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agents, Israel Harris (his son-in-law) and Henry R. Morgan (his son). Their partnership, Harris & Morgan, was also the largest shareholder, controlling 890 of 4,000 shares, so the triumvirate of
Charles Morgan, Henry Morgan, and Israel Harris controlled 1,390 of 4,000 shares. A third board member, Cornelius B. Payne, was a junior partner of Harris & Morgan and owned 250 shares of stock in the Southern Steamship Company. The fourth board member was a close friend of Charles Morgan, a New Orleans grocer, E.J. Hart. Morgan completed his requirements to capitalize the corporation at $ 400,000 (~$ 10.6 million in 2023) by transferring several assets on June 10, 1856. The assets received by the Southern Steamship Company were four steamships, the New Orleans–Galveston–Indianola mail contract, eight enslaved persons, and sundry equipment. Through incorporation, Morgan attracted new investors while still maintaining a large portfolio of assets apart from the Southern Steamship Company. Incorporation also represented a partial withdrawal from management of Morgan's interests and a new role as a passive investor.
1157:. In Pike's opinion, the bondholders would be offering as much as a fifty percent discount on their assets, thus he declined the offer. Morgan predicted a bankruptcy in the NOO&GW's near future. Shortly later, Morgan retained Miles Taylor as legal counsel, who filed a series of legal actions against the railroad. One of these suits competed against an earlier lawsuit filed in federal court by the Illinois Central Railroad, which was attempting to force the NOO&GW into liquidation. This was inimical to Morgan's financial interests since he was a major bondholder, and Taylor's suit asked for a court-ordered sale of the railroad. The Illinois Central's suit was dismissed in Federal District Court, and Morgan won his suit, sending the NOO&GW into an auction at the New Orleans Custom House. Through an agent, Morgan purchased the NOO&GW on May 25, 1869, for $ 2,050,000 (~$ 41.7 million in 2023).
853:. In September 1852, Vanderbilt resigned as president of the company and divested most of his interests the following December. He retained a commission as the company's agent and a percentage of the company's business across Nicaragua. Morgan was part of a short-lived alliance with Vanderbilt as late as February 1853. Accessory Transit Company reported net revenue in excess of $ 535,000 (~$ 15.5 million in 2023) in its semi-annual report at the end of 1853; however, this report failed to account for stock dilution, accounts payable to the government of Nicaragua, and the debt settlements to Vanderbilt. In the same year, Morgan deposed Vanderbilt as the agent of the line while the Commodore was vacationing. An anti-Vanderbilt faction seized the control of the board, and they appointed Morgan president of the Accessory Transit Company.
1198:, discontinued, the Louisiana–Texas service accounted for most of Morgan's marine business. High taxes and fees increased the costs for doing business in New Orleans. The city's access to the Mississippi River was less important in light of Morgan's Texas and Louisiana Railroad. After the dredging of the Atchafalya River in 1872, Morgan moved all of his Louisiana steamboat operations from New Orleans to Brashear, relying on the ferry from New Orleans to Algiers, and his railroad from Algiers to Brashear to convey his westbound passengers and freight. He also shifted investments from wharfage at Lake Ponchartain and in New Orleans to expanded facilities in Brashear. By around 1875, Morgan's payroll included about 800 workers in Brashear, with the wharf spanning over 2,600 feet. In February 1876, the town's name was changed to Morgan City.
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short positions. With
Vanderbilt back in control as an investor, Morgan resigned his directorship on December 21, 1855. Yet Morgan responded to this financial and professional loss by doubling down. In the first part of 1856, Morgan went on another short selling binge, matched each time by Vanderbilt and his allies. Morgan failed in weakening the price of Vanderbilt's stock and suffered great financial losses on the process. By 1858, Morgan withdrew from running steamers on the Pacific and from transit in Nicaragua. At the same time, Vanderbilt sold his fleet of Gulf packets to Morgan, ending the feud between Morgan and the Commodore.
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1258:
1153:, a large bondholder, filed suit on June 10, 1868. The following year, William S. Pike approached Morgan to join a group of 26 NOO&GW bondholders to force a court-ordered sale of the railroad. Morgan refused to join the suit, and Pike dropped the plan. Several months later, in September 1868, Morgan offered a complex counter-proposal to act as an operator and lessee of the NOO&GW. Morgan agreed to buy all of the NOO&GW's debt, while taking responsibility for two-thirds of the debt for building the railroad to
373:. In December 1847, Harris founded a partnership with Charles Morgan's youngest son Henry, and the firm of Harris & Morgan assumed agency for all of Morgan's ships. In 1853, Maria Louise Morgan married Charles A. Whitney, a shipping agent. Out of Morgan's family, his sons-in-laws assumed the most active roles in his transportation businesses. His eldest son, Charles W., eschewed the shipping business and opened his own grocery in 1849. His youngest son, Henry Morgan, married Laura Mallard of New Orleans in 1854.
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Pacific Mail Lines. Vanderbilt's low fares damaged his competitors. After less than a year, the Morgan-led
Accessory Transit Company and the U.S. Pacific Mail Lines agreed to pay over $ 1 million to Vanderbilt, in return for Vanderbilt leaving the market. This payment included a total of $ 800,000 for his two ships on the Pacific side and $ 40,000 per month in cash for a non-compete agreement. With Vanderbilt out of the field, the remaining carriers were able to restore their rates.
