ǡ Ǧ ǡͳͺͻͻǦͳͻͳͳ ͳͶͲǤ ǡͳͺͲͳ ̷Ǥ ʹ͵ͻǡͻͶǤ ǡͲͷͶͲͷ Ǥ ̷Ǥ ͳͲǡʹͲͳʹ Ǧ ͳͺͻͻǦͳͻͳͳ Ǥ Ǥǡ Ǥ ǡ ȋ Ȍ Ǥ Ǧ Ǥ ǡ Ǧǡ Ǥ ǡ ǡ ǡ Ǥ ǣǡǤ ǣͳǡ͵ǡͻʹǤ ǡ ǡǡǡǦ Ǯǡ ǡ ǣ ȋȌ Ǥ Ǥ 1.INTRODUCTION Ǥ ǡ ȋͳͻͺͻȌ ȋͳͻͻʹȌǡ ǡ ǡ ǡǦ ȋ ǦǡͳͻͻǢÀ ʹͲͲ͵Ǣǡ ǡͳͻͻͻȌǤǡ ȋǤǤǡ ǡ ͳͻͷǡǡͳͻͻͻȌǤ ǡ Ǥ ǡ ȋʹͲͲͺȌǡ Ǧ ǡ Ǥǡ ͳͺͻͻͳͻͳͳǤ ǡ ǡ ǡ Ǥ ǯ ǡ ǡ ǡ Ǥ U.S.v.HamburgǦAmericanǡ ͳͻͳͳǤ ǡǤ Ǥ ǡ Ǥ Ǥ ǡ ǡ ͳ ǡ Ǥ ǡ ȋȌ Ǥ Ǥ ȋ Ȍǡ Ǥ ȋ Ǧ Ȍǡ Ǥ ǡȋǦ Ȍ Ǥ Ǥ ǡ Ǥ Ǥ ǡ ȋǤǤǡ Ȍǡ ȋ ȌǤ Ǥ Ǥ Ǥ Ǧǡ ǡ Ǥ ʹ Ǣ Ǥ ǣ ǡ ǡ Ǥ Ǥ ǡ ǡ Ǥ Ǥ ǡ ̈́ͲǡͲͲͲ ǡ Ǧ ̈́͵ͲǡͲͲͲ ʹǤʹΨǤͳ ȋ Ȍ ǡ Ǥ ǡ ǡǤ Ǥ ǡ ǡ ǡǤǡ ǡ ǡǤ ǡ Ǥǡ ǡǡǡǡ Ǥ ǡ ͳ ȋʹͲͲͺȌǡ ȋ ͵ U.S.v.HamburgǦ AmericanȌǤ ͳǡͲͲͲ ǯ Ǥ ͵ ǡ Ǥʹ ǡ ǡǡ ȋʹͲͲʹǡ ʹͲͲ͵Ȍǡ ȋͳͻͺͷȌǡȋͳͻͻͷǡͳͻͻͷȌǡȋʹͲͲȌǤ Ǥ ǡ Ǥ ͵ ǡ Ͷ Ǥ ǡ Ǥ Ǥ 2.THEMARKETFORTRANSǦATLANTICTRAVEL Ǧ ʹͲ ǡ ǡ ǡ Ǥ ǡ Ǥ Ǥ Ǥ Ǧ Dzdz Ǥ ǡǡ ǡ Ǥ Ǧ ǡ ǡ ǡ Ǥ ǡ ǤȋʹͲͳͳȌ Ǧ ͷΨǤ ò ȋͳͻʹʹȌ ʹͲǦʹͷΨ ȋ ʹǡǡ ȋʹͲͳʹȌǦȋͳͺʹͲǦʹͲͲͲȌ Ǥ Ͷ Ȍǡ ͷͲǦͲΨ ȋ ͷȌǤ Ǥ ǡ Ǧ Ǥ Ǧ Ǥ Ǧ Ǥ Ǧ Ǧ Ǥ ǡ Dzdz Ǥ ǡ ǡ Ǥǡ ǡ Ǥ ǡ ǡǡǤ ͳͻͲ ȋȌǡǡ Ǥ Ǥǡ ǤǡͳͻͲͶǡ ǦǤ ǡ ǣ ǡ ǡ ǡȋ ǡǡ Ȍǡ ȋ ǡ ǡȌǤ Ǥ ǡ ǣ ȋ ǡ ǡ Ȍǡ ȋǡ Ǥ ǯǡ ȌǤ ǡ Ǥ ͷ Ǥȋ Ȍ Ǥ ǡ Ǥ ǡ ̶ ̶ Ǥ ǡ Ǥ ǡ Ǥ ǡ ǡ ǡ Ǥ ǡ Ǥ ǡ Ǥ ǡ ͳͷ Ǧ Ǧ ͳͻͲʹǡ Ǧ Ǧ ͻǡ Ǥ Ǥ͵ Ǧ Ǧ ǡ Ǥ ͵ ǯ ͳͲǡ ͳͳǡ ʹͻǡ ͵Ͳǡ ͶͲǡ Ͷͳǡ ͷǡ ʹǡ ͵ ͳ͵Ͳ UnitedStatesv. HamburgǦAmericanǤ 3.COLLUSIVEAGREEMENTS 3.1.SourcesandDefinitions Ǥ ͳͺͻͻǡ Ǥ ͳͻ Ǥ Ǧ ǡ Ǥ Ǧ ǡ Ǥ Ǥ ǡ Ǥ ǡ ǡ ǡ Ǧ ǡ ǡ Ǥ U.S.v.HamburgǦAmerican ǡǯ ǯ ǡ ǡ Ǥ ǡ ͳͻʹʹ Ǧ ò Ǥ ǡ Ǥ Times ǡ NewYorkJournalofCommerceǡ NewYorkTimesǡFairplayǤ Ǣ ȋʹͲͲͷȌȋͳͻͷȌǤ ǡ Ǥ ǡ Ǥ Ǧ ǡ Ǥ ǡ ǤͳͲ ǡǤ ǡ ͳʹ Ǧ Ǥ ǡ ǡ Ǥ ǡ ǣ ͳȌ ǡ ʹȌ ǡ ͵Ȍ Ǥ ǡǤǡ Ǧǡ Ǥ ͳ ȋȌ ʹ ȋȌǤ Ǧ Ǥ ǡ ȋȌǡ ȋ Ȍǡ Ǧ Ǧȋ ȌǤ ǤǦ Ǧ ǡǦ ǤDzdz ǡDzdzǡDzdz Ǥǡ Ǥ ͺ ǤͶ ǡ ǡ Dzǡdz Ǥ ǡ Ǥ 3.2.TheGeographyofCartelizationinthe1899Ǧ1911Period ǡ Ǥ ȋȌ ͳͺͻͻǦͳͻͳͳ Ǥ ǡ ǡ ǡ Ǥ ǡ ǡ Ǥ ǡ ǡ ǡ ǤǤǡ Ǥ ǡ Ǣ ǡ Ǥ ǡ ǡǦ Ǥ ȋͳǡ ͳʹȌǡͳͺͻͻͳͻͲͺ ǡ ͷ ͷͲͲ ȋǯ ͵ǡ ͵ǡ ͷʹǡ ͳ͵Ͳ ͳͺͻͺǡ ͳͻͲ͵ǡ ͳͻͲͷ ͳͻͲǡ ȌǤ ͳͻͲͺ ȋǯ͵Ȍ Ǥ ǡ Ͷǡ ǡ ͳǦʹͳ ȋ ͵Ȍǡ ʹͲǦʹ͵ ȋȌǡUnitedStatesv.HamburgǦAmericanǤ ͻ ǡȋǯ ͷȌǤǡ DzdzͳͻͲͺǤͳͻͲͺǡ ǤǤ Dzdz ȀȀǡ DzǤdz Ǧ Ǧ ȋòǡ ͷǢͳͲǡͳͳǡʹͻǡ͵ͲǡͶͲǡͶͳǡʹǡ͵ͳͺͻͺǡͳͻͲʹǡͳͻͲͷͳͻͲͺȌǡ Ǧ Ǥ Ǥ ò ǡ Ǥ Ǥǡ DzdzǤ ȋ ȌͳͺͻͻͳͻͲͲǡ ͳͻͲͳ Ǥ ǡ Ǥ òǡ Ǥ ͻǦ͵ǡ Ǥǡ Ǥ ò ǯ ǡ Ǥǡ ͳͻͲͳǦͳͻͲͺǤ ͳͻͲͳǡ ǡȋȌǡͳͻͲͳͳͻͲͺDzdz Ǥ Ǧ ǡ ͳͲ ǡ ǡ Ǥͷ ͳͻͲͻǡ Ǥ ȋǯ Ȍ ȋ Ȍ ȋ ʹͲȌ ȋ ͺȌǤ ȋ ʹͷȌ ǡǡ Ǥǡ DzdzͳͻͲͻͳͻͳͳǡ Dzdz Ǥ ǡ ǡ Ǥǡ Ǥ ȋ Ȍ ǡ ͳͻͲ͵ ȋ ͷȌǡ Ǧ Ǥ ͳͻͲͺ ȋ ͵ȌǤ ǡ Dz dz ͳͻͲ͵ǡ DzdzǤ DzdzͳͻͲ͵ͳͻͳͳǡDzdzͳͻͲ͵Ǥ ͷ ǡ ǡ Ǥ ȋ ȌǤ Ǥ Ǥ ǡ Ǥ ͳͳ ǡǡ Ǥ ͳǡ Ǥ ǡ Ǥ Ǧ Ǥ ǡ ǤǡͳͻͲͺǡ ȋ ͷͷȌ ȋ͵ȌǤǡ Ǧ Ǥǯ ǡ Ǥ ǡ Ǥ ǡ ǡ ͳͺͻʹ ȋ ʹȌǤ ǡ Ǥ ǡ ǡͳͻͲͺȋ͵ȌǤ ǡ ͳͻͲǡ ȋ ͷȌǤ Ǧ ͳͺͻͺǤǡ ǤǤ ǡ Dzdz DzdzǤǡ Ǥ ǡ ǡ Ǧ ǯ ǤǦ ǯ ȋ Ȍ Ǥ ǯǡǤ ͳͻͲͶǡ ȋͲȌǡ Ǥ ǡ ǡ Ǥ ͳʹ ǦDzdzͳͻͲͶ DzdzǤ ǡDzdzͳͺͻͻǦͳͻͳͳǤ ȋ ȌǤ Ǧ Ǥ Ǧ ǡ ǦǤ ͳͺͻͺȋ͵Ͷǡ͵ͺǡ ͷ͵ǡͳ͵ͲͷͺȌǤͳͻͳͲȋ ͳͶȌǤ ǡ Dz dz Ǧ ͳͺͻͻǦͳͻͳͳǤͳͺͻͻǦͳͻͲͻǡ DzǡdzͳͻͳͲͳͻͳͳǡ DzǤdz Ǥ ǡ Ǥ ȋ ͵Ȍ ǡ ȋ ͵ȌǤǡǦǦ Dzdz ͳͻͲǡ Dzdz ͳͻͲͺǤ Dzdz ͳͺͻͻǦͳͻͳͳǤ ǡ ǡ ȋòǡ Ǥ ͵ͻǦͶͲͺȌ ͳͻͲͻ ȋ ȌǤ ǡ ǡȋȌͳͺͻͻͳͻͲͻǡDzdzǤ ͳͻͲ͵ǡ ǡ ȋͶȌǤǡ Dzdz ǡ ȋ Ȍ ǡ Ǥ ǡ ȋ Ȍ ǡǤ ͳ͵ ͳͻͲͶͳͻͲȋͳͻͲͶȌǤ ͳͻͲͺȋ͵Ȍǡ DzdzͳͻͲͺǤ dz ǡDzdzͳͻͲ͵ͳͻͳͳǤ ǡ òȋǤͶͷȌǡ Dzdz Ǥ ǡ Ǧ Ǥ Ǧ ǡǤ ǡ ǡ ȋǤǤǡ ͷͺȌǡ ǡ Ǥǡ Dzdz ͳͺͻͻǦͳͻͳͳǡ Dzdz Ǥ Ǧ Ǥ ͳͻͲ͵ǡ Ǥ ǯ Ǥ ȋǦ ͷͲͲǡͲͲͲ ͳͻͲʹǦͳͻͲͶǡ ǡ ǡ ͳͻʹͻȌǤ ǡ Ǧ Ǥ ǡ ǡ ȋǡʹͲͲͷǢòǡ ͳʹȌǤͺ ͳͻͲͷǤ Ǧǡ Ǥ ȋ ͺ ͵Ͳ ǡǤ Ǥ ͳͶ ǡǢòǡ ͳ͵Ǣǡ ͶȌǤ Ǧ ǡ Ǥǡ ǯ ͳͻͲǤ Dzdz ǡ ǡ Ǥǡ ǦǦǦ ȋǡ ͳͻʹͻȌǤ Ǥ ͳͻͲǡ ǡ ͳȀ͵Ǥ Ǥ ǡ ȋȌ Ǥ ȋ Ǧ Ȍǡ Ǥ ͳʹǡ ȋDzdzȌǡ ǡ Dz dz Ǥ ǡ Ǥ ǡ Ǥǡ Dzdz ͳͻͲͺȋ Ǧ ȌǤͳǡ ͳͻͲͶ ͳͻͲ Ǥ ǡ Ǥ ͳͷ 3.3.TheMechanismsofCollusion Ǥ ͵ Ǧ Ǥ ǡ Ǥ ǡ Ǥ ǡ ǡ Ǥ ǡ Ǥ ȋ Ȍ Ǥ ǯ ǡ ǤDzǡdzȋ Ȍǡ DzǤdz ǡ Ǥ ǡ Ǥ Dz dz Ǥ ǡ Ǥ Ǥǡ Dz Ǥdz ȋǤǤǡ ͻ Ǣ Ȍ ǡ Ǥ ǯ ͳ ǡ ǡ ǡ Ǥ ȋ ǡ ǡ Ǥ ͳͲͺͺǦͺͻǡ ͳͲͻǦͻͺǢ òȌǤ Ǧ ǡ Ǥǡ ȋ Dz dz ȌǤ ȋ ȌǤ ǡ Ǧ ǡ ȋ ǡ Ǥ ͳͳͺʹǦͳͳͺ͵ȌǤ ò Ǧ Ǥ ǯ ǡ Ǥ ǡ Ǥ ǡ ǡǤ ȋòǡ ǤͳͲͺǦͳͳͺǢ ǡͳͻͳͶȌǤ Ǧ Ǥ ǡͳͻͲͺ ʹͷǤͷLusitaniaͳͷǤͷ HesperianǤ Ǧ ͳͻͲͺ ͳʹ ͻ ǡ Ǥ Ǧ ǤͳͻͲͻǡ Ǧ ͳ ǡȋǯ ͳ͵ǡǤͶͲʹȌǤ Ǥʹǡ Ǥ ǡȋͳͻͲͻȌ ͳʹͷǡͲͲͲ ȋ ͶǡͺͲͲ Ȍ Ǥ Ǥ ʹͲǡͲͲͲ Ǥ ǣ ͺͲͲǡͲͲͲȋ͵ͺǡͲͲͲȌǤ ǡ ǡ Ǥ Ǥ ǡǤ ʹǡͲͲͲ Ǥ Ǣ ȋ ǡ ȌǤ ǡ ǦǦ Ǥ ǡ ǡ ȋ Ȍǡ ȋȌǤ ǡǡǤ Ǥ ͳͺ 4.THEANTITRUSTCASE:USVHAMBURGǦAMERICAN,ETAL ͳͻͳͳ Ǥ ȋȌǤ Ǥ ǡ ǤǤ ǡ ǡ Ǥ Dzǡdz ǡ ȋ ǡ ǡ ȌǤ ǡ Ȁ ǯ ȋ DzǤͻdzȌǤ ǡ Ǥǡ Ǥ ǡ Ǥ ǡ Dz ǥ Ǥdzȋ ǡȌǤ ͳͻͳͳǤǤ StandardOil AmericanTobacco