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Journal articles on the topic 'Transatlantic Transportation'

Author: Grafiati

Published: 29 July 2024

Last updated: 30 July 2024

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1

Sebak, Per Kristian. "Constraints and possibilities: Scandinavian shipping companies and transmigration, 1898–1914." International Journal of Maritime History 27, no. 4 (November 2015): 755–73. http://dx.doi.org/10.1177/0843871415610293.

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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.

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2

Grubb, Farley. "The Transatlantic Market for British Convict Labor." Journal of Economic History 60, no. 1 (March 2000): 94–122. http://dx.doi.org/10.1017/s0022050700024669.

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Convicts account for at least one-quarter of British migration to mid-eighteenth-century America. Their transportation to and disposal in America was essentially an experiment in privatizing post-trial criminal justice. A model of this trade is developed that yields testable implications regarding the relative distributional moments of convict auction prices, the size of shipper profits, and how convicts were selected for transportation.

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3

Reese, Ty M. "Book Review: Liverpool and Transatlantic Slavery." International Journal of Maritime History 23, no. 1 (June 2011): 409–10. http://dx.doi.org/10.1177/084387141102300162.

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4

Maučec, Hugo, Anton Ogorelc, Ratko Zelenika, and Drago Sever. "Optimizing overseas container transportation: A case involving transatlantic ports." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 229, no. 3 (December 20, 2013): 221–31. http://dx.doi.org/10.1177/1475090213513249.

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5

Jizba, Michal, Ruey Long Cheu, Tomas Horak, and Helena Binova. "Analysis of screening checkpoint operations for transatlantic container transportation." Journal of Transportation Security 8, no. 3-4 (September 16, 2015): 79–97. http://dx.doi.org/10.1007/s12198-015-0159-5.

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6

Walvin, James. "Book Review: Atlas of the Transatlantic Slave Trade." International Journal of Maritime History 23, no. 1 (June 2011): 407–9. http://dx.doi.org/10.1177/084387141102300161.

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7

Bínová, Helena. "MODIFIED METHOD OF GRAVITY MODEL APPLICATION FOR TRANSATLANTIC AIR TRANSPORTATION." Neural Network World 25, no. 2 (2015): 203–17. http://dx.doi.org/10.14311/nnw.2015.25.011.

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8

Cheu, Ruey Long, Carlos Ferregut, Ladislav Bina, Helena Novakova, Tomas Horak, Andrej Novak, Anton Hudak, and Sandra Aguirre-Covarrubias. "Transatlantic Dual Masters Degree Program in Transportation and Logistics Systems." Transportation Research Record: Journal of the Transportation Research Board 2328, no. 1 (January 2013): 1–8. http://dx.doi.org/10.3141/2328-01.

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In August 2010, the University of Texas at El Paso, the Czech Technical University, and the University of Zilina jointly launched the Transatlantic Dual Master's Degree Program in Transportation and Logistics Systems. Under this program, a graduate student spends 1 year of study at the University of Texas at El Paso and a second year at Czech Technical University or University of Zilina, or vice versa. On successful completion of the 2-year program, a student earns two master's degrees. Two years of effort led to a successful proposal submitted to the funding agencies in the United States and the European Union, followed by 1 year of administrative preparation before the actual student mobility began in August 2011. The first cohort of eight students successfully completed the program in June 2012. This paper reports the sequence of events that led to the proposal submission and award, major issues that surfaced throughout the course of the project, and challenges that were overcome during the administrative preparation phase. The experiences of students and professors who have participated in this program are also documented. Key factors leading to the successful implementation in the initial years are discussed.

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9

Dull, Jonathan R. "Book Review: The Seven Years War: A Transatlantic History." International Journal of Maritime History 20, no. 2 (December 2008): 451. http://dx.doi.org/10.1177/084387140802000274.

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10

Austen, Ralph A. "Book Review: The Fante and the Transatlantic Slave Trade." International Journal of Maritime History 24, no. 1 (June 2012): 444–45. http://dx.doi.org/10.1177/084387141202400143.

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11

Jones, Ebony. "“[S]old to Any One Who Would Buy Them”." Journal of Global Slavery 7, no. 1-2 (March 28, 2022): 103–29. http://dx.doi.org/10.1163/2405836x-00701007.