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1221:—could not run any of its rolling stock north of Houston. Morgan also adapted to the progress of the railroad networks. First, in 1873, he changed his freight tariffs from rates by container volumes to rates per hundred pounds of weight. Second, he had started a plan to bypass Galveston as a logistics center in favor of Houston. Around the same time, he also forwarded his passengers and freight through the
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1164:. At the time of purchase, the assets included a terminal each at Algiers and Brashear, and eighty miles of single-track in between. The Algiers terminal included forty acres with 370-feet of frontage on the Mississippi River, directly across from New Orleans. It was highly modernized for its time, incorporating innovative cargo-handling equipment such as
1191:(SA&MG) on May 25, 1870. His steamers had long served the Texas port of Indianola, and he met the competition of railroad transport to Indianola by his own railroad investment. Morgan, and the other owner, Henry S. McComb, renamed the company the Gulf, Western Texas, and Pacific Railroad. Morgan acquired McComb's interest in the railroad in May 1872.
938:, directly across the Mississippi River from New Orleans. Freight delivered to the railroad at Algiers avoided New Orleans taxes and wharfage fees. In addition, transferring western-bound freight to the railroad eliminated both navigating the Mississippi River and shortened the western route to Galveston by about 160 miles (260 kilometres).
926:(NOO&GW), navigable from Berwick's Bay on the Gulf of Mexico. The NOO&GW was planned to span from New Orleans to the Pacific Coast, but higher than expected construction costs prevented the company from building beyond this swampy, inaccessible, and sparsely populated area of Louisiana. After fending off a serious challenge from
1249:. When this line started operation on September 11, 1876, Morgan gained access to most of Texas and no longer needed Galveston within his transportation network. Next, he engineered a takeover of the Houston and Texas Central, ousting the all-Texas management, and installing himself as a director with Charles A. Whitney as president.
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Mary Jane Sexton Morgan, Maria Louis Morgan
Whitney, Frances Eliza Morgan Quintard, Charles A. Whitney, George W. Quintard, and Richard Jessup Morgan (a grandson). Whitney was the president of the company; Alexander C. Hutchinson was the vice-president. Both held proxies from the Morgan family shareholders to manage the company.
764:, serviced US government contracts using a similar transport corridor. The heightened transportation demand made these enterprises highly lucrative in 1849. At the same time, demand outstripped supply in early 1849, especially on the Atlantic side, and Charles Morgan first entered this market as a major shareholder of
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for five large steamers between 1862 and 1864. These ships were frequently booked on charters for the Union during the war. Morgan also profited from his ownership of the Morgan Iron Works, which was producing engines from its shops in New York City for commercial enterprises in the United States and
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Morgan incorporated the
Southern Steamship Company on March 14, 1855. Chartered in Louisiana, it opened some of his Gulf shipping interests to outside investors. Morgan was a minority shareholder, controlling only 500 of 4,000 shares. However, two of the members of the board were Morgan's New Orleans
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Morgan and Howard operated three steamers from the
Pacific side of Panama in 1850, compared to four operated by U.S. Mail Steamship Company. Pacific Mail Steamship Company added four ships to its Pacific fleet for a total of seven, creating a competitive market for passengers in 1850. Morgan withdrew
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to an existing channel through the Red Fish Bar, and the final segment terminated about six miles east of
Houston, at a place he named Clinton, Texas. He next commissioned the construction of a short line railroad of just over seven miles to network his wharves at Clinton with two Houston railroads:
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On May 3, 1866, Morgan signed a new contract with the NOO&GW railroad. This deal contained many of the provisions of the eight-year contract they implemented before the war. Morgan received a percentage of the freight receipts based on multiple-tiers, received a fifty percent discount moving his
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mandated a seizure of three ships from the
Southern Steamship Company, viewing Charles Morgan as a northerner and a threat to the Confederacy. While Morgan never sided with the Confederacy, Israel Harris did. The ships were allowed to travel on a limited basis, but with many inspections at the ports
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sailing the New York–Nicaragua leg, and partnered with Edward Mills and his two steamers to run on the
Nicaragua–San Francisco leg. The Independent Opposition Line offered aggressively priced fares, triggering a three-way price war between Vanderbilt, Morgan's Accessory Transit Company, and the U.S.
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on
December 14, 1849. Both were travelling in order to investigate the transportation business in Central America. A failing engine caused the steamer to limp into Charleston for repairs. Each man improvised transportation toward the Gulf of Mexico. Vanderbilt chartered a ship for Havana and carried
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After the discovery of gold in California in January 1848, news emanated to the eastern United States in the last quarter of that year. With financial capital and the means of production still concentrated near the Eastern seaboard, there was demand for transportation to carry people and supplies to
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Gulf trade experienced seasonal cycles. June marked the beginning of the slack season, which lasted throughout the summer and part of the fall, and business picked up again in early October. Morgan would remove some of his ships from service during slack times and send them to New York for refitting
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were boons to his enterprises of shipping mail, troops, and war material. By 1846, he sold his last stake in a sailing vessel. After 1849 and through part of the 1850s, Morgan responded to transportation demand to California driven by the gold rush. He offered passenger service from New York City to
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Morgan's incorporation of the eponymous Morgan's Louisiana and Texas Railroad and Steamship Company (ML&TRSC) facilitated a division of his estate, delegated to the administration of Charles A. Whitney. In April 1878, just a few weeks prior to his death, Morgan conveyed shares of the company to
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There was a major managerial re-alignment in 1867. Preceded by the departure of George Quintard and Henry Morgan, both of whom pursued new paths as independent financiers, his agent in New Orleans, Israel C. Harris, retired on April 1 before dying on Christmas Eve. Morgan hired a new agency for the
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gained a concession for exclusive rights to construct a canal to the Pacific. In exchange for this and additional concessions, Nicaragua received cash, a right to stock in the canal, and annual cash payments. Under a separate deal, Vanderbilt also gained the right-of-way through Nicaragua using any
