Relevant bibliographies by topics / Paddle Steamer

Academic literature on the topic 'Paddle Steamer'

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Published: 27 July 2024
Last updated: 28 July 2024

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Journal articles on the topic "Paddle Steamer"

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Marks, Paul. "Microswimmer mimics paddle steamer." New Scientist 200, no. 2685 (December 2008): 28. http://dx.doi.org/10.1016/s0262-4079(08)63095-x.

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Cederlund, Carl Olof. "The Eric Nordewall-An early Swedish paddle steamer." International Journal of Nautical Archaeology 16, no. 2 (May 1987): 109–33. http://dx.doi.org/10.1111/j.1095-9270.1987.tb01253.x.

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Kennedy, Alex B. W. "TRIAL OF THE PADDLE STEAMER VILLE DE DOUVRES." Journal of the American Society for Naval Engineers 4, no. 3 (March 18, 2009): 409–31. http://dx.doi.org/10.1111/j.1559-3584.1892.tb00945.x.

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Cederlund, C. O. "Note to‘The Eric Nordewall-An early Swedish paddle steamer’ inIJNA16: 109-33." International Journal of Nautical Archaeology 16, no. 4 (November 1987): 354. http://dx.doi.org/10.1111/j.1095-9270.1987.tb00615.x.

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Rajaguru, Pushparajah, Peter Mason, Chris Bailey, and Stoyan Stoyanov. "Buckling analysis on the hull of the historic paddle steamer ‘Medway Queen’." Ships and Offshore Structures 9, no. 6 (November 15, 2013): 643–54. http://dx.doi.org/10.1080/17445302.2013.849065.

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Bornmalm, Lennart, and Bosse Lagerqvist. "ERIC NORDEVALL II— A RECONSTRUCTION OF A PADDLE STEAMER, AN INTENSIVE HISTORICAL PROJECT." Industrial Archaeology Review 36, no. 2 (November 2014): 97–108. http://dx.doi.org/10.1179/0309072814z.00000000033.

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Morrison, Kevin A. "SPENDING A PENNY AT ROTHESAY; OR, HOW ONE LAVATORY BECAME A GENTLEMAN'S LOO." Victorian Literature and Culture 36, no. 1 (March 2008): 79–94. http://dx.doi.org/10.1017/s1060150308080054.

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On 19 June 1900, during the heyday of the British seaside resort, a new gentleman's lavatory opened on one of the Firth of Clyde's most famous piers. The Isle of Bute was a popular destination for Scottish Victorians, who would make the short journey from Glasgow by paddle steamer for a day of shopping or a weekend holiday. Despite its small size and close proximity to major cities, Rothesay, the island's only town, supported a large number of shops year round and hosted regular fairs during the summer. Travelers were also lured to the island by its diverse topography and by Rothesay Castle, which dates from 1230 and eventually devolved to the Stuarts. The island's moderate west-coast climate attracted a considerable number of visitors throughout the year (Figure 1).
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Simyrdanis, Kleanthis, Ian Moffat, Nikos Papadopoulos, Jarrad Kowlessar, and Marian Bailey. "3D Mapping of the Submerged Crowie Barge Using Electrical Resistivity Tomography." International Journal of Geophysics 2018 (2018): 1–11. http://dx.doi.org/10.1155/2018/6480565.

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This study explores the applicability and effectiveness of electrical resistivity tomography (ERT) as a tool for the high-resolution mapping of submerged and buried shipwrecks in 3D. This approach was trialled through modelling and field studies of Crowie, a paddle steamer barge which sunk at anchor in the Murray River at Morgan, South Australia, in the late 1950s. The mainly metallic structure of the ship is easily recognisable in the ERT data and was mapped in 3D both subaqueously and beneath the sediment-water interface. The innovative and successful use of ERT in this case study demonstrates that 3D ERT can be used for the detailed mapping of submerged cultural material. It will be particularly useful where other geophysical and diver based mapping techniques may be inappropriate due to shallow water depths, poor visibility, or other constraints.
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Mahony, John D. "Wind over tide." Mathematical Gazette 98, no. 542 (July 2014): 273–80. http://dx.doi.org/10.1017/s0025557200001315.