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Abstract The British Parliament passed the Slave Trade Abolition Act in 1807, making the transatlantic trade in human beings illegal. Intended to eliminate Atlantic high-sea slave trading, the 1807 Act placed limitations on how the merchant and planter class could move their human property between British holdings while also forbidding intercolonial slave trading. Included was an imperial-sanctioned exception to the rule—the “convict slave” clause—that allowed authorities in the British Caribbean to sell enslaved people to foreign colonies under transportation sentences allocated by colonial courts. This article pays particular attention to criminal transportation and its use to punish the enslaved. Execution of such sentences occurred at a time when Britain began its maritime abolition campaign and Spanish participation in the transatlantic slave trade simultaneously intensified. It provides evidence of operations of a local market in convicted enslaved people in Jamaica that was only possible because of the island’s intra-American slave trading connections with the Spanish Americas, and in particular, the commercial connections it held with the nearby-island of Cuba.

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12

Lenman, Bruce P. "Book Review: The Early Transatlantic Trade of Ayr 1640–1730." International Journal of Maritime History 18, no. 1 (June 2006): 427–28. http://dx.doi.org/10.1177/084387140601800143.

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13

Eltis, David. "Some Implications from the Transatlantic Slave Trade for Maritime Databases." International Journal of Maritime History 24, no. 1 (June 2012): 257–64. http://dx.doi.org/10.1177/084387141202400113.

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14

Cohn, Raymond L. "Transatlantic U.S. Passenger Travel at the Dawn of the Steamship Era." International Journal of Maritime History 4, no. 1 (June 1992): 43–64. http://dx.doi.org/10.1177/084387149200400104.

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15

BUTTON, KENNETH, and PETER NIJKAMP. "Introduction: challenges in conducting transatlantic work on sustainable transport and the STELLA/STAR initiative." Transport Reviews 24, no. 6 (November 2004): 635–43. http://dx.doi.org/10.1080/0144164042000292434.

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16

Greenhill, Robert G. "Book Review: Transatlantic: Isambard Brunei, Samuel Cunard and the Great Atlantic Steamships." International Journal of Maritime History 16, no. 2 (December 2004): 344–45. http://dx.doi.org/10.1177/084387140401600233.

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17

Davis, Colin J. "Transatlantic Danger: Work and Death among US and British Trawlermen, 1960–1974." International Journal of Maritime History 21, no. 1 (June 2009): 153–74. http://dx.doi.org/10.1177/084387140902100108.

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18

Emmer, P. C. "Book Review: Economic Growth and the Ending of the Transatlantic Slave Trade." International Journal of Maritime History 1, no. 2 (December 1989): 402–5. http://dx.doi.org/10.1177/084387148900100240.

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19

Daniell, Alison. "Jane Austen’s transatlantic sister: the life and letters of Fanny Palmer Austen." Journal for Maritime Research 20, no. 1-2 (July 3, 2018): 119–20. http://dx.doi.org/10.1080/21533369.2018.1514753.

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20

Walvin, James. "Book Review: Extending the Frontiers: Essays on the New Transatlantic Slave Trade Database." International Journal of Maritime History 22, no. 2 (December 2010): 373–75. http://dx.doi.org/10.1177/084387141002200233.

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21

Varssano, D., V. Russ, Y. Linhart, and M. Lazar. "Air transportation of corneal tissue. Experience with local compared to transatlantic donor corneas." American Journal of Ophthalmology 140, no. 6 (December 2005): 1175. http://dx.doi.org/10.1016/j.ajo.2005.10.030.

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22

Jarvis, Adrian. "Book Review: A Thread across the Ocean: The Heroic Story of the Transatlantic Cable." International Journal of Maritime History 14, no. 2 (December 2002): 430–31. http://dx.doi.org/10.1177/084387140201400252.

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23

Elbl, Ivana. "Book Review: Captive Passage: The Transatlantic Slave Trade and the Making of the Americas." International Journal of Maritime History 15, no. 1 (June 2003): 250–52. http://dx.doi.org/10.1177/084387140301500123.

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24

McCreery, David. "Book Review: A Confluence of Transatlantic Networks: Elites, Capitalism, and Confederate Migration to Brazil." International Journal of Maritime History 21, no. 2 (December 2009): 408–9. http://dx.doi.org/10.1177/084387140902100252.

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25

Hsu, Li-Hsin. "The Romance of Transportation in Wordsworth, Emerson, De Quincey, and Dickinson." Romanticism 25, no. 1 (April 2019): 45–57. http://dx.doi.org/10.3366/rom.2019.0400.