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for the Confederate fleet. With the United States mail service discontinued and the effective Union blockade of southern ports, Morgan's steamship empire was idled. The Southern Steamship Company, which had entered the Civil War with twelve steamships, sold two of them, and lost the other ten when
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of the Liberal-faction assumed the title of Provisional President of Nicaragua, under the supervision of Walker. Vanderbilt and two other investors accumulated enough Accessory Transit Company stock to gain a majority of its shares, recapturing control of the company and causing losses on Morgan's
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for military transport, and collecting nearly $ 80,000 (~$ 2.43 million in 2023) in less than six months in 1846. This compromised packet service, including its contract for carrying the U.S. mail. Morgan had won a contract to transport mail for the Republic of Texas, which he continued after
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In 1837, Morgan started running steamboat service between New Orleans and Galveston, Texas, which was the first packet boat service running between these cities on a regular schedule. However, this had not been Morgan's first foray in shipping in the Gulf of Mexico. The previous year, the New York
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reported decades later in its obituary of Vanderbilt that he penned the following missive directed at his enemies, "You have undertaken to cheat me. I won’t sue you for the law is too slow. I’ll ruin you." According to two historians, this is at best apocryphal. In the fall of 1853, Vanderbilt
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At this time, sailing vessels still dominated ocean navigation, including the coastal trade, but Morgan and his brother-in-law John Haggerty joined with Allaire to develop coastal steam packets, focusing on the route between New York and Charleston. Morgan was the operations manager of the New
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in Nicaragua. Randolph and Walker were old friends. Walker readily accepted Randolph's plan to invalidate the old transit concessions to Accessory Transit Company so that the new transit concession would eventually convey to a new company headed by Garrison and Morgan. They divested of their
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had cost nearly $ 90,000 to build and included a cabin with luxury amenities to accommodate as many as 120 first-class passengers. She ran aground while departing New York Harbor, but continued to the ocean without any apparent damage. However, a storm with rough seas battered the ship near
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market for steamships as early as the fall of 1865. In 1867, Quintard and Morgan sold their interests in the Morgan Iron Works to John Roach for $ 450,000 (~$ 8.07 million in 2023). Morgan bought four steamers from the U.S. Navy. Morgan had sold two of these to the Navy during the war:
1075:. In another case of making money on both ends, Morgan sold three steamships to the federal government for $ 495,000, then repurchased them a year later for $ 225,000. Included in this expansion of his fleet, he ordered eight new ships from Harlan and Hollingsworth between 1865 and 1867.
946:), and to Indianola, Texas (via Galveston). The Southern Steamship Company received a percentage of NOO&GW's freight receipts based on a multiple-tiered formula. NOO&GW also agreed to move freight for the Southern Steamship Company at a discount, and provide its ships with a
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George Morgan was a successful farmer, and Charles had a comfortable upbringing in a rural area. However, a changing economy induced Charles to follow his brothers who had moved to New York City in 1809. He married Emily Reeves in 1817, several years after establishing himself as a
1106:. At first, Morgan faced open competition from other carriers on the route, but in 1868, he paid $ 250,000 (~$ 4.77 million in 2023) in exchange for being the exclusive carrier. However, after 1870, Morgan competed for business with a railroad running between the two cities.
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Morgan was a lifetime resident of the northeast. He grew up in Connecticut and maintained a primary residence in New York City his entire adult life. However, he was "a more-than-casual slaveholder," acquiring no fewer than thirty-three enslaved persons through the start of the
670:, launched from New York on January 12, 1847. He paid $ 120,000 for the 869-ton steamship new, but it produced only $ 33,000 in revenue for moving troops. He sold it five months after its launch for $ 125,000. The other 1847 steamer purchases were for steamships already in use.
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255:. During this time, he invested more in steamships than sailing ships. The Louisiana–Texas packets became so successful that he gradually withdrew from the Atlantic trade in the late 1830s. Charles Morgan's Steamships primary cargo from Rhode Island to the South were Slaves.
718:. The last of these ports facilitated outbound shipments of precious metals, hides, and wool. Starting in 1850, the Morgan earned $ 15,000 annually for carrying mail in and out of Brazos St. Iago, and $ 12,000 for the mail route from New Orleans to Galveston and Indianola.
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and repairs. He continued to maintain New York City as his residence and the main location for shipbuilding and repair, even though his main shipping market was located on the Gulf coast. He sold the last of his sailing vessels in 1846, while he increased his investment in
1141:, headed by another one of his son-in-laws, Charles A. Whitney. Whitney & Company's other partner was another Morgan associate by the name of Alexander C. Hutchinson. Morgan granted them total authority over the Morgan Line, which operated between Louisiana and Texas.
303:, he lost some of his investments to seizures by the North and the South. Most of the steamers seized were corporately owned by the Southern Steamship Company, which led to its liquidation in 1863. Morgan, however, prospered during the war despite these losses. He ran
292:. The railroad terminated in a desolate part of the state, and Morgan's steamers enabled the railroad to create revenue from an expensive infrastructure investment. In return, the railroad shortened Morgan's Louisiana to Texas route by about 150 miles. In 1855, Morgan
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from the competition for the trade across Panama late in 1850, though he did not withdraw from the trade across the isthmus. Seeking to shorten the trip from New York to the west coast, he probed crossings several hundred miles west through a water and land route via
334:. Two more railroad acquisitions followed in the 1870s. He died on May 8, 1878, at his home in New York City. Just prior to his death, he incorporated Morgan's Louisiana and Texas Railroad and Steamship Company and distributed his shares to several family members.
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Charles Morgan left home for New York City at age fourteen to work for a merchant, but he later started his own import business. His arrival in the city and coming of age coincided with the growing importance of New York as a port. He conducted business as both a
416:, maintenance, and outfitter. In 1831, Morgan partnered with Benjamin Aymars to establish the first packet service from New York to Kingston, Jamaica. He also served as line master, who was responsible for coordination of all ships within the shipping line.