ǡDzdz Ǥ ǦǤ ǡ ͳͻͳʹ ǡ ͳͻ Ǥ ǡ Ǥ ǡǡ ǡȋǡǡǡǤͳͷͳȌǤ ǡ ǣDzǥ ǥ Ǥ ǡ ǡ ǡ ǡ ǤdzȋǡǤͳͷͳͷȌǤ ǡͳͻͳͶǡ ǡ ǡ DzdzDzdz Ǥ ǡ ǡ ǡDz ǡ Ǥ ǡǡ dz ǤȋǤǤ ǡǤʹͻͷǦ͵Ͳ͵ǡ ʹͳͻͶǡ ͳ͵ǡͳͻͳͶȌǤ ǡ ǡ ȋʹ͵ͻͶǡ ͳͲǡͳͻͳȌǤ ʹͲ 5.DATAANDVARIABLES ǡ ȋʹͲͲͺȌǡ Ǥ ǡ Ǥ Ǥ ǡ Ǥ ǡ Ǥ ǡ Ǥ ͳʹǤܶܰܧܯܧܧܴܩܣ௧ ͳ jtǢ Ͳ j j Ǥͳ ͳʹǤܱܴܰܮܣܯ௧ ͳ j t ǡǤǤǡ ǦǢͲ Ǥͳ ͳ ʹǤ ǡ ܱܴܰܮܣܯ௧ ܶܰܧܯܧܧܴܩܣ௧ Ǥ ܧܰܫܨ௧ ͳ ǡ Ͳ Ǥ ܧܰܫܨ௧ ൌ ͳǤ ȋ Ȍǡ ǡ Ǥ ǡ ʹͳ ܮܱܱܲܦܱܰܤ௧ ͳ ȋȌjtǤ ͳʹ Ȁǡܮܱܱܲܦܱܰܤ௧ ൌ ͳǤ ܱܴܰܮܣܯ௧ ǡ Ǥ ǡ Ǥ ǡ Ǥǡ ͳʹǤͳǦ͵ǡ Ǥ ǡ ǤǤ ͳͻͲǤ ͶǦǤ ǡ ȋʹͲͲͺȌǡ Ǥ Ǥ ǡ ȋʹͲͲͺȌǤͻ Ǥ ȋͳͻͻͷȌ Ǥ ǡ Ǥ ܧܩܣܹܶܵܧܦ௧ ǡ ܱܴܧܩܣܹܰܫܩܫ௧ Ǥ ȋȌ ͻ ͵ȋͳͻͻͺȌǡ ǯȋͳͻͻͻȌ Ǥ ʹʹ ȋǡ ͳͻͶȌǤ ܮܲܯܧܶܥܣܨ௧ ǡ ܷܷܵܰܮܲܯܧ௧ ǡ ǤͳͲǯȋͳͻͻͷȌ ǡ Ǥܲܦܩܶܵܧܦ௧ ǡ Ǥ ǡ ܱܴܲܦܩܰܫܩܫ௧ Ǥ ǡ Ǥ ǡ ȋʹͲͲͺȌǤǡ ͳͻͲͺ ǤͳͻͲͺ ȋ Ȍ Ǥ DzdzDzǡdz Ǥ 6.EMPIRICALANALYSIS 6.1.TheEconometricModel ǡ ȋʹͲͲͺȌǡ Ǥ Ǧ Ǥ ǦǦ ǡ Ǧ ǡ ͳͲǤǡ ǡ ǦǤ ʹ͵ ǡ Ǥ ǡǡ Ǥǡ Ǥ ൫ܳ௧ ൯ ൌ ࢻ ࡳࡾࡸࢁࡿࡱࡿ࢚ ࢼࡱ ࡱࡻࡺࡻࡹࡵ࢚ ࢽ ࡻࡺࢀࡾࡻࡸࡿ࢚ ߝ௧ ࡳࡾࡸࢁࡿࡱࡿ࢚ ǡ ǡࡱࡻࡺࡻࡹࡵ࢚ ǡࡻࡺࢀࡾࡻࡸࡿ࢚ ǡࢻ ǡࢼࡱ ǡ ࢽ ǡߝ௧ Ǥ ߝ௧ ǡ Ǥͳͳǡ ȋ Ȍ Ǥͳʹ Ǥ ǡ Ǧ Ǥ ǡ ǡ Ǥ ǡ Ǥͳ͵ ͳͳǡ Ǥǡ ǯ ǣǡ Ǥ ͳʹ Ǥǡ ǡ Ǧ Ǥǡ ǡͳʹͳ ȋ ȌǤ ͳ͵ conditional Ǥ ǡ ȋ Ȍ ǡ Ǥ ʹͶ Ǥ ǡ Ǥ ǡ Ǥ ǡ ǡ ǡ Dz dz ȋǡͳͻȌǤ Ǥǡ ǡ ǡ ȋ ǡ US v. HamburgAmericanǢ ǡ ͳͻͻͶǢ ǡ ʹͲͲȌǤ ǡ ȋͳͻͳͳȌ ǡ Ǥǡ ǡǡ ǤǦ Ǧǡ Ǥ Ǥ ǡ Ǧ Ǥǡ ȋʹͲͲͺȌ ǡ ǡ ǦǤ Ǥ ǡ Ǥ ǡ ࡻࡺࢀࡾࡻࡸࡿ࢚ ǡǡ Ǥ Ǣ Ǧ ǡ Ǥ Ǥ Ǧ ǡ ʹͷ ǤͳͶ Ǥ ǡ Ǥ ǡ Ǥ DzǦdzǤ ǡ ǡ ܮܲܯܧܶܥܣܨ௧ ǡ ǦǦ ܲܦܩܶܵܧܦ௧ ܱܴܲܦܩܰܫܩܫ௧ Ǥ ǡ ȋ ȌǤ ǡ Ǥ ǡܷܷܵܰܮܲܯܧ௧ ǦǦ ǡܧܩܣܹܶܵܧܦ௧ ܱܴܧܩܣܹܰܫܩܫ௧ Ǥ ͳͻͲͺǡ ǡ Ǥͳͷ ǡ ࡳࡾࡸࢁࡿࡱࡿ࢚ Ǥ Ǥ ǡ ǯ Ǥ ǡ ǡ Ǥ ͳͶǡ Ǧ ǡ ǤǤǡ DzdzǤ ͳͷ ǡ ǡ Ǥ ǡ ǡ ȋ Ȍ Ǥ ʹ Ǧ ǡ Ǥ ǡ ǡ Ǥͳǡ ȋ Ȍ ǡ ǡ ǡ Ǥ ǡ ǡ Ǥ Ǧ Ǥ 6.2CartelOrganizationandSteerageFlows Ͷǡ Ȁ ǤȋȌ ǡ ȋ ǡ ȌǤ ǡࡳࡾࡸࢁࡿࡱࡿ࢚ ܶܰܧܯܧܧܴܩܣ௧ ǡ ܱܴܰܮܣܯ௧ ǡ ܮܱܱܲܦܱܰܤ௧ ǡ ܱܴܰܮܣܯ௧ ܮܱܱܲܦܱܰܤ௧ Ǥ ȋȌ Ǥ ʹͷΨǡ Ǥ ȋ Ȍ ͳ andǡ Ǥ ʹ ǡ Ȁ Ǥ ȋǤǤǡ ȌǤ ȋ Ȍ ǡ Ǥǡ ȋ ȌǤ ǡ ǡ ǦǤǡ ȋ ʹͲʹͻ ȌǤ Ǥ Ǥ ǡ ǡ Ǥ ȋȌ ǡ Ǥ ǡ ǡ Ǥ ͳͻͲͺǡ Ǥ ͷ Ǥ ܶܰܧܯܧܧܴܩܣ௧ ܱܴܰܮܣܯ௧ ǡ ǡ Ǥ ܮܱܱܲܦܱܰܤ௧ ܱܴܰܮܣܯ௧ Ǥ ǡ ܱܴܰܮܣܯ௧ ǡܧܰܫܨ௧ ȋǡ Ȍ Ȁ Ǥ ǡ ǡ Ǥ ʹͺ ǡ ǡ ǤͳͻͲͺ Ǣ ǡ Ǥ ǡ Ǥ ǡ ǡ Ǥ ǡ ǡ Ǥ ǡ ǡ Ǥ Ǥ ȋǡȌ Ǥ Ǧ ǡ ǡ Ǥǡ ǡ Ǥ ǤǡòȋͳͻʹʹȌ ǡ Ǥ ǡ ǡ Ǧ ǡǦ Ǥ Ǥ ǡ ʹͻ ǡ Ǥ Ǥ Ǥ ȋʹͲͳͳȌ Ǥ ǡ ǤȋʹͲͲȌ Ǥ 6.3TheCollusionǦInducedSubstitutionbetweenCabinandSteerage ȋ Ȍ ǡ Ǥ Ǧ ǡ Ǥ Ǧ Ǥ Ǧ ǡ Ǥ ǡ ǡ Ǥ Ǧ ǡ Ǧ Ǥ ǡࡳࡾࡸࢁࡿࡱࡿ࢚ ܶܰܧܯܧܧܴܩܣ௧ ܱܴܰܮܣܯ௧ ǡ ȋ ȌǤ ǡ ܶܰܧܯܧܧܴܩܣ௧ ܱܴܰܮܣܯ௧ Ǥ Ǥ ܶܰܧܯܧܧܴܩܣ௧ ǡ ܶܰܧܯܧܧܴܩܣ௧ ܱܴܰܮܣܯ௧ Ǥ ͵Ͳ ȋ Ȍ Ǧ Ǥǡ Ǧ ǡ Ǥǡ ȋ ʹͲΨȌǡ Ǧ Ǥ ǡ ǡ Ǧ ȋ ܱܴܰܮܣܯ௧ Ǣ ܶܰܧܯܧܧܴܩܣ௧ ܱܴܰܮܣܯ௧ ȌǤ ǡ ǯ ȋʹͲͲͺȌ Ǥ ȋǦ ȌǤ ȋͳͲΨȌǡ ǡ Ǥ Ǧ ǡ Ǥ ȋ Ȍ Ǥ ǡ Ǥ ǡ Ǥ Ǧ Ǥ Ǥ Ǧ ǡ ͷǤ Ǥ Ǧ ǡ ͵ͳ Ǥ ǡ ǡ Ǥ Ǧ ǡ Ǥ ȋ ȌǤ ǡ Ǥ ǡǦ Ǥ Ǧǡ Ǥ ǡ Ǥ Ǧ Ǥ Ǥ ǡ ǡ ǡ ȋȌ Ǥ ǡ Ǧ Ǧ ǡ Ǥ Ǧ Ǥ ǡ Ǧ ȋ Ȍǡ Ǣ Ǥ Ǧ Ǧ ȋ Ȍǡ Ǥ ǡ Ǥǡ ͵ʹ Ǥ ǡ ǡ ȋǡǡͳͻͺͳͻͺͺȌǤ ǡ ǡ ߠǤ Ǧ ǡߠଵ ǡ ǡ ǤǤǡ ߠ ߠଵ ǡ ȋǦ ȌǤ Ǧǡߠଶ ǡ Ǧǡ ǤǤǡ ߠଵ ߠ ߠଶ ǡ ȋ Ǧ ȌǤ ǡ Ǧǡߠଷ ǡ Ǧ ǦǡǤǤǡ ߠଶ ߠ ߠଷ ǡ ȋǦ Ȍǡ ǡߠ ൏ ߠଷ ǡ ȋ ȌǤ Ǧǡ ȋ ȌǤ ͺ ǡ Ǥͳǡ ȋ ȌǤ Ǣ Ǥ ܶܰܧܯܧܧܴܩܣ௧ ൌ ͳǤ ǡ ȋ ͳ ǡ ǡ Ǥ ǡ Dz dz Ǥǡ Ǥ ͵͵ ȌǤͳͻͻ ǡʹͳͷ ǡʹʹʹ Ǥ Ǥ steerage ȋ Ǧ ȌǤ ʹʹʹ ǡ ǣͶǡͶͷͷ ǡǡͺͲ ǡ͵͵ǡͷͳ Ǥ Ǧ ݁ ఈ ߙ ܶܰܧܯܧܧܴܩܣ௧ cǡ cǡ Ǥ DzdzǦ Ǥ Ǧ ȋǦȌ Ǧ ǡͶǡͶͷͷ Ǥ ͶǡͷͶǦͶǡͶͷͷαͻʹ ǡ Ǧ Ǥ ǡ Ǧ ȋǡͺͲȌ ȋǡͶ͵ͶȌǤ ǡ Ǧ ͻʹǦ ǡ ǡ ǡͺͲǦͻʹǦ ǡͶ͵Ͷα͵ͶͷǤ Ǧ ǡ Ǥǡǡ Ͷ͵ǡͻʹͳǦǡ ͵͵ǡͷͳ Ǥ ͵Ͷͷ Ǧ ͻǡͺʹͷ ͵Ͷ Ǥ Ǥ ǡ Ǥ ǡ Ǧ Ǧ ǡ Ǧ Ǧ Ǧ Ǥ ͺǡ Ǥ ǡ ȋ Ȍǡ Ǥ Ǣ Ǥ ǡ ȋͳǡ͵ͷ Ǧ Ȍ ȋ ͳͳǡͲͲͲȌ ǦǤ ǡ Ǧ Ǥ ǡ Ǥ 6.4.EvidencefromPassengerFaresandImpliedDemandElasticities ǡ ǡ Ǥ ǡ ǡ ǡ Ǥ ͵ͷ ǣ Ǥ ǡ ȋͳͲǡͳͳǡ͵͵ǡͳ͵ǡͳͷǡ ͳǡ ͳǡʹͷǡ ʹͻǡ ͵Ͳǡ ͵ͳǡ ͵͵ǡ ͵Ͷǡ ͵ǡ͵ǡ ͵ͺǡͶͲǡ Ͷͳǡͷʹǡͷ͵ǡͷǡͷͺǡʹǡ ͵ǡ ͻ͵ǡ ͻͷͲǡ ͳͲʹǡ ͳ͵Ͳǡ ͳͺͻȌǡ ȋ Ȍǡ ǡ ò ȋͳͻʹʹȌ ȋͳͻͷȌǤ ǡ ͳʹʹ ȀȀȀ Ǥ ǡ ǡ ǡ ǡ òǤ ͳʹʹ Ǥ Ǥ ǡ Ǥ Ȁ Ȁ Ǥǡ ǡ Ǥǡ ǡ ͳΨ ͳͲΨ Ǥ Ȁ ǡ Ǥ ͷͲ ͵ͺǡ Ǣ ȋ Ȍ ʹʹ Ǥ Ǥ ͻ ǡ ͵ ǣǤ Ǥ ͵ ǡ ǡ Ǥ ǡ Dz dz Ǥ ǡ Dz dz ȋ ȌǤǡ Ǥ ǡ Ǥ Ǧ Ǣ ǡ Ǥǡ ȋ ǡ ȌǤ ǦǤǡ DzǤdz Ǧ ͵ͲΨǡ ͲǤͶͲǦͲǤͶͷȋ ȌǤ ǡ Ǥ ǡͳΨǡǤǡ ǡ ͲǤͲǦͲǤͷǤ ǡ Ǧ ȋ Ȍǡ ͳͲ ͺ Ǥ Ǥ ǡ Ǥ ǣ ͳͲΨǡ Ǧ ͵ Ǥ Ǥ ǡ Ǥ ǡ Ǥ ǡ ǣ ǡ Ǥ ǡ ǡ ǣǡ ǡ ǡ Ǥ Ǥ ǡ ǡ Ǥ ǡ ȋʹͲͲͺȌǡǤ ǡ Ǥ ǡ ȋʹͲͲͺȌ ǡ ͲǤ ǡ Ǥ Ǧ ǡ Ǣǡ Ǥ 7.CONCLUSIONS Ǧ ʹͲ Ǥ ǡ Ǥ ǡ ͵ͺ ǡ ȋ ȌǤ ǡ Ǧ ǡ ǡ ǡ Ǥ ǡ Ǥ ǡ Ǥ ͵ͻ REFERENCES ǡ Ǥ ȏͳͻͻͶȐ Dz ǡ ͳͺͳͷǦͳͻ͵Ͳǣ ǡdz TheEconomicHistoryReviewǡǤͶǡǤ͵ǡͷʹͷǦͷͶͶǤ ǡǤǤȏʹͲͲ͵ȐDz ǣ ǡ ͳͺͺͳǦͳͻͲͲǡdzJournalofIndustrialEconomicsǡǤͷͳǡǤʹǡͳͷͳǦͳǤ ǡ Ǥ Ǥ ȏʹͲͲʹȐ Dz ǡ ͳͺͺǦͳͺͻͷǡdz Journalof EconomicHistoryǡǤʹǡǤͶǡͻͻͻǦͳͲʹ͵Ǥ ǡ ǤǡǤǤȏʹͲͲͺȐDz Ǧ ǡdzReviewofEconomicsandStatisticsǡǤͻͲǡǤͳǡͳͳͻǦͳ͵͵Ǥ ǡ Ǥǡ Ǥ ǡ Ǥ ȏʹͲͳʹȐ Dz ǡ ͳͺʹͲǦʹͲͲͲǡdzEconomicHistoryReviewǡǤͷǡǤͳǡͳͶͶǦͳǤ ǡǤǤȏͳͻͳȐDz ǤdzEconomic DevelopmentandCulturalChangeǡǤͻǡǤ͵ǡ͵͵ͳǦ͵ͷͳǤ ǡ Ǥ Ǥ Ǥ Ǥ International Migrations. ͳǤ Ǥ ǣ ǡ ǤǡͳͻʹͻǤ ǡǤǤȏͳͻͻȐDzǦͳͺͳͷǦͳͻͳͶǣ ǤdzThe JournalofEuropeanEconomicHistoryǡǤͺǡǤ͵ǡͷͻ͵ǦͻǤ ǡǤǤǤǤȏͳͻͺͶȐDzǦ ǡdz EconometricaǡǤͷʹǡͺǦͳͲͲǤ ǡ Ǥ Ǥ ȏͳͻͻͷȐ Dz ǤǤ ǡ ͳͺͲǦͳͻͳ͵Ǥdz The Review of Economics and StatisticsǡǤǡͶͲǦͶͳͷǤ ǡ Ǥ Ǥ Ǥ Ǥ ǡ The Age of Mass Migration: Causes and Economic Impact, ǣǡͳͻͻͺǤ ǡ Ǥ Ǥ Ǥ Ǥ ȏʹͲͲͶȐ Dz ǣ ǡ ǡ ǡdz ǡ ǤʹͲ͵ͺǤ ǡ Ǥ Ǥ ȏͳͻͳͳȐ Dz ǡdz PoliticalScienceQuarterlyǡ Ǥ ʹǡ ǤͶǡͳͷǦͶʹǤ ǡǤEmigrationenfraNordenindtil1.VerdenskriegǤǣǡͳͻͳǤ ǡ Ǥ Ǥ Cunard and the North Atlantic 1840Ǧ1973: A History of Shipping and Financial ManagementǤǣ ǡͳͻͷǤ ǡ Ǥ MigrationandBusinessCyclesǤ ǣ ǡ Ǥǡ ͶͲ ͳͻʹǤ ǡ Ǥ The Business of TransǦAtlantic Migration between Europe and the United StatesǤ ǤǤ ǤǡǡʹͲͲͷǤ ǡ Ǥ ȏʹͲͲȐ Dzǡ ǡ ͳͻͲͲǦͳͻͳͶǤdzMaritimeTransportandMigrationǡǡ ǡ Ǥ ǡ Ǥ ǯǡ Ǥ ǡ Ǥ ȏͳͻͻͻȐ DzǦ ͳͺͺͲǦͳͻͳͶǡdzEssaysinBusinessandEconomicHistoryǡǤͳǡͳͻͷǦʹͳ͵Ǥ ǡ Ǥ ȏͳͻͻͻȐ Dz Ǧ ǡ ͳͺͷͲǦͳͻͳͶǡdz ResearchinEconomicHistoryǡǤͳͻǡ͵ͻǦͶǤ ǡǤȏʹͲͲͺȐDz ǡdzBusinessArchivesǡǤͻǡͳͷǦ͵Ǥ ǡ Ǥ TheGreatMergerMovementinAmericanBusiness,1895Ǧ1904Ǥ ǡͳͻͺͷǤ ǡǤManpowerinEconomicGrowthǤǣ ǦǡͳͻͶǤ ǡǤǤȏʹͲͳͳȐƮƮǣǡdz JournalofLawandEconomicsǡǤͷͶǡǤʹǡͶͷͷǦͶͻʹǤ ǡ Ǥ ȏͳͻͻͷȐ Dz ǫ ǡdzExplorationsinEconomicHistoryǡǤ͵͵ǡǤͳǡͳͲǦͳ͵Ǥ ǡǤȏͳͻͻͷȐDz ǣ ǡdzJournalofEconomicHistoryǡǤͷͷǡǤ͵ǡͷͷǦͳͳǤ ǡ ǤǤȏʹͲͲȐDz ǣ Ǧ ǡ ͳͺͺͲǦͳͻͳͶǡdz TheJournalofEconomicHistoryǡ Ǥ ǡ Ǥ ͳǡ ͳǦʹͲʹǤ ǡ Ǥ Dz ǡ ͳͺͷͲǦͳͻͳͶǣ ǡ ǡdz Maritime Aspects of Migrationǡ Ǥǡ ǣǡͳͻͺͻǡ͵ͲͻǦ͵ʹͲǤ Die grossen transatlantischen LinienreedereiǦVerbande, Pools und ǡ Ǥ InteressengemeinschaftenǤǡ ǣ ǡͳͻʹʹǤ ǡǤǤȏͳͻͺȐDz ǡdzJournalofEconomicTheoryǡǤͳͺǡ ͵ͲͳǦ͵ͳǤ ǯǡ Ǥ Ǥ Ǥ Ǥ Ǥ GlobalizationandHistory:TheEvolutionofaNineteenthǦCentury AtlanticEconomyǤǡǣǡͳͻͻͻǤ Ͷͳ ǡ Ǥ Ǥ ȏͳͻͳͶȐ Dz ǡdz AnnalsoftheAmericanAcademyofPoliticalandSocial Science,ǤͷͷǡͳͶͶǦͷͶǤ ǡ Ǥ Ǥ Ǥ ȏͳͻͳͶȐ Dz ǡdzAnnalsoftheAmericanAcademyofPoliticalandSocialScience,ǤͷͷǡͳͳʹǦͶ͵Ǥ ǡ Ǥ ȏͳͻȐ Dz ǡdz JewishSocialStudiesǡǤ͵ͻǡǤͳǦʹǡͳͲͷǦͳͳǤ ǡǤȏʹͲͲȐDz ǣǦ ǡdzTheJournalofLawandEconomicsǡǤͷͲǡͷͻǦʹͶǤ ǡǤMigrationandEconomicGrowthǤǡǤǤǣǡͳͻ͵Ǥ ǡǤTheTheoryofIndustrialOrganizationǡǡǣǡͳͻͺͺǤ Ǥ Ǥ Ǥ Steamship AgreementsandAffiliationsintheAmericanForeignandDomesticTradeǤ ͵ǡ ʹǤ ǤͺͲͷǤͳͻͳͶǤ ǤǤǤ ǦǤǡʹͳǤͻͳȋͳͻͳͶȌǤ Ǥ ǤǤǤ ǤǡǤǡʹ͵ͻǤǤͶȋͳͻͳȌǤ Ǥ ǡ Ǥ ȏͳͻͲȐ Dz ǣ Ǥdz TheReviewofEconomicsandStatisticsǡ Ǥ ͷʹǡ ʹʹǦ ʹͻǤ ǡǤ ǤȏͳͻͻͷȐDz ͳͺ͵Ͳǣ ǡdzExplorationsinEconomicHistory,Ǥ͵ʹǡͳͶͳǦͳͻǤ Ͷʹ Table 1. Classification of Westbound Cartel Status Year 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 Quarter I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV GB-US F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F GB-Can F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F From Medit -|-|-|-|-|-|-|-|-|- Route France-US F | BFP F | BFP F | BFP Rhine-US F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP Rhine-Can F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP Scand-US |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F| BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P |F |F |F |F |F |F |F |F |F |F |F F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P F|P |F |F |F |F |F |F |F | BFP | BFP | BFP | BFP | BFP | BFP | BFP | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP Notes: F denotes presence of a Fine; B indicates the presence of a bond; P indicates a pooling arrangement; a dash "" indicates an agreement with none of these