Gotowe bibliografie tematyczne / Frederick (Ship)

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Gotowa bibliografia na temat „Frederick (Ship)”

Autor: Grafiati

Data publikacji: 29 lipca 2024

Data aktualizacji: 30 lipca 2024

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Artykuły w czasopismach na temat "Frederick (Ship)"

Hett, D. A., S. Mather i E. P. Dewar. "Von Recklinghausen’s disease of nerves: A modern day social response". Journal of The Royal Naval Medical Service 75, nr 3 (wrzesień 1989): 139–41. http://dx.doi.org/10.1136/jrnms-75-139.

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AbstractWe describe a patient with von Recklinghausen’s Disease of Nerves whose appearance provoked an emotive reaction in the close community of an RN ship akin to that reported in the case of Sir Frederick Treves’ “Elephant Man”. The RN divisional system provided a valuable contribution to the resolution of the problems created.

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Buchan, Alex R. "SS Windward—whaler and Arctic exploration ship". Polar Record 24, nr 150 (lipiec 1988): 213–22. http://dx.doi.org/10.1017/s0032247400009177.

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AbstractWindward, a three-masted barque, was built in Peterhead in 1860 for the whaling trade, and fitted with steam engines in 1866. Almost every year for 33 years she visited the Arctic in pursuit of whales and seals, latterly belonging to the Grays, an outstanding Peterhead whaling family. Sold in 1894 to Captain Joseph Wiggins, she was bought later in the same year by Alfred Harmsworth for the use of Frederick G. Jackson in his exploration of Zemlya Frantsa-Iosifa (Franz Josef Land). Windward was Jackson's ship for three years, including one winter beset in the ice; journeying from her, Jackson substantially recharted Zemlya Frantsa-Iosifa, and the ship brought home Fridtjof Nansen after his epic drift with the polar ice. In 1897 Harmsworth offered the vessel to Robert Peary, who was planning an assault on the North Pole from the northern tip of Greenland or from Ellesmere Island. After four years with Peary, including two winters trapped in the ice, Windward returned to her roots in whaling from Scotland. She was lost in Davis Strait in 1907.

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Donelan, Mark A., Fred W. Dobson, Hans C. Graber, Niels Madsen i Cyril McCormick. "Measurement of Wind Waves and Wave-Coherent Air Pressures on the Open Sea from a Moving SWATH Vessel". Journal of Atmospheric and Oceanic Technology 22, nr 7 (1.07.2005): 896–908. http://dx.doi.org/10.1175/jtech1753.1.

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Abstract The design and implementation on a Small Waterline Area Twin Hull (SWATH) vessel of a complete system for measuring the directional distribution of wind waves and the concomitant fluctuations of air pressure and wind speed immediately above them are described. Data taken with the system on board the Canadian Coast Guard Ship Frederick G. Creed during the 1999 Shoaling Waves Experiment (SHOWEX) are used to calculate the wave-supported fluxes of momentum and energy between the air and the sea.

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Souto Mantecón, Matilde. "War reprisal: the embargo in Veracruz of English goods and the ship Prince Frederick (1718-1729)". Memorias, nr 34 (15.08.2018): 39–59. http://dx.doi.org/10.14482/memor.34.10407.

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Leshikar-Denton, Margaret E. "Captain Kidd’s Lost Ship: The Wreck of the Quedagh Merchant, by Frederick H. Hanselmann". New West Indian Guide / Nieuwe West-Indische Gids 95, nr 1-2 (30.03.2021): 194–95. http://dx.doi.org/10.1163/22134360-09501027.

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Salyer, Matt. "‘Let us wash the blood from your mouth’: Revolutionary Horror and Lycanthropy in Frederick Marryat'sThe Phantom Ship". Gothic Studies 20, nr 1-2 (listopad 2018): 95–110. http://dx.doi.org/10.7227/gs.0037.

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Desai, Gaurav. "Oceans Connect: The Indian Ocean and African Identities". PMLA/Publications of the Modern Language Association of America 125, nr 3 (maj 2010): 713–20. http://dx.doi.org/10.1632/pmla.2010.125.3.713.