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supplies on the railroad, and the railroad would provide wharfage at the western terminus at Brashear. As before, Morgan's steamship transported freight from the western terminus of the railroad at Brashear to the Texas ports of Galveston and Indianola.
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The shortest wholly oceanic route from New York was over 14,000 nautical miles, and even a few hundred miles longer from New Orleans. Yet this distance from New York could be reduced to less than 5,000 miles with a multi-modal short-cut across the
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in Nicaragua. Morgan also attempted to damage Vanderbilt's investments and his business positions before they agreed to a truce in 1858. In the late 1850s, a lucrative business developed out of a segment of railroad running between New Orleans and
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Quintard proposed a new investment idea to Morgan in 1867. This resulted in the formation of the New York and Charleston Steamship Company (not to be confused with the New York and Charleston Packet Company). The new company started by acquiring
1225:, which transferred between coastal steamers to Buffalo Bayou packets in Galveston Bay, thus avoiding the port of Galveston, along with its regulations and fees. Houston Direct Navigation Company ran its steamers from Galveston Bay to the
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the Pacific coast. In January 1849, no fewer than 90 marine vessels departed eastern ports bound for California. Through mid-April 1849, the port of New York dispatched 226 California-bound vessels carrying a total of about 20,000 people.
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was a steamer built in 1835 which originally served the coast of Maine; she was brought into the Morgan fleet late in 1847 and assigned to move military troops and equipment out of New Orleans. The fifth and last acquisition in 1847 was
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means of transportation, which would remain in effect even if his company did not complete the canal. However, this second deal was signed after a civil war split Nicaragua into rival governments. The agreement was negotiated between
326:, Morgan sold his interest in the Morgan Iron Works. He also took advantage of the buyer's market for steamships and expanded his fleet. He resumed his Gulf packet service between New Orleans and Texas, and between New Orleans and
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in September 1846, and he required a larger steamship fleet to meet the demands of passenger service, civilian trade, mail service, and military transportation. He acquired five steamers in 1847, the first of which was the
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By the 1870s, the Southern Steamship Company had expanded its geographical reach through new assets and alliances. For example, a Morgan agent in 1873 was able to sell a single ticket for passage between New Orleans and
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Morgan himself had negotiated the complex freight deal between the Southern Steamship Company and NOO&GW. Southern Steamship agreed to transport freight for the railroad from its Brashear terminal to Galveston (via
776:, adding to the Panama service, with the two ships forming the Empire City Line. Morgan and John T. Howard increased their investment in westbound transportation throughout 1849 and 1850, first buying the screw-steamer
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in 1883. The railroad company persisted through 1885. Ultimately the development of the railroads severely diminished the role of coastal steamships; however, the railroad part of the enterprise remained valuable.
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on February 4, 1861, and appointed E.B. Nichols as its Commissioner and Financial Representative on February 7. Nichols had already been serving Morgan as his shipping agent in Galveston. He booked Morgan's
613:, which included coordination of rates and scheduling of shipping between New Orleans and Galveston. The New Orleans and Texas Line dominated transportation in the two cities after the last half of 1838.
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Meanwhile, in Texas, Morgan started withdrawing from Galveston as a port. The Galveston Wharf Company no longer gave his ships favored treatment. In addition, the only railroad from that city—the
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To this point, Morgan had invested in the first-tier mortgage bonds of the NOO&GW, but had not yet held equity in any railroads. The NOO&GW had fallen behind in its coupon payments. The
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Allaire and several investors divested themselves from the New York and Charleston Steam Packet Company, leaving Morgan and John Haggerty as the sole partners: thus the Morgan Line was born and
365:. In 1847, he joined the marine engineering firm of T. F. Secor & Co., in which Charles Morgan was a partner, and in 1850, Quintard and Morgan purchased the firm outright and renamed it the
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abroad. Beyond civilian production, the Morgan Iron Works built engines and other marine equipment for thirteen ships in the Union Naval fleet. In one case, they built a warship from scratch:
380:, who taught math and French in New York. Charles and Mary Jane Morgan commissioned the construction of a large mansion at 7 East 26th Street, where they resided from 1852 until their deaths.
354:, and they had five children together: Emily Ann (1818), Frances Eliza (1823), Charles W. (1825), Henry R. (1827), and Maria Louise (1832). They remained married until Emily's death in 1850.
813:. This led initially to a business alliance between Morgan and Vanderbilt, who had previously secured comprehensive right-of-way charters with the Nicaraguan government. On August 27, 1849,
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Despite the losses borne by the Southern Steamship Company, Morgan continued to operate other ventures by doing business with both the Union and the Confederacy. Morgan placed orders with
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to transport troops for $ 500 per day. Shortly after, this Texas force captured the United States Army Base at Brazos St. Iago. Yet, Morgan used the same steamer to transport the fleeing
1210:. Starting on rail from Algiers, Louisiana, the journey included coastal steamboat passage combining two packets, another rail segment, and finally the passenger reached San Antonio via
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his assets for the first time, co-founding the Southern Steamship Company. With family and other close friends managing the company, Morgan accelerated his investments in steamboats.
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at Brashear. The steamship service not only carried mail and other freight, but carried over 16,000 passengers from Brashear to Texas in 1859, and over 28,000 passengers in 1860.
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expropriated them on behalf of the Confederacy on January 16, 1862. The company was left without a fleet and without compensation for its seized assets, thus it folded in 1863.
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was built in 1846, and most of its interest sold to Morgan in March 1847. Captain Jeremiah Smith commanded the 533-ton steamer and spent about three months on charters for the
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The ML&TRSC continued to expand westward, reaching Lafayette by 1879. The company continued to operate under the goals that he established, and it was finally acquired by
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with him eight other passengers after observing that Morgan chartered a ship for himself and several other passengers, sealing the deal by buying the ship's cargo of lumber.
