Bibliografías temáticas / America (Steamship)

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Literatura académica sobre el tema "America (Steamship)"

Autor: Grafiati
Publicado: 4 de junio de 2021
Última modificación: 16 de febrero de 2022

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Artículos de revistas sobre el tema "America (Steamship)"

1

Purvis, Zachary. "Transatlantic Textbooks: Karl Hagenbach, Shared Interests, and German Academic Theology in Nineteenth-Century America". Church History 83, n.º 3 (31 de julio de 2014): 650–83. http://dx.doi.org/10.1017/s0009640714000596.

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The rise of German academic institutions in the nineteenth century considerably altered the landscape of American higher education. American students of theology looked to Germany to develop their discipline, where they found model textbooks that gave directives in learning and piety, transforming academic and theological practice. With sensitivity to the history of the book and the history of the rich cultural traffic across the Atlantic, this article focuses on the reception in English translation of the important and widely read Swiss-German church historian Karl Rudolf Hagenbach, whose textbooks enjoyed a considerable audience in the United States by crossing ideological boundaries and unseating obdurate assumptions. By examining this reception in the United States and Britain and investigating those “transatlantic personalities” who played pivotal roles in bringing his ideas from the “Old World” to the “New,” this article demonstrates Hagenbach's lasting influence on the changing fields of history, church history, and academic theology in America. An “Atlantic” perspective on these themes offers new insights for our understanding of religion in the modern academy, the movement and translation of theological ideas in an age of steamship travel, and the surfacing of commonalities among ostensibly mismatched, if not outright conflicting, Protestant religious cultures.
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2

Liao, Yvonne. "‘Chinatown’ and Global Operatic Knowledge". Cambridge Opera Journal 31, n.º 2-3 (julio de 2019): 280–90. http://dx.doi.org/10.1017/s0954586720000063.

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In recent years opera studies have taken a distinctly global and migratory turn: Nancy Rao's Chinatown Opera Theater is a notable example. Rao's book sheds new light on the art form's transpacific networks, Cantonese immigrant communities and their highly racialised experience of everyday entertainment in early twentieth-century America, thereby ‘strip[ping] the veneer of exoticism from [southern] Chinese [i.e., Cantonese] opera, placing it firmly within the bounds of American music and a profoundly American experience’. Still more illuminating is Rao's focus on the Chinatown theatre companies, their contracting of touring performers and their role in transoceanic commerce. Woven into the book is an intimately connected narrative of Cantonese opera in the 1920s, encompassing San Francisco, Vancouver, New York, Honolulu and (to a lesser extent) Havana. The selection of these locations is no coincidence, given their significance in the interwar years as port cities linked within imperial steamship networks, amidst the part-conflicting, part-intersecting agenda of dominant and emergent empires (for instance, Japan and the United States, in the case of the latter).
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Boime, Eric. "Navigating the Fluid Boundary: The Lower Colorado River Steamboat Era, 1851-1877". Southern California Quarterly 93, n.º 2 (2011): 175–200. http://dx.doi.org/10.2307/41172571.

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In the aftermath of the Mexican-American War, steamships plied the Lower Colorado River from the Gulf of Mexico to the present site of Hoover Dam. They were instrumental in fortifying southern Arizona and southeastern California, displacing the region's native inhabitants, facilitating westward migration, and appraising the terrain. During these years, steamship owners, operators, and passengers announced, enforced, and negotiated peripheral conflicts attending continental expansion. The Colorado River demarked a line of sovereignty and a line of defense, as well as a line of commerce. The relatively unexplored history of steamship navigation consequently illuminates the river's role in solidifying and regulating the borderlands, and, more significantly, its centrality to the river's larger narrative.
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Harley, C. Knick. "Ocean Freight Rates and Productivity, 1740–1913: The Primacy of Mechanical Invention Reaffirmed". Journal of Economic History 48, n.º 4 (diciembre de 1988): 851–76. http://dx.doi.org/10.1017/s0022050700006641.

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This article demonstrates that new industrial technology caused a revolutionary decline in nineteenth-century freight rates. This overturns Douglass North's well-known conclusion that organizational improvements were the dominant source of savings. While North's American freight rate series declines prior to the use of the metal steamship, British rates decline only modestly prior to 1850 and then rapidly as metal steamships come into use. Cotton freights dominate North's index and declined when cotton became more tightly packed for shipment. Metal ships and steam propulsion, however, caused a general decline in freight rates after 1850.
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Wenzlhuemer, Roland. "The ship, the media, and the world: conceptualizing connections in global history". Journal of Global History 11, n.º 2 (3 de junio de 2016): 163–86. http://dx.doi.org/10.1017/s1740022816000048.

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AbstractThe study of transregional connections is central to the field of global history. This article reflects on the idea of connections from a conceptual viewpoint and treats them as mediators. This will be exemplified by studying the spatial and temporal dimensions of transoceanic steamship passages. The lives of crew and passengers did not go on ‘stand-by’ during such a passage. The case of the flight and eventual capture of Hawley Harvey Crippen will serve as a case in point. Suspected of murder in London, Crippen tried to escape to North America by transatlantic steamer. The captain, however, recognized the fugitive and informed both authorities and media. The ship, whose movements across the Atlantic contributed to the establishment of global connections, thus became tightly entangled in a global media landscape, with newspapers and readers from all over the globe focusing their attention on the small shipboard community. Simultaneously, the steamer became a profoundly secluded place for its passengers, who were cut off from the media flurry surrounding them. The article shifts the principal perspective of the murder case from a terracentric notion of history to a more sea-based narrative. It offers a new historical interpretation of the events and at the same time reconsiders the analytical concept of connections in a broader historical context.
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Barde, Robert y Gustavo J. Bobonis. "Detention at Angel Island". Social Science History 30, n.º 1 (2006): 103–36. http://dx.doi.org/10.1017/s0145553200013407.

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Between 1910 and 1940 the Angel Island Immigration Station was the primary port of entry for Asians into the United States, the place of enforcement of the Chinese Exclusion Act and other anti-Asian immigration policies. Even in the absence of substantiating data, it is frequently asserted that almost all entering Chinese were detained at Angel Island and that they were detained for weeks, months, even years. This article presents the first empirical evidence on how long people arriving at San Francisco were detained at the Angel Island Immigration Station. The use of newly discovered data on passengers of the Pacific Mail Steamship Company (PMSS) for the period 1913-19 adds an empirical basis to our understanding of how immigration laws were administered in classifying and detaining aliens seeking to enter the United States, which arrivals were detained at Angel Island, and for how long. Results show that many Chinese were not detained at all; there was great variation in length of detention for Chinese who were detained; only some of this variation can be explained by the type of “exempt” status claimed for admission under the Chinese exclusion laws; Japanese arrivals had an even higher incidence of detention; and many detainees were either non-Asian, had come on ships from Central or South America, or were not “immigrants” at all.
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Stearns, Precious McKenzie. "CIVILIZING HAWAII: ISABELLA BIRD BISHOP IN THE SANDWICH ISLANDS". Victorian Literature and Culture 43, n.º 2 (25 de febrero de 2015): 357–70. http://dx.doi.org/10.1017/s106015031400059x.

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Nineteenth-century male European travel writers sometimes romanticize their destinations and dream they have arrived in untouched lands. The Hawaii Isabella Bird visited, however, was not an idyllic land, forgotten by time. Early in the nineteenth century, steamships crossed the Pacific, carrying goods and people from the United States, Australia, New Zealand, China, and Japan. The trade in sandalwood and fur brought many foreign steamships into Hawaii (Kuykendall 15). It was not uncommon for American missionaries to arrive in Hawaii via whaling ships that stopped in Hawaii (Kuykendall 16, 41). Hawaii, with its position between mainland America and Asia, was a valuable and strategic piece of property. Isabella Bird Bishop's 1875 travel memoir The Hawaiian Archipelago: Six months Among the Palm Groves, Coral Reefs, and Volcanoes of the Sandwich Islands comments on the political situation the Sandwich Islands (Hawaii) faced in the nineteenth century.
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8

Greenfield, Mary C. "Benevolent Desires and Dark Dominations". Southern California Quarterly 94, n.º 4 (2012): 423–78. http://dx.doi.org/10.1525/scq.2012.94.4.423.

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The career of the Pacific Mail Steamship Company’s SS City of Peking, 1874–1910, both outlined and undermined the currents of American cultural identity, national policy, industrial development, and immigration and labor history. Most significantly, the roles it played in the establishment of an American Pacific challenged the moral foundations on which the American political system was founded.
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Steel, Frances. "Anglo-worlds in transit: connections and frictions across the Pacific". Journal of Global History 11, n.º 2 (3 de junio de 2016): 251–70. http://dx.doi.org/10.1017/s1740022816000085.