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This essay investigates diverging transatlantic attitudes towards mechanisation in the mid-nineteenth century by looking at the portrayals of steam engines in Anglo-American Romantic literary works by Wordsworth, Emerson, De Quincey and Dickinson. Wolfgang Schivelbusch notes how time and space are ‘annihilated’ with the speed of industrialization. Walter Benjamin, alternatively, indicates how the metaphoric dressing up of steam engines as living creatures was a retreat from industrialization and modernization. Those conflicting perceptions of what David Nye calls the ‘technological sublime’ became sources of joy as well as sorrow for these authors. The essay examines how the literary representations of transportation show various literary attempts to make sense of and rewrite the technological promise of the future into distinct aesthetic experiences of modernity. Their imaginative engagement with the railway showcases a genealogy of metaphorical as well as mechanic transportation that indicates an evolving process of Romantic thought across the Atlantic Ocean.

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26

Earle, Thomas Blake. "‘A sufficient and adequate squadron’: The navy, the transatlantic slave trade, and the American commercial empire." International Journal of Maritime History 33, no. 3 (August 2021): 509–24. http://dx.doi.org/10.1177/08438714211037680.

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From its creation, the Africa Squadron, although tasked with suppressing the slave trade, did more to defend American sovereignty and expand American commercial access along the west coast of Africa. In both of these regards, Great Britain and the British Navy were the most prominent obstacles in the way of the United States achieving its goals. These tasks were among the most important imperatives that drove American foreign relations during the antebellum era. Thus the Africa Squadron is best understood as a case study of the vital role the navy played in not just conducting but also shaping American diplomacy. This article examines the circumstances surrounding the creation of the Africa Squadron, concluding that the flotilla was less concerned with actually ending the transatlantic trade in humans than with serving as a check on British power at sea.

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27

Jorge Cruz Mouta, Fernando. "Por Virtud del Asiento: The naval logistics of the slave trade to the Spanish Indies (1604-1624)." International Journal of Maritime History 31, no. 4 (November 2019): 707–28. http://dx.doi.org/10.1177/0843871419874000.

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From 1595 up until 1640, the slave trade to the Spanish Indies was under the asiento system, monopolized by Portuguese new-Christian traders. This paper analyses the naval logistics of this specific transatlantic slave trade from 1604 to 1624, based on documentation in the Archivo General de Índias in Seville. In accordance to the data available, it is possible to present tendencies about this specific slave trade, the typology of the ships involved, and the crews’ age and provenance. The new data presented in this paper is a complement to the Trans-Atlantic Slave Trade Database, as it is based solely on evidence from the Archivo and has a different focus, specifically its naval logistics. Although it was a monopolized trade, it was only made possible by a multitude of participants.

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28

Richardson, David. "Book Review: Riches from Atlantic Commerce: The Atlantic World, Dutch Transatlantic Trade and Shipping, 1585–1817." International Journal of Maritime History 16, no. 1 (June 2004): 218–19. http://dx.doi.org/10.1177/084387140401600122.

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29

Antunes, Cátia, and Filipa Ribeiro da Silva. "Windows of global exchange: Dutch ports and the slave trade, 1600–1800." International Journal of Maritime History 30, no. 3 (August 2018): 422–41. http://dx.doi.org/10.1177/0843871418782317.

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In 2008, Pierre Gervais contended that social and economic developments in the Atlantic were to be ascribed to an overwhelming European intervention in West Africa and the Americas. This article questions Gervais’s assumption by stressing how Europeans, West Africans and Americans – individuals and states – mutually influenced urban hierarchies and distributive hubs across three different continents, while arguing that these interactions and interconnections should be seen within a context of entangled histories. This contribution re-examines the Dutch experience of slave trade and shipping to assess the extent to which slave trading and shipping activities influenced port hierarchies in Europe, determined the organization of port hubs in West Africa and helped develop port structures in the Americas. This assessment is anchored in the data provided by the Transatlantic Slave Trade Database, the collections of the Dutch West India Company and the Middleburg Commercial Company, and the notarial archives of Amsterdam and Rotterdam.

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30

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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31

Kalašová, Alica, Ján Kapusta, and Petr Toman. "A Model of Transatlantic Intermodal Freight Transportation Between the European Continent and the United States." Naše more 63, no. 1 (March 2016): 5–15. http://dx.doi.org/10.17818/nm/2016/1.2.