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The article ‘Reflections on the Woolwich Ferry’ [1] brought back some childhood memories. I remember being whisked away with my siblings from the verdant pastures of north-west Kent by bus and tram to Woolwich for a ride on one of the ‘Free Ferry’ paddle steamers; there were four of them and their passing in the mid 1960s was not universally welcomed. It was indeed a real treat that consumed just a little more than a full working day. The depths of a winter school holiday could find us huddled, privileged below the ferry decks on a gantry near the fire hole to receive the welcoming hot blast as its doors opened to accommodate the hand-stoked coke. It was hand-stoked to reduce smoke output, and each steamer could make about eight knots. Presumably health and safety considerations now would not allow for such a luxury of positioning.However, it was not always wine and roses. To borrow a phrase from one of Kipling's poems, it was sometimes a case of ‘not with this wind blowing, and this tide’, for there were rare occasions when journeys were temporarily delayed by exceptionally windy weather. The elements below (river velocity effect) conspired with the elements above (wind velocity effect) to delay ferry movements. The earlier article proposed a velocity model to deal with effects due only to the river flow and it is the purpose of this note to extend that argument by considering also a velocity effect due to the wind, because the superstructure on a ferry can be as susceptible to the wind as is the keel to the tide.
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Boyd, James. "Mechanising migration: Transnational relationships, business structure and diffusing steam on the Atlantic." International Journal of Maritime History 32, no. 1 (February 2020): 3–22. http://dx.doi.org/10.1177/0843871420903509.

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The diffusion of steam into the transatlantic migration system of the nineteenth century, one of the most important developments in the history of human demography, is often explained by the technical progress of ships, which made the carrying of migrants under steam profitable. Existing historiography posits that early, basic paddle steamers were sustainable only with government mail contracts, whilst iron screw steamers later facilitated the emergence of a mass migrant trade. Data on steam company formation, durability and accounting for the mid-nineteenth century show that technical thresholds are not sufficient to explain the transfer to steam shipping of migrants. Determining factors were inter-regional relationships connecting engineering and demographic change, and, critically, the abandonment of capitalising novel steam lines. This article demonstrates that steam became usable because of endogenous transfer within well-established sailing services, a pivotal strategy adopted by those connected to centres of both innovation and migration.
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Dissertations / Theses on the topic "Paddle Steamer"

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Pledger, Trew Richard Stretton. "The social significance of passenger-carrying paddle steamer operations in Britain in the first half of the nineteenth century." Thesis, Open University, 2010. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.525839.

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This thesis is an exploration and analytical discussion of the socio-economic response of British society to the introduction of a revolutionary means of travel, made possible by the innovative technology of the passenger-carrying steamboat. In order to establish the technological and societal contexts, the study first sets out an abbreviated account of the technical history of steam navigation, and of the characteristics of the societies of England and Scotland. Presentation of the leading features of British society introduces one of the most significant questions raised throughout the study, which asks to what extent application of the new technology may have been associated with a social widening of opportunities to travel, in a society characterized by extremes of social differentiation. The historical account is set out so as to explain the beginning and consequential development of steam navigation in Scotland; the profitable exploitation of the technology in rapidly growing operations on the Thames; the uniquely British passion for the seaside holiday and the associated role of the steamboat; and finally the different characteristics of coastal operations. One of the most significant findings of the study, however, comes from examination of early steamer operations in the north Midlands. Contrary to accepted views of technology transfer, it has been found that, after initial applications in Scotland, the first users to put steamers into regular passenger service were not entrepreneurs in London, but businessmen at the inland port of Gainsborough. Investigation of operations there, and its significantly improved communication with Hull, has also opened up new and fruitful examination of the role of the steamboat on inland waterways linked with Northern industry, as well as new reasoning about the improvements in service and accommodation that accompanied the introduction of steam navigation.
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Books on the topic "Paddle Steamer"

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D, Turner Robert. The S.S. Moyie: Memories of the oldest sternwheeler. Victoria, B.C: Sono Nis Press, 1991.

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2

Pammi, Tara. The Story of the Paddle Steamer. Richmond: Venton Publications, 2014.

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3

The Sicamous & the Naramata: Steamboat days in the Okanagan. Victoria, B.C: Sono Nis Press, 1995.

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4

Searles, Jack. Paddle-steamer captain: My life on the rivers. South Melbourne: J. Searles, 1985.

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5

Company, Loch Lomond Steamship, ed. Maid of the Loch: Loch Lomond's paddle steamer. Balloch: Loch Lomond Steamship Co, 2000.

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6

MacHaffie, Fraser G. "Waverley": Story of the World's Last Sea-going Paddle Steamer. 7th ed. Glasgow: Waverley Excursions, 1994.

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7

H, White John. The Island Queen: Cincinnati's excursion steamer. Akron, Ohio: University of Akron Press, 1995.