features. In each cell, upper class (1st and 2nd class) cartel attributes are listed first, steerage (3rd class) cartel attributes are listed second. Dark (turquoise) shaded areas correspond to the normal operation of a cartel. Light (grey) shaded areas correspond to disrupted cartel agreement. Unshaded areas correspond to the absence of a cartel or a price war. Note that there is no collusion upper class service from Scandinavia, despite collusion in third class service. Sources: see text. Table 2. Classification of Eastbound Cartel Status Year 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 Quarter I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV US-GB F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F Can-GB F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F US-Medit. -|-|-|-|-|-|-|-|-|-|-|-|-|-|-|-|-|-|-|- F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F|F F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP Route US-France Can-Rhine US-Scand |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F F|F|F|- US-Rhine F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP -|-|-|-|-|-|-|-|-|-|-|- F| P F| P F| P F| P F| P F| P F| P F| P F| P F| P F| P F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP |F |F |F |F |F |F |F |F |F |F |F F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP |F |F |F |F |F |F |F |F |F |F |F |F |F |F |F F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP F | BFP Notes: F denotes presence of a Fine; B indicates the presence of a bond; P indicates a pooling arrangement; a dash "" indicates an agreement with none of these features. In each cell, upper class (1st and 2nd class) cartel attributes are listed first, steerage (3rd class) cartel attributes are listed second. Dark (turquoise) shaded areas correspond to the normal operation of a cartel. Light (grey) shaded areas correspond to disrupted cartel agreement. Unshaded areas correspond to the absence of a cartel or a price war. Note that there is no collusion upper class service from Scandinavia, despite collusion in third class service. Striped cells indicate absence of service. Sources: see text. Table 3. Herfindahl-Hirschman Indexes for selected major routes, by year. Route Year First class Westbound Second Class Third Class First class Eastbound Second Class Third Class Britain/US 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 0.231 0.230 0.217 0.216 0.231 0.285 0.285 0.263 0.282 0.321 0.321 0.324 0.354 0.468 0.442 0.376 0.364 0.367 0.360 0.356 0.346 0.345 0.359 0.358 0.372 0.330 0.523 0.452 0.358 0.306 0.240 0.212 0.201 0.175 0.161 0.154 0.109 0.113 0.110 0.421 0.398 0.459 0.579 0.543 0.520 0.573 0.461 0.445 0.469 0.418 0.341 0.307 0.233 0.232 0.215 0.218 0.208 0.263 0.248 0.243 0.250 0.283 0.254 0.253 0.247 0.310 0.319 0.307 0.318 0.318 0.318 0.326 0.298 0.308 0.295 0.273 0.251 0.256 0.616 1.000 0.746 0.306 0.289 0.317 0.275 0.248 0.235 0.218 0.191 0.182 0.136 0.430 0.414 0.488 0.585 0.470 0.475 0.487 0.415 0.367 0.387 0.321 0.314 0.272 0.243 0.253 0.255 0.249 0.256 0.300 0.283 0.287 0.282 0.326 0.301 0.292 0.303 0.328 0.310 0.328 0.317 0.329 0.321 0.308 0.306 0.288 0.264 0.272 0.265 0.261 0.195 0.179 0.160 0.132 0.128 0.129 0.110 0.100 0.095 0.109 0.087 0.087 0.084 0.399 0.401 0.440 0.471 0.385 0.422 0.394 0.347 0.327 0.369 0.346 0.306 0.261 0.234 0.235 0.230 0.215 0.248 0.291 0.267 0.271 0.295 0.325 0.325 0.321 0.354 0.443 0.390 0.366 0.357 0.352 0.368 0.365 0.344 0.348 0.354 0.346 0.335 0.339 0.585 0.512 