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Readers of PMLA Recognize 26 Broadway, in New York City, as the Headquarters of the Mla, One of the Major Hubs of Intellectual work in literary and cultural studies in North America. But in the summer of 1840, 26 Broadway was a commercial hub that connected the world of the Atlantic Ocean with the world of the Indian Ocean. Here, in the offices of the New York firm Barclay and Livingston, Ahmad Bin Na'aman, special envoy of the sultan of Zanzibar, Sayyid Said, offered for sale merchandise that had been brought to the United States from Muscat and Zanzibar. The merchandise included “1,300 bags of dates, 21 bales of Persian wool carpets and 100 bales of Mokha coffee” that had been acquired at Muscat and “108 prime ivory tusks, 81 cases of gum copal, … 135 bags of cloves and 1,000 dry salted hides” from Zanzibar (Eilts 32). The cargo had come to New York on 30 April 1840 aboard the Sultanah, a bark owned by the sultan and commanded by William Sleeman, an Englishman. Except for two Frenchmen whose identities are uncertain and two Englishwomen who had sought passage to London, where the ship was headed, most of those on board were African slaves belonging to the ship's officers and hired lascars, Muslim seamen from the lower Konkan and Malabar coasts of India who had been signed on in Bombay, where the ship had been refitted for the transatlantic voyage and from which it first embarked (3). The slaves, we are told, were dressed in garments made of coarse cotton cloth “called merikani, after the country of its manufacture” (4). In his account of the voyage of the Sultanah, Hermann Frederick Eilts writes of “the pungent vapors of cloves, gum copal and coffee (from the ship's cargo), of tar and pitch, of open-hearth cooking in deep, acrid sheep tail's fat, called ghee, of primitive shipboard sanitation and of coconut oil” (4). This account of the “first Arab emissary and the first Arab vessel to visit American shores” is a rich reminder of the historical interconnections in the world (6).

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Harris, Lynn B. "Frederick H. Hanselmann. 2019. Captain Kidd's lost ship: the wreck of the Quedagh Merchant. Gainesville: University of Florida Press; 978-0-81305-622-7 hardback $85." Antiquity 95, nr 382 (23.06.2021): 1104–6. http://dx.doi.org/10.15184/aqy.2021.86.

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Capelotti, P. J. "Benjamin Leigh Smith's third Arctic expedition: Svalbard, 1873". Polar Record 46, nr 4 (18.03.2010): 359–71. http://dx.doi.org/10.1017/s003224740999057x.

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ABSTRACTIn 1873, the British explorer Benjamin Leigh Smith concluded the private oceanographic and geographical explorations in the seas around Svalbard that he had begun in 1871 and continued in 1872. The logistics of the 1873 expedition, however, were far more complicated than those of the first two voyages. Rather than using a single ship as he had done with the sailing vessel Samson the previous summers, Leigh Smith chartered James Lamont's Arctic steamer Diana and employed Samson as a reserve supply tender. With the added supplies Samson afforded, Leigh Smith planned to round the northeast limit of Svalbard, which he had discovered in 1871, and survey Kong Karls Land. Among those invited to join to expedition was a twenty-three-year-old member of the Royal Engineers, Lieutenant Herbert C. Chermside, who would visit the Arctic for the first and last time in a long life of military service. It was to Chermside that Leigh Smith entrusted the keeping of the expedition's logbooks. These three unpublished journals, along with a log kept by Samson's captain, William Walker, provide details of an expedition that, while it failed in its primary objective to round Nordaustlandet, did succeed in relieving Adolf Erik Nordenskiöld's Swedish polar expedition beset near Mosselbukta. It also maintained an array of contacts with whalers and sealers, for example the Peterhead whaler David Gray and the Norwegian skipper Frederick Christian Mack, regarding local conditions around Svalbard. At Augustabukta, Chermside's observations of uplifted skeletons of remotely harvested whales give estimated death ranges of between 1569–1691 and 1764–1807. The expedition would end with a major island in Svalbard being named for Chermside.

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Redford, Scott. "Serçe Limanı, an Eleventh-Century Shipwreck, Volume 1: The Ship and Its Anchorage, Crew, and Passengers. George F. Bass, Sheila D. Matthews, J. Richard Steffy, and Frederick H. van Doorninck Jr." Bulletin of the American Schools of Oriental Research 341 (luty 2006): 84–86. http://dx.doi.org/10.1086/basor25066946.

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Rozprawy doktorskie na temat "Frederick (Ship)"

Cook, Charles. "A Parametric Model of the Portuguese Nau". Thesis, 2011. http://hdl.handle.net/1969.1/ETD-TAMU-2011-12-10225.