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8

Kerr, David. Clydescope: A pictorial celebration and guide to steamer cruising on the Clyde with an introduction to the Clyde area. Edinburgh: D. Kerr, 1996.

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9

Belles of the East Coast: A history of the Belle fleet and paddle steamer era. Lowestoft: Tyndale & Panda Publishing, 1989.

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DFDS 1866-1991: Ship development through 125 years - from Paddle Steamer to Ro/Ro ship. [s.l.]: DFDS, 1991.

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Book chapters on the topic "Paddle Steamer"

1

Snow, Stephanie J. "Discoveries." In Blessed Days Of Anaesthesia, 28–52. Oxford University PressNew York, NY, 2008. http://dx.doi.org/10.1093/oso/9780192805867.003.0002.

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Abstract Cunard’ s dock in Boston harbour on 3 December 1846: the final mail was loaded on board the paddle steamer Acadia, and she set sail, stopping briefly at Halifax for fuel and passengers before continuing to Liverpool. Few were aware of the momentous news carried in letters aboard the ship. Enthralled by William Morton’ s convincing demonstration of anaesthesia in Massachusetts General Hospital on 16 October, the Boston medical community had spent the past six weeks experimenting with ether. Now, word of the discovery was being sent to Britain.
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Armstrong, John, and David M. Williams. "Some Official Listings of "Vessels Navigated by Steam" in Britain up to 1851: Evidence and Interpretation." In The Impact of Technological Change, 31–50. Liverpool University Press, 2011. http://dx.doi.org/10.5949/liverpool/9780986497377.003.0003.

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This chapter collects early steamship figures on a national and port level in order to address the lack of early steamship statistics (highlighted in Chapter One) and to the establish rates of tonnage distribution and vessel turnover on the British shipping register. The gathered data illuminates a great deal of early steam navigation history, particularly findings from 1851 which demonstrate the peak and decline of paddle steamers and highlights the transition to superior technology, a process familiar to British industrialisation.
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Velde, Lea Vander. "1835: Arriving on the Frontier." In Mrs. Dred Scott, 13–20. Oxford University PressNew York, NY, 2009. http://dx.doi.org/10.1093/oso/9780195366563.003.0003.

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Abstract Water splashed regularly off the steamboat Warrior’s big paddle wheel propelling the ship up the Mississippi River as it carried a small slave girl deep into the North American interior. This new mechanical technology was a marvel. Travelers to remote western rivers no longer depended on the strong arms of young Creole voyageurs to paddle supply boats upstream. Steam engines had replaced the muscle of men.
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"I Shall Stand By The Union." In Lamson Of The Gettysburg, edited by James M. McPherson and Patricia R. McPherson, 6–25. Oxford University PressNew York, NY, 1997. http://dx.doi.org/10.1093/oso/9780195116984.003.0002.

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Abstract Only a few letters written by Lamson during his three years at the Naval Academy have survived. His class and the first class (the fourth-year class) were commissioned directly into the navy when the Civil War began in 1861. Lamson was assigned as a midshipman on the USS Wabash, a 46-gun steam frigate built in 18 55. Like most steam warships of that transitional era, whether driven by a screw propeller (as the Wabash was) or by paddle wheels, the Wabash was also fitted with spars to carry sails for cruising in order to save fuel or in case of engine failure. On April 19, 1861, President Lincoln proclaimed a blockade of Confederate ports. As soon as she could be gotten ready for sea, the Wabash joined the blockade fleet off Charleston.
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Ben-Zvi, Linda. "A Home by the Sea." In Susan Glaspell Her Life and Times, 135–44. Oxford University PressNew York, NY, 2007. http://dx.doi.org/10.1093/oso/9780195313239.003.0015.

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Abstract At 5:00 P.M. on April 14, 1913, after a festive luncheon at the Brevoort Hotel with friends, Susan Glaspell and Jig Cook, their marriage sanctioned by the mayor of Weehawken, New Jersey, walked up the elegant gangplank of the side-paddled steamship Priscilla at Pier I4 in the lower Hudson River for the trip to Provincetown, the first place in which they would officially live as man and wife. They could have taken a variety of routes to this small fishing village on the tip of Cape Cod. The New England Steamship Company went to Boston, and the steamer from there connected to Railroad Wharf in Provincetown. Alternatively, a train from Boston to Fall River met a local train running through the length of the Cape. But Jig, who had tried several combinations, settled on the most expensive, $3.00, and the most romantic. With mahogany paneling, gold-leaf filigree, and mirrored salons, the Fall River Line was more than a means of transportation to a distant point; it was, as one contemporary critic describes it, a “convenient extravagance.” The traveler could leave New York City in the early evening, have a fine dinner served by “two of the most perfect headwaiters in the world,” walk the promenade deck serenaded by a live orchestra playing the “Pilgrim’s Chorus” from Tannhiiuser “very decently,”
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Conference papers on the topic "Paddle Steamer"

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Evans, J., and J. Mennear. "The Repair and Refurbishment of The Paddle Steamer - Wingfield Castle." In Historic Ships Design, Restoration & Maintenance. RINA, 1996. http://dx.doi.org/10.3940/rina.hist.1996.7.