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32

Ribeiro da Silva, Filipa. "The slave trade and the development of the Atlantic Africa port system, 1400s–1800s." International Journal of Maritime History 29, no. 1 (February 2017): 138–54. http://dx.doi.org/10.1177/0843871416679116.

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Scholarly work on the transatlantic slave trade has tended to focus on the volume, conditions and the profits of this hideous commerce and its demographic, economic and social impact on the coastal areas of Atlantic Africa. Much has therefore been published about the history of specific ports and coastal regions, but still little is known about the contribution of the slave trade to the overall formation and shaping of the Atlantic Africa port system and its regional port sub-systems, the links between various ports, their commercial struggles, and the variable factors that conditioned changes in their role within the system. This study will partly address these issues by examining how the slave trade, in conjunction with other local, regional and international economic and political dynamics, contributed to the rise and fall of ports in Atlantic Africa and helped shape its port system. In doing so, the analysis is based on shipping information gathered from the Trans-Atlantic Slave Trade Database, and on the specific literature on various slave ports in Atlantic Africa.

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33

Armstrong, John, and David M. Williams. "The Perception and Understanding of New Technology: A Failed Attempt to Establish Transatlantic Steamship Liner Services 1824-1828." Northern Mariner / Le marin du nord 17, no. 4 (October 1, 2007): 41–56. http://dx.doi.org/10.25071/2561-5467.360.

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34

Feys, Torsten. "Where All Passenger Liners Meet: New York as a Nodal Point for the Transatlantic Migrant Trade, 1885–1895." International Journal of Maritime History 19, no. 2 (December 2007): 245–72. http://dx.doi.org/10.1177/084387140701900211.

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35

Baehre, Rainer. "Book Review: Emigrant Worlds and Transatlantic Communities: Migration to Upper Canada in the First Half of the Nineteenth Century." International Journal of Maritime History 20, no. 2 (December 2008): 425–27. http://dx.doi.org/10.1177/084387140802000256.

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36

Stráner, Katalin. "Emigration Agents and the Agency of the Urban Press: Approaches to Transatlantic Migration in Hungary, 1880s–1914." Journal of Migration History 2, no. 2 (September 30, 2016): 352–74. http://dx.doi.org/10.1163/23519924-00202007.

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This article argues the importance of the urban press in shaping public opinion about transatlantic migration using the representation of emigration agents and agencies in the Hungarian press in the late nineteenth and early twentieth century. This also draws light to the importance of Budapest not only as a critical hub of emigration movements in terms of administration, transportation and information network that directed and controlled overseas emigration, but also as an agent of communication: the urban press, inseparable from the constantly transforming urban space, was a key agent in the transmission of knowledge and forming public opinion about the emigration question that was in the centre of political, social and cultural discourse during this period.

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37

Bilotkach, Volodymyr, and Kai Hüschelrath. "Balancing competition and cooperation: Evidence from transatlantic airline markets." Transportation Research Part A: Policy and Practice 120 (February 2019): 1–16. http://dx.doi.org/10.1016/j.tra.2018.12.008.

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38

Bernardo, Valeria, and Xavier Fageda. "Impacts of competition on connecting travelers: Evidence from the transatlantic aviation market." Transport Policy 96 (September 2020): 141–51. http://dx.doi.org/10.1016/j.tranpol.2020.06.005.

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39

Yin, Feijia, Volker Grewe, Christine Frömming, and Hiroshi Yamashita. "Impact on flight trajectory characteristics when avoiding the formation of persistent contrails for transatlantic flights." Transportation Research Part D: Transport and Environment 65 (December 2018): 466–84. http://dx.doi.org/10.1016/j.trd.2018.09.017.

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40

Dew, Ian. "Christoph Irmscher and Richard J. King (eds.), Audubon at Sea. The Coastal and Transatlantic Adventures of John James by Ian Dew." Northern Mariner / Le marin du nord 33, no. 1 (July 27, 2023): 108–11. http://dx.doi.org/10.25071/2561-5467.1097.

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41

Appleby, John. "Daniel [De]Foe’s Virginia venture: Mutiny and indiscipline at sea during the 1680s and 1690s." International Journal of Maritime History 29, no. 1 (February 2017): 3–25. http://dx.doi.org/10.1177/0843871416678171.