0.449 0.329 0.267 0.238 0.220 0.222 0.202 0.177 0.167 0.154 0.159 0.411 0.372 0.436 0.527 0.485 0.487 0.525 0.449 0.459 0.473 0.389 0.356 0.312 0.249 0.255 0.231 0.233 0.254 0.296 0.272 0.273 0.287 0.297 0.295 0.298 0.278 0.315 0.303 0.303 0.309 0.316 0.318 0.320 0.307 0.301 0.296 0.293 0.274 0.271 0.500 1.000 0.606 0.655 0.687 0.387 0.377 0.373 0.279 0.276 0.251 0.244 0.117 0.427 0.463 0.463 0.571 0.565 0.454 0.462 0.404 0.379 0.367 0.373 0.293 0.264 0.250 0.268 0.261 0.258 0.280 0.319 0.315 0.300 0.324 0.321 0.324 0.303 0.302 0.316 0.310 0.309 0.312 0.316 0.307 0.299 0.280 0.247 0.253 0.248 0.238 0.206 0.288 0.348 0.242 0.176 0.181 0.128 0.133 0.115 0.101 0.083 0.093 0.099 0.079 0.422 0.365 0.418 0.544 0.489 0.479 0.451 0.441 0.416 0.437 0.405 0.321 0.264 Rhine/US Medit/US Britain/Can Notes: The range of the HHI is in the [0,1] interval. Values correspond to annual average of HHI, computed from quarterly flows. Table 4. Westbound Third Class Passenger Flows. GDP/volume economic controls Constant Cartel Agreement Normal Cartel Operation Bond or Pool Normal * (Bond or Pool) BondPool All Effects Base + Effects BondPool All Effects Base + Effects 7.320 0.103 -0.017 0.071 -0.306 0.053 -0.018 0.038 -0.017 0.041 7.363 0.099 -0.018 0.077 -0.283 0.129 7.389 0.097 -0.088 0.066 7.654 0.119 -0.071 0.073 -0.200 0.119 7.708 0.119 -0.148 0.069 -0.029 0.039 -0.022 0.130 0.015 0.011 0.026 0.007 -0.016 0.010 -0.031 0.039 -0.284 0.054 0.017 0.011 0.025 0.007 -0.018 0.011 7.593 0.119 -0.052 0.073 -0.245 0.050 -0.021 0.039 0.027 0.040 0.009 0.119 -0.040 0.119 0.007 0.036 -0.202 0.052 -0.046 0.017 0.022 0.006 -0.003 0.009 -0.749 0.128 0.016 0.002 0.782 0.049 0.275 0.045 0.155 0.042 2.603 0.048 2.805 0.069 1.370 0.067 3.300 0.083 1.677 0.107 0.036 0.136 0.9162 0.9493 -0.051 0.017 0.018 0.006 -0.002 0.009 -0.730 0.131 0.015 0.002 0.780 0.051 0.283 0.044 0.157 0.042 2.595 0.050 2.776 0.081 1.339 0.060 3.269 0.063 1.628 0.106 -0.063 0.128 0.9163 0.9476 -0.058 0.017 0.020 0.006 -0.007 0.009 -0.769 0.134 0.016 0.002 0.796 0.050 0.298 0.045 0.176 0.043 2.592 0.049 2.663 0.072 1.358 0.061 3.267 0.063 1.605 0.108 -0.068 0.120 0.9149 0.9467 Normal * Fine Factory Employment Destination GDP Origin GDP 0.021 0.010 0.024 0.007 -0.012 0.010 US Unemployment Destination Wages Origin Wages Year 1908 Quarterly Trend Spring Summer Fall Britain-USA Mediterranean-USA Northern France-USA Rhine-USA Britain-Canada Rhine-Canada R-squared (unweighted) R-squared (weighted) Labor market economic controls -0.764 0.139 0.020 0.002 0.709 0.054 0.199 0.051 0.098 0.046 2.648 0.061 2.835 0.076 1.352 0.073 3.333 0.091 1.830 0.069 0.162 1.510 0.9173 0.9399 -0.701 0.143 0.018 0.002 0.743 0.055 0.262 0.052 0.134 0.049 2.619 0.054 2.797 0.087 1.303 0.061 3.274 0.065 1.821 0.064 0.146 0.104 0.9177 0.9438 -0.744 0.140 0.019 0.002 0.729 0.058 0.251 0.054 0.133 0.050 2.636 0.059 2.662 0.081 1.319 0.064 3.285 0.071 1.800 0.067 0.099 0.102 0.9182 0.9369 Notes: (i) The omitted route dummy variable is Scandinavia-USA. (ii) The number of observations is 325 for the first three specifications, and 331 for remaining specifications. (iii) Destination and origin wages/GDP are deviations from trend. (iv) Factory Employment is in first differences. (v) US Unemployment applies to US observations only. (vi) Weighted R-squared weighs observations using GLS weights. Table 5. Eastbound Third Class Passenger Flows. GDP/volume economic controls Constant Cartel Agreement Normal Cartel Operation Bond or Pool Normal * (Bond or Pool) BondPool All Effects Base + Effects BondPool All Effects Base + Effects 5.856 0.161 -0.137 0.136 -0.307 0.098 0.030 0.083 -0.022 0.080 5.924 0.152 -0.180 0.124 -0.650 0.171 5.774 0.139 -0.233 0.111 6.318 0.197 -0.277 0.123 -0.491 0.165 6.190 0.195 -0.354 0.120 0.027 0.057 0.312 0.162 -0.014 0.015 0.013 0.018 0.024 0.012 -0.022 0.055 -0.259 0.086 -0.003 0.014 -0.004 0.018 0.027 0.012 6.308 0.196 -0.277 0.135 -0.271 0.104 0.044 0.095 0.027 0.089 0.066 0.054 0.264 0.152 0.014 0.051 -0.077 0.090 -0.040 0.029 -0.054 0.018 0.011 0.011 0.337 0.118 0.028 0.002 0.932 0.089 0.823 0.076 0.834 0.089 2.534 0.088 2.726 0.095 -1.037 0.416 2.631 0.125 0.790 0.168 na na 0.7475 0.9075 -0.061 0.027 -0.063 0.017 0.004 0.010 0.322 0.107 0.030 0.002 0.949 0.096 0.849 0.081 0.930 0.095 2.507 0.090 2.823 0.131 -1.544 0.414 2.630 0.115 0.723 0.154 na na 0.7313 0.9100 -0.067 0.029 -0.046 0.018 0.020 0.011 0.349 0.125 0.031 0.002 0.991 0.092 0.865 0.079 0.900 0.081 2.550 0.080 2.878 0.114 -0.033 0.440 2.708 0.106 0.779 0.170 na na 0.7444 0.9079 Normal * Fine Factory Employment Destination GDP Origin GDP -0.005 0.014 0.004 0.019 0.023 0.013 US Unemployment Destination Wages Origin Wages Year 1908 Quarterly Trend Spring Summer Fall USA-Britain USA-Mediterranean USA-Northern France USA-Rhine Canada-Britain Canada-Rhine R-squared (unweighted) R-squared (weighted) Labor market economic controls 0.337 0.195 0.031 0.002 0.989 0.081 0.875 0.076 0.915 0.078 2.581 0.094 2.815 0.099 -0.263 0.542 2.769 0.131 1.040 0.109 na na 0.7490 0.9103 0.244 0.185 0.029 0.002 0.989 0.088 0.901 0.082 0.956 0.081 2.580 0.090 2.953 0.113 0.254 0.529 2.804 0.114 1.059 0.101 na na 0.7465 0.9079 0.333 0.195 0.033 0.002 1.076 0.086 0.946 0.073 1.001 0.079 2.556 0.092 2.822 0.098 -0.267 0.586 2.780 0.102 1.099 0.105 na na 0.7415 0.9204 Notes: (i) The omitted route dummy variable is Scandinavia-USA. (ii) The number of observations is 266 for the first three specifications, and 272 for remaining specifications. (iii) Destination and origin wages/GDP are deviations from trend. (iv) Factory Employment is in first differences. (v) US Unemployment applies to US observations only. (vi) Weighted R-squared weighs observations using GLS weights. Table 6. Comparison of Westbound Passenger Flows, by Class of Service. All inclusive Cartel Variable Distinguishing Normal Cartel Operation First Class Second Class Third Class First Class Second Class Third Class Constant 3.872 4.766 7.326 3.857 4.718 7.342 0.080 0.054 0.097 0.081 0.056 0.088 Cartel Agreement -0.020 0.057 -0.263 0.082 0.194 -0.018 0.046 0.063 0.066 Normal Cartel Operation Factory Employment 0.050 0.067 0.071 -0.106 -0.195 -0.323 0.039 0.047 0.040 0.002 0.007 0.026 0.001 0.003 0.017 0.007 0.009 0.011 0.006 0.009 0.011 Destination GDP 0.017 0.015 0.038 0.013 0.003 0.026 0.006 0.006 0.008 0.006 0.006 0.007 Origin GDP -0.001 -0.022 -0.023 -0.004 -0.022 -0.017 0.011 0.011 0.012 0.010 0.011 0.010 Year 1908 -0.026 -0.116 -0.595 -0.002 -0.122 -0.685 0.067 0.095 0.137 0.063 0.090 0.135 Quarterly Trend Spring Summer Fall Britain-USA Mediterranean-USA North France-USA Rhine-USA Britain-Canada Rhine-Canada 0.014 0.034 0.017 0.015 0.035 0.018 0.001 0.001 0.001 0.001 0.001 0.001 0.713 0.579 0.719 0.719 0.579 0.719 0.043 0.048 0.055 0.041 0.048 0.054 1.563 0.643 0.202 1.579 0.665 0.221 0.046 0.048 0.057 0.041 0.044 0.051 0.963 0.500 0.119 0.970 0.487 0.118 0.045 0.047 0.051 0.040 0.049 0.045 4.001 3.207 1.700 3.955 3.229 2.652 0.085 0.077 0.072 