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AbstractThe emerging cultures of late nineteenth-century steamship mobility can be distinguished broadly by ocean basin and by specific route. In the Pacific, a steamship connection between Sydney and San Francisco was envisaged to forge and sustain strong bonds between regional ‘branches’ of the Anglo-Saxon race. This article moves beyond the rhetorical purchase of assumed affinities, to explore the more layered ways in which difference was articulated in transpacific encounters, and the attendant uncertainties and frictions in these evolving relations. When compared to routes bridging the Indian and Atlantic Oceans, with familiar imperial hierarchies and formalities behind them, British and colonial travellers in the Pacific were frequently unsettled by the more democratic and republican attitudes of the American crews and passengers they encountered. At the same time, Britain’s long-standing supremacy on the high seas provided a benchmark against which American enterprise and power in the Pacific could be assessed and found wanting.
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10

Woods, Robert O. "A Cable to Shrink the Earth". Mechanical Engineering 133, n.º 01 (1 de enero de 2011): 40–44. http://dx.doi.org/10.1115/1.2011-jan-5.

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This article discusses how the invention of the telegram revolutionized the communication process in the mid-19th century. On August 15, 1858, Queen Victoria sent a telegram to President Buchanan. It was a joint American and British effort, spearheaded from the American side by an indefatigable financier, Cyrus West Field, and on the British side by a telegraph company. The message of 98 words took sixteen and a half hours to transmit. The cable that carried Victoria’s message was laid in two sections beginning from a rendezvous point in mid-Atlantic. Two converted battleships spliced their cargoes and parted laying cable; the Agamemnon provided by the British government steered east to Ireland, and the American Niagara west to Newfoundland. Before this cable was laid, there was no direct communication between continents. No message could travel faster than the fastest steamships, which required at least 10 days to make the sea voyage between America and Europe. The submarine telegraph cable reduced communication time from days to hours.
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Libros sobre el tema "America (Steamship)"

1

Thom, Holden y Great Lakes Shipwreck Preservation Society., eds. S. S. America: A diver's vision of the past. 2a ed. St. Paul, Minn: GLSPS, 2001.

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Fifer, J. Valerie. William Wheelwright (1798-1873), steamship and railroad pioneer: Early Yankee enterprise in the development of South America. Newburyport, Mass: Historical Society of Old Newbury, 1998.

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3

Voyage on the Great Titanic: The Diary of Margaret Ann Brady, R.M.S. Titanic, 1912 (Dear America). New York: Scholastic, 1998.

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Kowalski, David J. The company of the dead. London: Titan Books, 2012.

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5

Klare, Normand E. The final voyage of the Central America, 1857: The saga of a gold rush steamship, the tragedy of her loss in a hurricane, and the treasure which is now recovered. Ashland, Or: Klare-Taylor Pub., 2007.

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The final voyage of the Central America, 1857: The saga of a gold rush steamship, the tragedy of her loss in a hurricane, and the treasure which is now recovered. Spokane, Wash: Arthur H. Clark Co., 1992.

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H, Miller William. SS Independence, SS Constitution: Great American ocean liners. Fleischmanns, N.Y: Purple Mountain Press, Ltd., 2001.

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8

Osborne, Mary Pope. Taitanikku-Gō no higeki. Tōkyō: Media Fakutorī, 2003.

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9

Ineichen, Stefan. Endstation Eismeer: Schweiz--Titanic--Amerika. Zürich: Limmat Verlag, 2011.

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10

Cirules, Enrique. The last American. Havana, Cuba: J. Martí Pub. House, 1987.

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Capítulos de libros sobre el tema "America (Steamship)"

1

Plunka, Gene A. "Staging America’s Response to the Holocaust: Susan Lieberman and Stephen J. Morewitz’s Steamship Quanza". En Staging Holocaust Resistance, 135–54. New York: Palgrave Macmillan US, 2012. http://dx.doi.org/10.1057/9781137000613_7.

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Armstrong, John y David M. Williams. "The Perception and Understanding of New Technology: A Failed Attempt to Establish Transatlantic Steamship Liner Services, 1824-1828". En The Impact of Technological Change, 225–44. Liverpool University Press, 2011. http://dx.doi.org/10.5949/liverpool/9780986497377.003.0012.