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This article uses evidence from the English High Court of Admiralty to examine the problem of mutiny and indiscipline among seafarers in the transatlantic trades during the 1680s and 1690s. It focuses on a venture of 1688, which is of particular interest not only for the light it sheds on maritime conditions, but also because it involved Daniel Defoe, a young and ambitious trader who was trying to establish a commercial opening in Chesapeake Bay. The article contextualizes this previously unknown venture, relating it to the development of the tobacco trade and its dependence on an expanding market and widening patterns of consumption. The failure of the voyage, in association with other business problems, had serious consequences for Defoe, leading to bankruptcy in 1692 and his withdrawal from direct involvement in overseas trade. Against a broader background of other voyages, the legal testimony heard by the court draws attention to the wider problem of mutinous conduct at sea. These cases were provoked by a range of grievances including pay, labour conditions and discipline. Repeatedly they raise questions about the conduct of masters at sea, including their rights and responsibilities. At the same time, the article argues that the upsurge in mutiny and indiscipline at sea, while revealing the inexorable tension between pay and productivity, also exposed deeper issues regarding seafaring custom and contract.

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42

Cosmas, Alex, Peter Belobaba, and William Swelbar. "The effects of open skies agreements on transatlantic air service levels." Journal of Air Transport Management 16, no. 4 (July 2010): 222–25. http://dx.doi.org/10.1016/j.jairtraman.2009.11.004.

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43

James, Kevin J. "‘A Happy Holiday’: English Canadians and transatlantic tourism, 1870-1930." Journal of Tourism History 2, no. 2 (August 2010): 139–41. http://dx.doi.org/10.1080/1755182x.2010.498156.

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44

Zhang, Shengrun, Kurt Fuellhart, Wendong Yang, Xiaowei Tang, and Frank Witlox. "Factors shaping non-stop airline services in the transatlantic air transport market: 2015–2017." Journal of Transport Geography 80 (October 2019): 102494. http://dx.doi.org/10.1016/j.jtrangeo.2019.102494.

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45

Jennings, Evelyn P. "The Path to Sweet Success: Free and Unfree Labor in the Building of Roads and Rails in Havana, Cuba, 1790–1835." International Review of Social History 64, S27 (March 26, 2019): 149–71. http://dx.doi.org/10.1017/s0020859019000075.

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AbstractHavana's status as a colonial port shaped both its infrastructure needs and the patterns of labor recruitment and coercion used to build it. The port city's initial economic and political orientation was maritime, with capital and labor invested largely in defense and shipbuilding. By the nineteenth century, Cuba had become a plantation colony based on African enslavement, exporting increasing quantities of sugar to Europe and North America. Because the island was relatively underpopulated, workers for infrastructure projects and plantations had to be imported through global circuits of coerced labor, such as the transatlantic slave trade, the transportation of prisoners, and, in the 1800s, indentured workers from Europe, Mexico, or Asia. Cuban elites and colonial officials in charge of transportation projects experimented with different mixes of workers, who labored on the roads and railways under various degrees of coercion, but always within the socio-economic and cultural framework of a society based on the enslavement of people considered racially distinct. Thus, the indenture of white workers became a crucial supplement to other forms of labor coercion in the building of rail lines in the 1830s, but Cuban elites determined that these workers’ whiteness was too great a risk to the racial hierarchy of the Cuban labor market and therefore sought more racially distinct contract workers after 1840.

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46

Altman, Ida. "Key to the Indies: Port Towns in the Spanish Caribbean: 1493–1550." Americas 74, no. 1 (November 22, 2016): 5–26. http://dx.doi.org/10.1017/tam.2016.79.

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Seaborne commerce, communication, and transportation to a great extent defined and enabled the Spanish enterprise in the Caribbean from the time Europeans first arrived in the islands. With the exception of a minority of towns such as Concepción de la Vega in Española that were established in the interiors of the islands to provide access to gold mines and the indigenous labor to exploit them, the majority of new towns and cities were located on the coasts. Although Santo Domingo, San Juan, and eventually Havana emerged as the principal ports and administrative capitals of the large islands of the northern Caribbean in the first half of the sixteenth century, many secondary and small port towns played essential roles in the rapid development of systems of local and regional exchange, indigenous slave raiding, and transatlantic commerce that linked the islands to Seville, the Canaries and other islands of the Atlantic and the southern Caribbean. Allowing island residents to take advantage of waterborne transportation often via indigenous-built canoes, linking the islands to one another and the circum-Caribbean mainland, and serving as staging grounds for slave-raiding and other expeditions that radiated out from the islands, these towns helped to forge a diverse and dynamic region that was closely tied both to Spain and later to the developing societies of Spanish America.

