revenue per ton of freight per mile, cents | 0.895 | 0.750 | .................. | 1.318 | 1.49 |
| TRAFFIC DISTANCES | | | | | |
| Average journey per passenger, miles | 24.18 | 28.58 | .................. | (1899) 14.3 | (1899) 18.1 |
| Average haul per ton of freight, miles | ........ | 251.98 | .................. | (1899) 63.5 | (1899) 77.7 |
| Train miles, passenger trains, in millions | 307.9 | 385.1 | (1899) 216.4 | (1899) 140.9 | (1899) 106.1 |
| Train miles, all other trains, in millions | 446.2 | 491.9 | (1899) 179.6 | (1899) 146.6 | (1899) 106.5 |
(Compiled for the United States from Interstate Commerce Commission Reports. For foreign countries, from various sources, chiefly the Archiv für Eisenbahnwesen, 1902.)
For further statistics and general discussion of this subject, see Railways and Steam Navigation.
Bibliography. Van der Borght, Das Verkehrswesen (Leipzig, 1894); Lindsay, History of Merchant Shipping (4 vols., London, 1874-76); Hadley, Railroad Transportation (New York, 1886); Picard, Traité des chemins de fer (4 vols., Paris, 1887); Gotz, Die Verkehrswege im Dienste des Welthandels (Stuttgart, 1888); Van Oss, American Railroads as Investments (New York, 1893); Davis, The Union Pacific Railway (Chicago, 1894); Fry, History of North Atlantic Steam Navigation (London, 1890); Bibliographies in Borght, op. cit., and Publications of Stanford University, 1895 (Hopkins Railroad Library); Interstate Commerce Commission Reports (annual); Poor's Manual of Railroads (annual); Reports of the Commissioner of Navigation (annual); Archiv für Eisenbahnwesen; Statistical Abstract of the United Kingdom; Statistisches Jahrbuch des Deutschen Reichs (annual); etc.
* ↑ Excluding 51,987 fast freight line cars.
* ↑ Excluding season-ticket holders.
* ↑ Excluding express goods.
* COPYRIGHT, 1903, DODD, MEAD AND COMPANY.