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This chapter is a case study of the failure of the British and North American Steamship Company during the promotional boom in British steamship history. It explores the unsuccessful plans to create a stage-by-stage transatlantic crossing from Valentia to New York via Halifax. It analyses the choice of Valentia and the priority of conserving fuel. It also examines the decision to branch out further and attempt to reach Southern America. The actions, events, and reasons for failure are described at length over the course of the chapter, and the conclusion clarifies that though the company itself collapsed, Valentia would later prove to be a solid rail link and British landing point.
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3

Flayhart III, William Henry. "The Expansion of American Interests in Transatlantic Commerce and Trade, 1865-1893". En Global Markets. Liverpool University Press, 1998. http://dx.doi.org/10.5949/liverpool/9780968128848.003.0006.

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This chapter analyses the expansion of America’s transatlantic trade in the period directly following the American Civil War. Post Civil War, industrialisation increased rapidly, alongside the expansion of rail networks, allowing for the investment in steamship technology. The chapter tracks the development of business rivalries, governmental acts, and the passenger and freight trade that led America to take a key role in international maritime trade. In particular, the author follows the history of the Philadelphia Railroad Company and the role it played in the process of globalisation.
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Pryor, Elizabeth Stordeur. "The Atlantic Voyage and Black Radicalism". En Colored Travelers. University of North Carolina Press, 2016. http://dx.doi.org/10.5149/northcarolina/9781469628578.003.0006.

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Chapter 5 looks at the Atlantic crossing from the United States to Great Britain, where colored travelers shifted their protest strategies at sea. Black abolitionists made this journey between the 1830s and the 1860s, and they found that even British-owned steamship companies practiced segregation. Interestingly, however, black activists did not take on Atlantic captains and ship proprietors with the same ferocity that they had conductors back home. In part, this was because the ocean voyage, which lasted between nine and fourteen days, was too confining and dangerous to defy white vigilantes. Yet, more importantly, colored travelers also knew that desegregating Atlantic steamships was hardly the endgame. Rather, colored travelers relaxed their protest strategies while on board and remained focused on the significance of the trip itself. They wanted to reach foreign shores, connect with British abolitionists, and most of all see if the promises were true that abroad African Americans could experience true freedom of mobility, a right that eluded them at home. This is not to suggest that activists did not protest segregation on British steamships. They did, but without the physical assertiveness they adopted in the fight against the Jim Crow car. The story of Frederick Douglass’s harrowing transatlantic voyage in 1845 shows this. An analysis of early nineteenth- century shipboard culture and the British-owned Cunard steamship line illustrates how, for colored travelers, the transatlantic voyage emerged as a liminal phase between American racism and their perceptions of British and European egalitarianism.
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Feys, Torsten. "The Battle for the Migrants: The Evolution from Port to Company Competition, 1840-1914". En Maritime Transport and Migration. Liverpool University Press, 2007. http://dx.doi.org/10.5949/liverpool/9780973893434.003.0003.

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This chapter discusses the role of Dutch and Belgian consular agencies in opening and sustaining the business of transatlantic steamship lines from Rotterdam and Antwerp to the United States. Via a case study of the Holland America Line it analyses the responsibility of shipping agencies to gather information on migrant opportunities in the United States and to maintain the reputation of European ports. It uses the Line’s correspondence with New York shipping agents and the Board of Directors to interpret business strategies and inter-firm relationships. Though little is known about the activities of shipping agents and shipping companies in influencing migration, it concludes that their advertising efforts and the effects of fierce company competition brought the prospects of the New World into the mindset of a great number of Europeans. It requests further scholarly research into the impact of agents on migration patterns
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Ross, Charles D. "“This Remote Western Maritime Colony”". En Breaking the Blockade, 35–43. University Press of Mississippi, 2020. http://dx.doi.org/10.14325/mississippi/9781496831347.003.0004.