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47

Schaffer, Benjamin. "A “Small Vessel of Brisk Bostoneers”: The Life and Times of the Massachusetts Province Sloop Mary, c. 1688-1693." Northern Mariner / Le marin du nord 33, no. 1 (July 27, 2023): 1–26. http://dx.doi.org/10.25071/2561-5467.1080.

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In the late seventeenth century, the Massachusetts Bay Colony’s government built its own provincial navy of several vessels to secure its coastline from French, Indigenous, and piratical threats. While the creation of provincial navies would become a regular hallmark of English colonization throughout the Atlantic world, this fleet’s flagship – the sloop Mary – and its crew would become major players in various transatlantic dramas ranging from the Glorious Revolution to the Golden Age of Piracy to the Salem Witchcraft Trials. Overall, Mary’s short service history not only gives us a novel maritime lens through which we can examine traditionally-well studied events in early American history, but also highlights the long-ignored role of Anglo-American provincial naval forces in shaping the first British Empire. À la fin du dix-septième siècle, le gouvernement de la colonie de la baie du Massachusetts a construit sa propre marine provinciale de plusieurs navires pour protéger ses côtes contre les menaces posées par les Français, les Autochtones et les pirates. Alors que la création de marines provinciales allait devenir une caractéristique de la colonisation anglaise dans le monde de l’Atlantique, le navire amiral de cette flotte – le sloop Mary – et son équipage allaient devenir des acteurs importants dans divers drames transatlantiques, y compris la Glorieuse Révolution, l’Âge d’or de la piraterie et les procès des sorcières de Salem. Dans l’ensemble, la courte histoire de service maritime du Mary nous offre non seulement une nouvelle optique maritime à travers laquelle il est possible de considérer les événements traditionnellement bien étudiés des débuts de l’histoire américaine, mais elle souligne également le rôle longtemps ignoré des forces navales provinciales anglo-américaines dans la formation du premier Empire britannique.

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Liu, Dong, Yingjian Wang, Zhien Wang, and Jun Zhou. "The Three-Dimensional Structure of Transatlantic African Dust Transport: A New Perspective from CALIPSO LIDAR Measurements." Advances in Meteorology 2012 (2012): 1–9. http://dx.doi.org/10.1155/2012/850704.

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Abstract:

The lack of information on the vertical distribution of dust, in turn, results in large uncertainties when attempting to evaluate the impacts of dust on climate processes. We analyzed over two years of LIDAR measurements from NASA’s CALIPSO and CloudSat satellites to document the vertical pathways of transatlantic transport of Saharan dust. Our analysis overcomes the limitations of quantitative dust detections with passive satellite measurements over land and low clouds and provides the fine vertical resolved structures. The results show the strong seasonal shift in dust source regions and transportation pathways due to the meteorological and thermodynamical conditions, which also control the dust vertical distribution as well as the depth of the dust layer. The dust layer top descending rates of 35 m/degree in summer, 25 m/degree in autumn and spring, and 10 m/degree in winter are found, respectively, while the dust is being transported across the Atlantic. Comparison with the model simulation highlights the potentials of dust observations using CALIPSO LIDAR. The observed seasonal dependence of these pathways gives new insights into the transport of the Saharan dust and provides important guidance for simulations of the production and transport of the global dust aerosol.

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Tissot, Cecile, Holger Buchholz, Max B. Mitchell, Eduardo da Cruz, Shelley D. Miyamoto, Bill A. Pietra, Arnaud Charpentier, and Olivier Ghez. "First pediatric transatlantic air ambulance transportation on a Berlin Heart EXCOR left ventricular assist device as a bridge to transplantation." Pediatric Critical Care Medicine 11, no. 2 (March 2010): e24-e25. http://dx.doi.org/10.1097/pcc.0b013e3181bc5974.

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De Poret, M., J. F. O'Connell, and D. Warnock-Smith. "The economic viability of long-haul low cost operations: Evidence from the transatlantic market." Journal of Air Transport Management 42 (January 2015): 272–81. http://dx.doi.org/10.1016/j.jairtraman.2014.11.007.

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