1021:, seized two of Morgan's vessels. Nichols interceded on Morgan's behalf, and Sherman agreed to allow the Morgan steamers passage off Texas waters. However, he did keep the
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1236:. Morgan agreed to dredge to a depth of nine feet and at least 120-feet in width in exchange for company stock. Less than two years later, he completed a channel through
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On October 1, 1856, the Southern Steamship Company secured a mail contract serving Brashear, Louisiana and Galveston. Brashear was located at the western terminus of the
1305:, Huntington leased Texas railroads to bring them into the Southern Pacific Railroad system. Some of these included segments of the ML&TRSC in Texas and Louisiana.
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After the Civil War, demand for steamships flagged and the federal government placed some of their vessels on the market. Morgan had already anticipated the buyer's
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and left his hometown as a teenager seeking opportunity in New York City. Concurrent with his marriage, Quintard opened a shop, combining a grocery and ship
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In the late-1860s, Morgan's steamships carried much of the eastbound freight for a growing coastal Texas cattle industry. He offered new service in 1867 to
346:. Charles had a younger sister named Wealthy Ann (b. September 6, 1798) and older brothers, Elias (b. September 26, 1790) and John (b. December 3, 1791).
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was its first ship, committed to the New Orleans–Galveston route. During this era, New Orleans was the main port for Gulf traffic, and the newly formed
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steel conveyor belt "Endless Freight Conveyors". The Brashear terminal included coal yards, warehouses, and wharves, with 330-feet of frontage on the
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Charles Morgan was born April 21, 1795, to George and Betsy Morgan. His native town was then known as Killingworth, Connecticut, but is now known as
1229:. Later he bought enough stock in the company to become its largest shareholder, further aligning his interests with Houston and against Galveston.
216:. He played a leading role in the development of transportation and commerce in the Southern United States through the mid- to late-19th century.
523:. They also supplemented their packet revenue with contracts to carry mail along their line, and contracts to carry military troops to Florida.
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845:. Morgan placed his own ships into service of Vanderbilt's company, running his Empire City Line steamers from New York, as well as
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sank in October 1836, which caused a loss of public confidence in addition to the direct financial loss. Some of the investors sold
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exported over 2 million pounds of hides and over 1.7 million pounds of wool by 1869. The port of Indianola served the area around
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for seven vessels of The Ship Line, and for thirteen sailing vessels in which he had owned shares. His duties as husband included
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539:; she started taking on water and her engine failed, and her sails were not able to drive and control the ship. The storm pushed
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Morgan's daughter Frances Eliza married George W. Quintard in either 1843 or early in 1844. Like her father, Quintard grew up in
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York–Charleston line, as well as the Jamaica packet line. By June 1835, he was dispatching two steamers per week to Charleston,
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on April 17, 1866. He received 75 percent of the revenue for their freight traveling on his steamships between New Orleans and
1133:, where five meatpacking facilities were located by 1870. Indianola exported cattle, hides, wool, cotton, and processed meat.
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shipping. He invested in sailing vessels as early as 1819, while managing all aspects of the business from his office at the
1045:. These naval contracts accrued over $ 2 million in revenue to the Morgan Iron Works. For the Confederates, Morgan ran the
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business for taking troops home. Later, he deployed his steamers to expanded packet service. Service in Texas expanded to
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catastrophe forced a reorganization of the partnership, with the new company shifting its emphasis to the Gulf trade, and
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entered the Atlantic–Pacific trade to compete with his former partners. He formed the Independent Opposition Line with
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among its clients, and he acquired Fulton's shop after his death and combined it with his existing foundry. He had the
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397:, but his early business activities included importer and exporter, retailer and wholesaler, and shipping merchant.
752:, one of three companies operating across Central American just prior to the gold rush, ran a route from London to
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1312:, and in the Morgan School, a high school in Clinton, Connecticut, for which Morgan donated land and capital.
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On July 1, 1874, Morgan forged an agreement with the Ship Channel Company (Houston) to improve navigation of
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780:, then four more ships of the line, three of which sailed the Pacific side from Panama to San Francisco.
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Bond of the Accessory Transit Company (of Nicaragua), issued 30. November 1855, signed by Charles Morgan
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Morgan died on May 9, 1878, at his home in New York City after an extended illness as a consequence of
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sailed out of the port of New Orleans for Galveston on November 18, 1837, about five weeks after the
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930:, the Southern Steamship Company forged a mutual freight agreement with the NOO&GW. The eastern
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contract, worth $ 7,200 annually, and its ships were earning more than $ 1,000 per trip in profits.
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entered packet service for New Orleans and Galveston. Captain Smith maintained a small interest in
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San Francisco via Panama. These activities pulled him into business alliances and rivalries with
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from Morgan's youngest son-in-law, Charles A. Whitney. Next they purchased two large steamers,
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and then abandoned the company, leaving Morgan, Allaire, and Haggerty as the sole partners and
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as their only ship. Yet the partnership built new steamers of the line which they christened
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The New York and Charleston Steam Packet Company was formed in June 1834 by Charles Morgan,
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was spurred by a disabled ship. By accident, the two men departed New York on Morgan's
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690:, a much smaller vessel better suited for navigating the sandbars of the Texas coast.
319:. At the end of the war, he repurchased some of these steamships at favorable prices.
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745:
597:
attracted many immigrants and demand for trade goods. On June 8, 1838, the owners of
594:
557:
366:
312:
244:
126:
39:
2028:
1942:
1278:
1165:
1027:
912:
707:
643:
454:
377:
304:
252:
213:
172:
86:
1257:
1160:
Morgan, for his more than $ 2 million, owned the entire NOO&GW. He renamed it
1195:
1122:
1103:
1013:
892:
833:
819:
715:
703:
405:
327:
1173:
1018:
896:
879:
526:
Another lost ship threatened the New York and Charleston Steam Packet Company.