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Rajaguru, P., P. Mason, C. Bailey, S. Stoyanov, W. Davies, B. Burton, B. Barnes, L. Crowder, and R. Stokes. "Structural Analysis on the Riveted Hull of the Paddle Steamer Medway Queen." In Historic Ships 2012. RINA, 2012. http://dx.doi.org/10.3940/rina.hist.2012.11.

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Maheshwar, Chilukuri. "Improving Propulsion Efficiency of Ships using Retractable Bridge." In SNAME Maritime Convention. SNAME, 2012. http://dx.doi.org/10.5957/smc-2012-p47.

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Traditionally, sailing ships were commanded from the quarter deck, aft of the mainmast. With the arrival of paddle steamers, engineers required a platform from which they could inspect the paddle wheels and where the captain's view would not be obstructed by the paddle houses. A raised walkway, literally a bridge, connecting the paddle houses was therefore provided. When the screw propeller superseded the paddle wheel, the bridge was retained. Commands would be passed from the senior officer on the bridge to stations dispersed throughout the ship, where physical control of the ship was exercised, as technology did not exist for the remote control of steering or machinery. Helm orders would be passed to an enclosed wheel house, where the coxswain or helmsman operated the ship's wheel. Engine commands would be relayed to the engineer in the engine room by an engine order telegraph, which displayed the captain's orders on a dial. The engineer would ensure that the correct combination of steam pressure and engine revolutions were applied. The bridge was often open to the elements, therefore a weatherproof pilot house could be provided, from which a pilot, who was traditionally the ship's navigating officer, could issue commands from shelter. Iron, and later steel, ships also required a compass platform. This was usually a tower, where a magnetic compass could be sited far away as possible from the ferrous interference of the hulk of the ship. Depending upon the design and layout of a ship, all of these terms can be variously interchangeable. Many ships still have a flying bridge, a platform atop the pilot house, open to weather, containing a binnacle and voice tubes to allow the conning officer to direct the ship from a higher position during fair weather conditions. The concept was that the higher you are situated, the better and farther you could see. Larger ships, often had a navigation bridge which would be used for the actual conning of the ship. Modern advances in remote control equipment have seen progressive transfer of the actual control of the ship to the bridge. The wheel and engines can be operated directly from the bridge, controlling often-unmanned machinery spaces. Today, Monkey Island and Crow’s nest have become so archaic that people have forgotten their meaning as they have been deleted from contemporary marine glossaries.
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Carr, Matthew A. "The Impact of Steam Innovations on Ship Design: An Abbreviated History of Marine Engineering." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-43767.

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The adaptation of steam engines for marine propulsion caused a dramatic shift in naval and commericial ship design during the 19th Century. The transition from sail to steam hastened the demise of several classes of ships and altered shippings routes from the trade winds to great circle routing. The conduct of naval warfare was always influenced by the limits of available propulsion technology. Throughout maritime history, innovative naval commanders sought ways to overrun, outmaneuver, and outlast their opponents. Coincident developments in armaments and armor, facilitated by this “new” propulsion technology, rendered the world’s sailing navies largely obsolete within a relatively brief period of the 19th Century. This presentation highlights the major technological advances in steam propulsion from the early combination of low-speed single-acting reciprocating engines driving paddle wheels through high-speed turbines and reduction gears driving multiple-blade variable-pitch propellers; and, boilers heated by hand-fed wood and coal through nuclear fission.
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Vinogradov, V. N., M. A. Guseinov, and N. V. Kozina. "DIRECT DESCRIPTION OF REFERENCE DATA ON WATER AND STEAM THERMOPHYSICAL PROPERTIES USING PADE APPROXIMATION." In Physical Chemistry of Aqueous Systems: Meeting the Needs of Industry. Connecticut: Begellhouse, 2023. http://dx.doi.org/10.1615/icpws-1994.160.

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