0.088 0.087 0.058 2.509 1.510 2.806 2.520 1.537 2.827 0.092 0.105 0.077 0.093 0.102 0.073 1.791 1.370 1.517 1.762 1.304 1.344 0.089 0.070 0.071 0.088 0.071 0.060 3.684 3.172 3.399 3.654 3.202 3.319 0.081 0.074 0.070 0.079 0.068 0.065 2.224 2.469 1.858 2.175 2.548 1.830 0.088 0.089 0.078 0.085 0.080 0.066 -2.567 -2.660 0.277 -3.050 -2.563 0.135 1.225 0.133 0.126 1.271 0.116 0.107 R-squared (unweighted) 0.9266 0.9332 0.9056 0.9277 0.9368 0.9173 R-squared (weighted) 0.9566 0.9658 0.9262 0.9591 0.9693 0.9418 Notes: (i) The omitted route dummy variable is USA-Scandinavia. (ii) The number of observations is 298 for first class, 318 for second class and 331 for third class. (iii) Factory employment is in first differences (iv) destination and origin gdp are deviations from trend. (v) Weighted R-squared weighs observations using GLS weights. Table 7. Comparison of Eastbound Passenger Flows, by Class of Service. All inclusive Cartel Variable Distinguishing Normal Cartel Operation First Class Second Class Third Class First Class Second Class Third Class Constant 3.951 4.106 6.049 3.731 4.069 5.789 0.099 0.083 0.133 0.099 0.083 0.134 Cartel Agreement -0.047 -0.086 -0.512 -0.041 0.027 -0.165 0.046 0.064 0.108 Normal Cartel Operation Factory Employment Destination GDP Origin GDP Year 1908 Quarterly Trend Spring Summer Fall USA-Britain USA-Mediterranean USA-North France USA-Rhine Canada-Britain Canada-Rhine 0.085 0.068 0.129 -0.084 -0.169 -0.344 0.063 0.056 0.070 0.008 0.012 -0.010 0.012 0.006 -0.006 0.010 0.010 0.015 0.011 0.010 0.014 0.007 -0.013 0.010 -0.005 -0.016 0.009 0.012 0.014 0.018 0.015 0.013 0.018 0.005 0.022 0.044 0.015 0.016 0.025 0.007 0.008 0.010 0.010 0.008 0.012 0.021 0.201 0.159 0.059 0.167 0.369 0.119 0.096 0.193 0.133 0.099 0.189 0.009 0.025 0.030 0.012 0.026 0.033 0.001 0.002 0.002 0.001 0.002 0.002 1.311 1.400 1.044 1.346 1.394 0.985 0.053 0.071 0.086 0.067 0.068 0.084 0.965 1.110 0.886 0.964 1.101 0.870 0.052 0.071 0.079 0.070 0.066 0.077 0.258 0.595 0.941 0.254 0.613 0.976 0.047 0.073 0.086 0.053 0.070 0.075 4.138 3.297 2.451 4.381 3.281 2.550 0.095 0.074 0.072 0.102 0.072 0.082 3.298 1.748 2.793 3.529 1.828 2.900 0.127 0.103 0.097 0.114 0.083 0.090 0.747 1.431 -0.321 0.451 1.347 0.157 0.543 0.134 0.613 0.452 0.118 0.550 3.861 3.140 2.745 4.031 3.139 2.864 0.096 0.080 0.073 0.099 0.074 0.079 2.295 2.136 1.074 2.471 2.131 1.143 0.101 0.083 0.094 0.104 0.074 0.093 na na na na na na na na na na na na R-squared (unweighted) 0.8223 0.8784 0.7350 0.8245 0.8823 0.7437 R-squared (weighted) 0.9514 0.9536 0.9085 0.9415 0.9566 0.9138 Notes: (i) The omitted route dummy variable is USA-Scandinavia. (ii) The number of observations is 265 for first class, 258 for second class and 266 for third class. (iii) Factory employment is in first differences, (iv) destination and origin gdp are deviations from trend. (v) Weighted R-squared weighs observations using GLS weights. Table 8. Collusion-Induced Cabin Class Substitution, excluding routes from Scandinavia Cabin class under Passenger flows for typical route-quarter under collusive status Westbound flows with collusion counterfactual of no collusive agreement First Class First Class 4,455 Second Class Third Class Total Quarters with passengers Second Class Third Class Displaced Total 92 4,546 7,434 7,434 345 33,751 9,825 4,455 7,870 33,751 9,825 199 215 222 43,921 na Westbound flows with normally functioning collusion First Class First Class 4,763 Second Class Second Class Quarters with passengers