462:
259:
206:
543:
toward the shore and ran it aground, and 99 people died trying to reach land.
2062:
1237:
1233:
1181:
1130:
520:
458:
394:
362:
220:
82:
826:, and conveyed the rights to construct a canal to the Vanderbilt-controlled
476:
the same year, and by March 1, 1834, both steamers were making weekly runs.
2052:
1511:"The New York and the Josephine: Two Steamships of the Charles Morgan Line"
1117:
Advertisement for International & Great Northern Railroad, May 11, 1878
980:. In a very early action of the Civil War, one of Morgan's steamships, the
958:
561:
251:, from New York, and a stake in a company shipping between New Orleans and
243:
company in 1831. During the 1830s, he held stakes in companies shipping to
424:
1177:
1138:
1126:
1009:
969:
497:
However, the risks faced by ocean-going steamers threatened the company.
404:
vessels between 1819 and 1846. In addition to equity shares, he acted as
401:
400:
Morgan owned stakes in eighteen sailing packet ships and fifteen sailing
370:
358:
289:
240:
841:
Vanderbilt began operating routes from New York to San Francisco on his
649:
1211:
731:
530:
started its last voyage—and only its third overall—on October 7, 1837.
413:
409:
316:
686:
and became an investment partner with Morgan in the 249-ton steamship
1298:
810:
804:
Advertisement from the Weekly Telegraph (Houston), February 27, 1856.
662:
258:
In the 1840s and 1850s, Morgan expanded his shipping business in the
224:
1308:
Morgan's legacy is preserved with the 1876 renaming of Brashear to
1274:
1000:
800:
633:, Morgan accepted various contracts to move U.S. troops, deploying
351:
331:
210:
102:
1008:
Morgan kept his fleet in the Gulf ports, even after the attack on
1922:"A Shipping and Railroad Magnate Remembers His Connecticut Roots"
1017:
of New Orleans and Galveston. At Galveston, the ranking officer,
769:
457:, and John Haggerty. Allaire owned an iron foundry which counted
369:. Morgan's eldest daughter Emily Ann married Israel C. Harris of
267:
1049:
to evade Union blockades between Havana and the southern ports.
581:
753:
606:
436:
390:
263:
228:
1340:. Handbook of Texas Online. Texas State Historical Association
1301:
emerged as dominant railroad developers in the region. Though
441:
1966:
Charles Morgan and the Development of Southern Transportation
1113:
947:
311:, but his most profitable venture during this period was the
236:
232:
1791:"Morgan Line Brought Numerous Innovations In Cargo Handling"
1125:, hauling outbound hides and beef products. The new port on
822:
and the conservative faction which ruled out of the city of
1508:
984:, transported Texas troops. The State of Texas adopted its
552:
and Charleston Steam Packet Company deployed the steamship
1172:. Along its track, the NOO&GW had built many miles of
1977:
The Galveston–Houston Packet: Steamboats on Buffalo Bayou
1943:
Louisiana Department of Culture, Recreation and Tourism.
315:. This shop built engines for thirteen ships sold to the
239:
in New York City. He started his first partnership for a
891:
Accessory Transit Company stock, while Morgan even took
653:
Pre-1860 map of Central America with inset of Nicaragua.
1996:
The First Tycoon: The Epic Life of Cornelius Vanderbilt
2012:
849:
from New Orleans, all of which put in at the port of
270:, and adding stops in Texas. Texas statehood and the
768:, which his agent J. Howard & Son dispatched to
699:, which was placed immediately into packet service.
468:
built and dispatched it to run between New York and
860:
Advertisement for Southern Steamship Company, 1860.
756:, then overland to the Pacific. Two companies, the
1963:
1176:over the watery right-of-way, and also maintained
997:troops from Brazos St. Iago to Key West, Florida.
585:Map showing the course of the Chagres River (1861)
376:On June 24, 1851, Morgan married his second wife,
1335:
924:New Orleans, Opelousas and Great Western Railroad
772:, from New York. Morgan acquired the newly built
2060:
1945:"Brothers of the Sacred Heart Historical Marker"
1888:
1187:Morgan purchased a large share of equity of the
815:American Atlantic and Pacific Ship-Canal Company
205:(April 21, 1795 – May 8, 1878) was an American
1974:
1872:
1870:
1851:
1849:
1739:
1737:
1735:
1689:
1687:
1542:
1540:
1495:
1493:
1373:
1371:
1369:
1367:
903:
490:. The packet company had won the bid for the
1438:
1436:
1426:
1424:
1387:
1385:
1383:
1057:
783:A business collaboration between Morgan and
646:and the U.S. Mail Service took over in 1846.
437:New York and Charleston Steam Packet Company
1905:
1867:
1846:
1810:
1732:
1705:
1357:
1355:
1194:With steamboat service from New Orleans to
1004:Advertisement for Morgan Line, May 11, 1878
112:Merchant, entrepreneur (shipping), investor
44:Portrait by Nathaniel Harris Morgan in 1869
21:For other people named Charles Morgan, see
1684:
1537:
1490:
1463:
1364:
472:, in November 1833. The firm acquired the
38:
2079:19th-century American railroad executives
1970:. Nashville: Vanderbilt University Press.
1433:
1421:
1380:
1303:Texas law prohibited interstate railroads
830:. The parties signed on August 14, 1851.
519:, and they accomplished this despite the
1961:
1394:
1352:
1256:
1112:
999:
957:
911:
855:
832:
799:
730:
648:
580:
440:
423:
279:which culminated in Morgan's support of
1788:
162: 1817; died 1850)
2061:
1993:
1884:
1882:
16:American railroad and shipping magnate
1979:. Charleston, SC: The History Press.