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This interdisciplinary research project combines the fields of nautical archaeology and computer visualization in order to create an interactive virtual reconstruction of a Portuguese nau. Information about the shipbuilding process is gathered from 16th and 17th century treaties by Fernando Oliveira and Joao Batista Lavanha, as well as from Dr. Filipe Castro (Texas A&M Department of Anthropology). Eight registered tonnage formulas from the 15th to 17th century are used to estimate the cargo capacity of the nau. Using this information, I develop an algorithm that creates a parametric computer model of a nau hull and calculates its registered tonnage. This parametric model allows the user to choose between the Oliveira and Lavanha hull shapes, adjust parameters to fine tune the hull shape further, and save the information about the hull shape for future editing. The eight registered tonnage estimates are compared to the volume of the parametric hull model below a generic waterline. The process I use to adapt the information provided by the two shipbuilding treatises into an algorithm determines the hull shape of a nau. This allows for projects in the future to introduce other shipbuilding approaches and information as it becomes available to this parametric model.

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Książki na temat "Frederick (Ship)"

Edwards, Frederick A. The reminiscences of Captain Frederick A. Edwards, Sr., U. S. Navy (retired). Annapolis, Md: U.S. Naval Institute, 1992.

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Błaszak, Marek. Sailors, ships and the sea in the novels of Captain Frederick Marryat. Opole: Wydawn. Uniwersytetu Opolskiego, 2006.

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hui, Zou ying, i Bu lang. Fu lai de li ke · xiao bang. Bei jing: Wai wen chu ban she, 1998.

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Marryat, Frederick. Phantom Ship: 2019 New Edition by Captain Frederick Marryat. Independently Published, 2019.

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Pub, Frederick Personalized Journal. Frederick : Frederick's Shit LIST. Unique Personalized Journal Gift for Frederick - Journal with Beautiful Colors, 120 Page, Thoughtful Cool Present for Frederick: Journal for Frederick. Independently Published, 2020.

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Części książek na temat "Frederick (Ship)"

Massnick, Thomas. "Reading and Writing the Ship in “Benito Cereno” and “The Heroic Slave”". W Maritime Mobilities in Anglophone Literature and Culture, 83–98. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-030-91275-8_5.

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AbstractHerman Melville’s “Benito Cereno” and Frederick Douglass’s “The Heroic Slave” both explore the ways in which power is inscribed into maritime technologies. A focus on the role of ships within these narratives reveals the way systems of power operate, and invites inquiry into the way those systems can be disrupted. The hapless qualities of Melville’s central figure, Amasa Delano, and the hypermasculine heroism of Douglass’s protagonist, Madison Washington, have received much scholarly attention. These aspects of the characters come into sharper relief when we consider the ship itself to be a legible, authoritative text. Delano’s notoriously poor reading of his situation stands in contrast to his accurate and detailed reading of the ship in its disarray. Relatedly, Washington’s nautical literacy parallels Douglass’s own well-known history with the printed word. The two stories present opposing looks at the nature of power as inscribed in the ship. For Douglass, power is there for the taking, systems can be overturned, and their technologies subverted. Melville’s text offers a dimmer view; his story and its concluding legal documentation suggests that systems of power are supported by a self-sustaining and self-justifying logic. These two visions imply different prospects for Black agency.

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Mstowska, Joanna. "The Flying Dutchman’s Mimetic Desire. Crossing Geographical and Moral Frontiers in Frederick Marryat’s The Phantom Ship". W Second Language Learning and Teaching, 433–41. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-21994-8_39.

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Douglass, Frederick. "Apprenticeship Life." W Life and Times of Frederick Douglass. Oxford University Press, 2022. http://dx.doi.org/10.1093/actrade/9780198835325.003.0021.

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Nothing lost in my attempt to run away — Comrades at home — Reasons for sending me away — Return to Baltimore — Tommy changed — Caulking in Gardiner’s ship-yard — Desperate fight — Its causes — Conflict between white and black labor — Outrage — Testimony — Master Hugh — Slavery in Baltimore — My condition improves — New associations — Slaveholder’s right to the slave’s wages — How to make a discontented slave.

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Pettinger, Alasdair. "The Voyage". W Frederick Douglass and Scotland, 1846, 1–30. Edinburgh University Press, 2018. http://dx.doi.org/10.3366/edinburgh/9781474444255.003.0001.