Displaced 113 Total 4,877 8,059 117 33,181 13,635 4,763 8,172 33,297 13,635 139 145 151 Third Class Total Third Class 8,175 46,815 na Eastbound flows with collusion First Class First Class 4,734 Second Class Second Class Quarters with passengers Displaced 227 4,353 Third Class Total Third Class Total 4,961 637 4,990 15,400 11,360 11,360 4,734 4,580 16,037 194 186 194 26,760 na Eastbound flows with normally functioning collusion First Class First Class 4,727 Second Class Second Class Quarters with passengers Displaced 629 4,177 Third Class All Classes Third Class Total 5,357 1,365 5,541 13,185 11,027 11,027 4,727 4,806 14,550 136 128 136 24,212 na Notes. Numbers may not add up because of independent rounding of counterfactual figures. The averaging of total flows is over the number of periods with positive steerage flows. See text for details. Panel 3: US to Mediterranean 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 Passengers per quarter in ’000 0 20 40 60 Passengers per quarter in ’000 0 4 8 12 16 20 Panel 1: Total 1st Class Eastbound Flows Panel 2: US to Britain 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: US to Rhine 1899 1901 1903 1905 1907 1909 1911 Year Figure 1: Eastbound First Class Flows Panel 3: US to Mediterranean 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 Passengers per quarter in ’000 0 20 40 60 Passengers per quarter in ’000 0 4 8 12 16 20 Panel 1: Total 2nd Class Eastbound Flows Panel 2: US to Britain 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: US to Rhine 1899 1901 1903 1905 1907 1909 1911 Year Figure 2: Eastbound Second Class Flows Panel 3: US to Mediterranean 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 40 80 120 160 Passengers per quarter in ’000 0 40 80 120 160 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 40 80 120 160 Passengers per quarter in ’000 0 100 200 300 Panel 1: Total Third Class Eastbound Flows Panel 2: US to Britain 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: US to Rhine 1899 1901 1903 1905 1907 1909 1911 Year Figure 3: Eastbound Third Class Flows Panel 3: Mediterranean to the US 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 4 8 12 16 20 Passengers per quarter in ’000 0 20 40 60 Passengers per quarter in ’000 0 4 8 12 16 20 Panel 1: Total 1st Class Westbound Flows Panel 2: Britain to the US 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: Rhine to the US 1899 1901 1903 1905 1907 1909 1911 Year Figure 4: Westbound First Class Flows Panel 3: Mediterranean to the US 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 5 10 15 20 25 30 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 5 10 15 20 25 30 Passengers per quarter in ’000 0 20 40 60 80 100 Passengers per quarter in ’000 0 5 10 15 20 25 30 Panel 1: Total 2nd Class Westbound Flows Panel 2: Britain to the US 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: Rhine to the US 1899 1901 1903 1905 1907 1909 1911 Year Figure 5: Westbound Second Class Flows Panel 3: Mediterranean to the US 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 40 80 120 160 Passengers per quarter in ’000 0 40 80 120 160 1899 1901 1903 1905 1907 1909 1911 Year Passengers per quarter in ’000 0 40 80 120 160 Passengers per quarter in ’000 0 200 400 600 Panel 1: Total Third Class Westbound Flows Panel 2: Britain to the US 1899 1901 1903 1905 1907 1909 1911 Year Panel 4: Rhine to the US 1899 1901 1903 1905 1907 1909 1911 Year Figure 6: Westbound Third Class Flows
© Copyright 2026 Paperzz