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This chapter describes the steamship service of the two cities after the British mail steamer Karnak made its way from New York to Nassau for the first time. It argues that the establishment of such a regular link with the outside world had been a high priority for the British officials and the contract meant that Bahamians would finally have a regular connection to both North America and Europe. When Prince Alfred paid his visit to New Providence in December 1861, Acting Governor Charles Rogers Nesbitt wrote an official welcome in which he referred to the Bahamas as “this remote western maritime colony.” The chapter offers a glance at the Bahamas' place in world history, and investigates how Bahamians were displayed as opportunistic people of the sea who embraced everything associated with a maritime lifestyle. But unless there were goods on a wrecked ship to pilfer, there was not much to do.
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Sloan, Edward W. "The First (and Very Secret) International Steamship Cartel, 1850-1856". En Global Markets. Liverpool University Press, 1998. http://dx.doi.org/10.5949/liverpool/9780968128848.003.0002.

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This chapter explores the early history of the steamship cartel, following the rivalry between transatlantic shipping companies, the British and North American Royal Steam Packet Company, and the New York and Liverpool United States Mail Steamship Company, known as the Cunard Line and Collins Line, respectively. Their competitive business practices and the first international steamship cartel were kept out of the public eye for a hundred years; author Edward W. Sloan examines surrounding source material, including the correspondence of Liverpool based banker and merchant, William Brown, to determine what knowledge of nineteenth-century shipping be gleaned from the cartel operation, information that remained obscured during its time.
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Verne, Jules. "32. In Which Phileas Fogg Engages in a Direct Fight Against Ill-Fortune". En Around the World in Eighty Days. Oxford University Press, 2008. http://dx.doi.org/10.1093/owc/9780199552511.003.0033.

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The China seemed to have carried away Phileas Fogg’s last hope with it. None of the other steamships plying between America and Europe were of any use. Neither the French liners, nor the ships of the White Star Line,* nor the steamers of...
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Inouye, Melissa Wei-Tsing. "A Smaller, Bigger World (1905–1917)". En China and the True Jesus, 57–85. Oxford University Press, 2019. http://dx.doi.org/10.1093/oso/9780190923464.003.0003.

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The introduction of new printing, steamship, rail, and telegraph technologies to China increased global awareness and supported universalistic thinking. These new technologies facilitated both the spread of charismatic ideas and organizational processes to protect and propagate these ideas. The international Pentecostal movement in the early twentieth century arose not only from the inherent popularity of charismatic practices and theologies but also from new logistical capabilities in popularizing these practices worldwide, such as mass mechanized printing, telegraph and rail lines, and transpacific steamship travel. This global openness that began with the great transnational missionary organizations of the nineteenth century became more accessible to ordinary people by the first decades of the twentieth century, allowing the Norwegian American Pentecostal missionary Bernt Berntsen to influence the religious worldview of Wei Enbo, who later founded the True Jesus Church.
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Abulafia, David. "Ottoman Exit, 1900–1918". En The Great Sea. Oxford University Press, 2011. http://dx.doi.org/10.1093/oso/9780195323344.003.0045.

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The history of the Mediterranean has been presented in this book as a series of phases in which the sea was, to a greater or lesser degree, integrated into a single economic and even political area. With the coming of the Fifth Mediterranean the whole character of this process changed. The Mediterranean became the great artery through which goods, warships, migrants and other travellers reached the Indian Ocean from the Atlantic. The falling productivity of the lands surrounding the Mediterranean, and the opening of high-volume trade in grain from Canada or tobacco from the United States (to cite two examples), rendered the Mediterranean less interesting to businessmen. Even the revived cotton trade of Egypt faced competition from India and the southern United States. Steamship lines out of Genoa headed across the western Mediterranean and out into the Atlantic, bearing to the New World hundreds of thousands of migrants, who settled in New York, Chicago, Buenos Aires, São Paulo and other booming cities of North and South America in the years around 1900. Italian emigration was dominated by southerners, for the inhabitants of the southern villages saw none of the improvement in the standard of living that was beginning to transform Milan and other northern centres. For the French, on the other hand, opportunities to create a new life elsewhere could be found within the Mediterranean: Algeria became the focus of French emigration, for the ideal was to create a new France on the shores of North Africa, while keeping the wilder interior under colonial rule. Two manifestations of this policy were the rebuilding of large areas of Algiers as a European city, and the collective extension of French citizenship to 35,000 Algerian Jews, in 1870. The Algerian Jews were seen as évolé, ‘civilized’, for they had embraced the opportunities provided by French rule, opening modern schools under the auspices of the Alliance Israélite Universelle, founded to promote Jewish education on the European model, and transforming themselves into a new professional class.
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