1924:. Connecticut History. April 26, 2014
1331:
1329:
1327:
1325:
1189:San Antonio and Mexican Gulf Railroad
1162:Morgan's Louisiana and Texas Railroad
1144:
953:
621:, a builder of marine steam engines.
546:
419:
131:Morgan's Louisiana and Texas Railroad
1893:. Texas State Historical Association
1502:
882:participated in a scheme devised by
556:to sail a route from New Orleans to
2099:American businesspeople in shipping
1891:"Houston and Texas Central Railway"
1889:George C. Werner (March 20, 2017).
1879:
1516:. Bureau of Ocean Energy Management
1336:James P. Baughman (June 15, 2010).
1261:Tomb, Green-Wood Cemetery, Brooklyn
1252:
1098:Morgan forged a rate deal with the
1091:(1,517), and chartered the steamer
702:After the war, Morgan obtained the
13:
1322:
231:businesses before specializing in
223:at the age of 14. He managed both
14:
2125:
2104:American Civil War industrialists
2089:Businesspeople from New York City
1509:Jack B. Irion and David A. Ball.
1223:Houston Direct Navigation Company
1052:
934:of the NOO&GW was located in
735:William Walker's map of Nicaragua
330:. In 1869, he acquired his first
2084:People from Clinton, Connecticut
2046:
2034:
2022:
1247:International and Great Northern
1219:Galveston, Houston and Henderson
601:and the owners of the steamship
1955:
1936:
1914:
1858:
1837:
1828:
1819:
1789:Hubbell, Dan (April 23, 2018).
1782:
1773:
1764:
1755:
1746:
1723:
1714:
1696:
1675:
1666:
1657:
1648:
1639:
1630:
1621:
1612:
1603:
1594:
1585:
1576:
1567:
1558:
1549:
1528:
1499:Baughman (1968), pp. 40, 43–47.
1481:
1472:
1454:
1445:
1418:Baughman (1968), pp. 9–11, 249.
383:
181:
159:
23:Charles Morgan (disambiguation)
2114:Burials at Green-Wood Cemetery
1412:
1403:
762:Pacific Mail Steamship Company
624:
337:
1:
1998:. New York: Alfred A. Knopf.
1876:Baughman (1968), pp. 210–211.
1855:Baughman (1968), pp. 198–205.
1834:Baughman (1968), pp. 174–177.
1825:Baughman (1968), pp. 187–189.
1816:Baughman (1968), pp. 155–156.
1779:Baughman (1968), pp. 148–154.
1770:Baughman (1968), pp. 131–133.
1761:Baughman (1968), pp. 128–130.
1752:Baughman (1968), pp. 130–131.
1743:Baughman (1968), pp. 124–128.
1729:Baughman (1968), pp. 121–122.
1711:Baughman (1968), pp. 113–117.
1377:Baughman (1968), pp. 111–112.
1315:
886:to support the filibuster of
537:Cape Hatteras, North Carolina
795:
721:
7:
1962:Baughman, James P. (1968).
1681:Baughman (1968), pp. 94–96.
1663:Stiles (2009), pp. 278–281.
1654:Baughman (1968), pp. 79–80.
1645:Stiles (2009), pp. 274–276.
1636:Baughman (1968), pp. 75–76.
1627:Stiles (2009), pp. 237–238.
1618:Baughman (1968), pp. 74–75.
1609:Baughman (1968), pp. 72–74.
1582:Baughman (1968), pp. 63–66.
1573:Baughman (1968), pp. 67–68.
1564:Baughman (1968), pp. 61–63.
1546:Baughman (1968), pp. 59–61.
1534:Baughman (1968), pp. 49–52.
1469:Baughman (1968), pp. 23–25.
1460:Baughman (1968), pp. 19–21.
1430:Baughman (1968), pp. 12–15.
1391:Baughman (1968), pp. 53–56.
758:U.S. Mail Steamship Company
10:
2130:
904:Southern Steamship Company
750:Royal Steam Packet Company
611:New Orleans and Texas Line
470:Charleston, South Carolina
249:Charleston, South Carolina
219:Morgan started working in
20:
1911:Baughman (1968), 212–231.
1720:Baughman (1968), 117–120.
1400:Baughman (1968), pp. 8–9.
1361:Baughman (1968), pp. 5–8.
1290:Southern Pacific Railroad
1243:Houston and Texas Central
1206:, which employed several
1151:Illinois Central Railroad
1058:Sale of Morgan Iron Works
828:Accessory Transit Company
726:
619:T. F. Secor & Company
192:
138:
116:
108:
94:
71:
49:
37:
30:
1864:Hall (2012), pp. 93−102.
1843:Hall (2012), pp. 93−102.
1702:Baughman (1968), p. 113.
1693:Baughman (1968), 97–103.
1600:Baughman (1968), pp. 69.
1035:Harlan and Hollingsworth
843:New and Independent Line
644:Texas received statehood
1975:Andrew W. Hall (2012).
1672:Baughman (1968), p. 83.
1591:Stiles (2009), 204–205.
1487:Baughman (1968), p. 39.
1478:Baughman (1968), p. 31.
1451:Baughman (1968), 17–18.
1442:Baughman (1968), 15–17.
1208:modes of transportation
484:and the newly acquired
262:, expanding service to
1994:Stiles, T. J. (2009).
1555:Stiles (2009), p. 173.
1409:Baughman (1968), p. 9.
