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.Interestingly, Hamburg barely appearson the list, whereas Bordeaux, which sent few ships to any other U.S.port, had an active passenger trade with New Orleans, perhaps reflect-ing business connections between French merchants and those of Frenchdescent in New Orleans.Ships arriving at the port of Baltimore were mostlikely to have left from the Continent.Almost three-quarters of the shipssailed from a continental port, with Bremen and Rotterdam being themost important.Overall, the data in Table 6.1 indicate that a good dealof geographic specialization prevailed in the Atlantic immigrant trade.With only a few differences, the data in Table 6.2 on total passen-gers present the same general picture of the immigrant trade.The mostimportant difference is that for the three northern arrival ports, Liverpoolaccounted for a larger share of passengers than ships.This differenceoccurs because ships leaving from Liverpool, on average, carried morepassengers than those leaving from the other European ports.The samegeneral point holds for ships leaving from Bremen for the southern portsof Baltimore and New Orleans, but not to New York.Ships leaving fromLe Havre carried an average or slightly smaller number of passengers,whereas those leaving from Hamburg and London carried fewer passen-gers than average.Overall, 89 percent of the passenger traffic leaving forthe United States left from these five European ports.Of these, Liver-pool single-handedly accounted for more than 47 percent of all ships andalmost 57 percent of the passengers.For the three major ports on theContinent, Le Havre accounted for 13 percent of both the ships and U.S.-bound passengers, while 11 percent of the passengers and 12 percent ofthe ships left from Bremen.The two remaining important ports, Londonand Hamburg, each sent 4 percent of the departing passengers on theirway and each accounted for 5 percent of the departing ships.Except for Liverpool and Le Havre, some changes occurred in theimportance of the other ports over the antebellum period.Liverpoolaccounted for 51 percent of all ships to New York City in the 1820s,130 Mass Migration Under Sail37 percent in the 1830s, 49 percent in the 1840s, and 43 percent in the1850s.Similarly, Le Havre s importance as a port did not change muchover time.In contrast, both Bremen and Hamburg became more impor-tant embarkation ports for arrivals in New York City.Neither Bremennor Hamburg had any of the ships in the sample arriving in New Yorkin the 1820s.Bremen accounted for only 6 percent of the ships arriv-ing during the 1830s, but comprised more than 12 percent of the shipsarriving during the 1850s.Similarly, Hamburg had 5 percent of the shipsarriving in the 1830s and 9 percent of those arriving in the 1850s.Lon-don declined as a port of importance, especially after 1840.Of the shipsarriving in New York, 16 percent left from London before 1840, whereasonly 6 percent did between 1840 and 1860.As discussed in previous chapters, most studies using the Passen-ger Lists have centered on immigrants from one country.Thus, otherresearchers have provided only a limited amount of data that can be usedto check the accuracy of the estimates in Tables 6.1 and 6.2.Ericksonhas presented some useful information on departures of the Irish andBritish immigrants from the British Isles.In 1841, she finds that 83 per-cent of the British and Irish passengers arriving at five U.S.ports camefrom Liverpool, 8 percent came from London, 4 percent from Scottishports, 2 percent from Belfast, and the remainder from other ports.4 Thesefigures are generally comparable to those that can be calculated fromTable 6.2 if only the British and Irish ports are considered.Similarly,Ferenczi provides figures for Germans leaving from Bremen, Hamburg,and  foreign ports between 1844 and 1854.He finds that 47 percent ofthe German emigrants left from the two German ports.In Table 6 [ Pobierz całość w formacie PDF ]