1310:Morgan City, Louisiana
1262:
1118:
1100:Pontchartrain Railroad
1005:
986:ordinance of secession
972:
919:
861:
838:
805:
736:
654:
586:
450:
445:Advertisement for the
433:
428:Advertisement for the
290:Berwick Bay, Louisiana
2109:American slave owners
1260:
1116:
1012:. Louisiana Governor
1003:
961:
915:
859:
836:
803:
734:
652:
584:
444:
427:
1295:Collis P. Huntington
1269:. He is interred at
928:Cornelius Vanderbilt
785:Cornelius Vanderbilt
277:Cornelius Vanderbilt
64:Clinton, Connecticut
1271:Green-Wood Cemetery
99:Green-Wood Cemetery
1263:
1204:San Antonio, Texas
1155:Sabine Pass, Texas
1145:Railroad ownership
1119:
1006:
978:American Civil War
973:
954:American Civil War
944:Sabine Pass, Texas
936:Algiers, Louisiana
920:
866:The New York Times
862:
851:San Juan del Norte
839:
806:
737:
676:United States Army
655:
587:
547:Gulf coast packets
492:United States Mail
451:
434:
420:Shipping companies
103:Brooklyn, New York
1796:Waterways Journal
1338:"MORGAN, CHARLES"
1170:Atchafalaya River
1087:(1,452 tons) and
917:Morgan Iron Works
746:Isthmus of Panama
595:Republic of Texas
558:Key West, Florida
367:Morgan Iron Works
313:Morgan Iron Works
245:Kingston, Jamaica
200:
199:
127:Morgan Iron Works
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1333:
1267:Bright's disease
1253:Death and legacy
1227:wharf at Houston
1073:William G. Hewes
1065:
1028:Mansfield Lovell
657:Morgan lost the
455:James P. Allaire
378:Mary Jane Sexton
305:blockade runners
253:Galveston, Texas
185:
183:
173:Mary Jane Sexton
163:
161:
78:
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42:
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1334:
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1318:
1255:
1196:Mobile, Alabama
1147:
1123:Rockport, Texas
1104:Mobile, Alabama
1063:
1060:
1055:
1014:Thomas O. Moore
956:
906:
893:short positions
884:Edmund Randolph
820:Joseph L. White
798:
770:Chagres, Panama
729:
724:
716:Brazos St. Iago
627:
549:
499:William Gibbons
474:William Gibbons
439:
422:
386:
340:
328:Mobile, Alabama
188:
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184: 1851)
179:
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2011:
2010:
2005:978-1400031740
2004:
1991:
1986:978-1609495916
1985:
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1935:
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1320:
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1317:
1314:
1254:
1251:
1146:
1143:
1059:
1056:
1054:
1053:Reconstruction
1051:
1019:Sidney Sherman
955:
952:
905:
902:
897:Patricio Rivas
888:William Walker
880:C. K. Garrison
797:
794:
728:
725:
723:
720:
626:
623:
548:
545:
438:
435:
421:
418:
406:ship's husband
385:
382:
339:
336:
324:Reconstruction
281:William Walker
260:Gulf of Mexico
203:Charles Morgan
198:
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177:
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117:Known for
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92:
91:
81:
79:(aged 83)
73:
69:
68:
62:
60:April 21, 1795
51:
47:
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43:
35:
34:
32:Charles Morgan
31:
15:
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2041:New York City
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1234:Buffalo Bayou
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1215:
1213:
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1182:rolling stock
1179:
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1139:Crescent City
1134:
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1131:Matagorda Bay
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149:Emily Reeves
77:(1878-05-08)
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2094:Ship owners
2074:1878 deaths
2069:1795 births
1344:November 6,
1127:Aransas Bay
1093:James Adger
1010:Fort Sumter
970:James River
878:Morgan and
778:Sarah Sands
774:Empire City
712:Port Lavaca
668:New Orleans
631:Mexican War
629:During the
625:Mexican War
554:David Brown
503:David Brown
482:David Brown
466:David Brown
414:dispatching
410:bookkeeping
371:New Orleans
359:Connecticut
338:Family life
309:Confederacy
299:During the
272:Mexican War
123:Morgan Line
75:May 8, 1878
2063:Categories
1316:References
1212:stagecoach
1089:Charleston
872:North Star
317:Union Navy
285:filibuster
56:1795-04-21
2029:biography
1299:Jay Gould
1166:Link Belt
1081:Manhattan
1040:USS
963:USS
811:Nicaragua
796:Nicaragua
722:Gold rush
708:Indianola
663:hurricane
639:Galveston
605:formed a
363:chandlery
301:Civil War
225:wholesale
1802:April 3,
1520:June 26,
1279:New York
1275:Brooklyn
1245:and the
1174:trestles
1085:Champion
1042:Onondaga
1026:General
965:Onondaga
932:terminal
760:and the
692:Portland
684:Palmetto
680:Palmetto
672:Palmetto
659:New York
635:New York
599:Columbia
591:Columbia
571:Columbia
516:New York
507:Columbia
487:Columbia
447:New York
430:Columbia
395:chandler
352:merchant
332:railroad
307:for the
211:shipping
207:railroad
193:Children
87:New York
2015:Portals
1047:Frances
968:in the
824:Granada
704:charter
578:wreck.
344:Clinton
322:During
268:Florida
214:magnate
186:
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139:Spouses
2002:
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1178:depots
1069:Austin
847:Mexico
754:Panama
748:. The
727:Panama
714:, and
607:cartel
564:. The
560:, and
449:, 1842
432:, 1838
393:and a
391:grocer
264:Mexico
247:, and
241:packet
233:marine
229:retail
89:, U.S.
66:, U.S.
2053:Texas
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948:wharf
697:Globe
688:Yacht
661:in a
402:tramp
237:wharf
180:(
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1981:ISBN
1930:2017
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1804:2023
1522:2018
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1297:and
1241:the
1180:and
1071:and
637:and
603:Cuba
576:Home
566:Home
541:Home
532:Home
528:Home
513:and
511:Home
227:and
209:and
72:Died
50:Born
1273:in
283:'s
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Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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