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Introduces Frederick Douglass in the context of his incident-packed voyage on the Cunard ship Cambria from Boston in August 1845 during which some racist passengers tried to prevent him from delivering a lecture at the invitation of the Captain. Summarising his early experiences, the chapter goes on to explain how Douglass escaped from slavery and, though a fugitive, became a leading antislavery campaigner in Massachusetts and why he and other black abolitionists crossed the Atlantic in the 1830s and 1840s. Douglass would spend nearly two years away from his family in Britain and Ireland, a third of that time in Scotland, and frequently remarked on the relative freedom he enjoyed in public spaces there.

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Kerr, Matthew P. M. "Captain Marryat Repeats Himself". W The Victorian Novel and the Problems of Marine Language, 63–92. Oxford University Press, 2022. http://dx.doi.org/10.1093/oso/9780192843999.003.0003.

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This chapter explores the under-studied popular marine fiction of Captain Frederick Marryat. Marryat’s sea-novels are shy of the element upon which they are set; he rarely focuses on the craft of sailing and describes the sea itself even less often. If, however, Marryat’s novels are not about the sea, sea-life defines their central characteristic: a multi-faceted repetitiveness. These texts repeat marine tropes that are already themselves repetitious, such as seasickness, heroic resurrection, and the revenant ghost ship. Tightly repetitive adherence to generic formulae is often deemed evidence of contrived or artificial writing. In the context of writing about the sea, though, repetition invites a competing reading: it is perhaps evidence of authenticity, of Marryat’s struggle to find a register appropriate to the ocean.

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Scott, Dominic, i R. Edward Freeman. "Captains and Navigators". W Models of Leadership in Plato and Beyond, 39–59. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780198837350.003.0004.

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This chapter discusses the comparison between a leader and a navigator, implicit in the well-known ‘ship of state’ image, which Plato uses in the Republic. A core component of the navigator model is that the leader helps a country or organization that has opted to take a new direction and that needs someone with a distinctive kind of expertise to get them there. As with the doctor model, the decisions of the leader may often appear unpalatable and, when the going gets tough, the leader also needs to be able to command unity on board. The chapter illustrates the model with two examples: Frederick Douglass, who helped steer America towards the abolition of slavery; and James McGill, who tried to steer AT&T from being a company heavily based around engineering and manufacturing towards a digital future, more reliant on marketing.

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Pryor, Elizabeth Stordeur. "The Atlantic Voyage and Black Radicalism". W 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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Marvin, Laurence W. "The Failed Campaign, Negotiations, and the End of the Crusade". W The Damietta Crusade, 1217-1221, 168–94. Oxford University PressOxford, 2024. http://dx.doi.org/10.1093/9780198916208.003.0007.

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Abstract Chapter 7 explains how and why the offensive of 1221 ended as it did. The crusaders, pushed by Pelagius and Louis, prepared to advance without Frederick. This went against the pope’s and emperor’s wishes since the pope wanted Frederick to lead in person. John did not support an offensive either. His relationship with Pelagius never improved. By mid-July al-Kamil, aware of the Latin Christian army’s imminent advance, offered a deal like that of fall 1219. The crusaders made unrealistic counter-offers. The army marched to Fariskur and then Shirimsah. John recommended staying there, but all continued south. The army discounted the Mahalla canal opening on the Nile’s west side as an ingress point. By late July the army arrived at the intersection of the Nile and Tinnīs branch across from Mansoura. It could not cross to a hostile riverbank, so the men constructed a fortified camp. Forces led by al-Kamil’s brothers began arriving. Al-Kamil used the Mahalla canal to get ships behind the crusaders, strangling them logistically. After much dissention the crusaders retreated north as al-Kamil’s troops flooded the Nile’s eastern bank. During the retreat men got stuck or drowned and Muslim forces surrounded them. By August 28 the army was trapped near al-Barāmūn. It surrendered on August 30. The terms were generous given the circumstances. The two sides exchanged hostages. In Damietta some talked of refusing to turn over the city. Eventually the Latin Christians surrendered Damietta, and all either walked or sailed to Acre.

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Ray, Robert B. "Ice". W The ABCs of Classic Hollywood, 245. Oxford University PressNew York, NY, 2008. http://dx.doi.org/10.1093/oso/9780195322910.003.0087.

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Abstract Mr. Neeley’s ice wagon represents precisely the kind of syndecdochic detail regularly deployed by Hollywood cinema: like Esther’s corset, it is short- hand for an entire era. Nevertheless, the movie’s nostalgic image of the horse-drawn cart is ruthlessly ironic. With its electric light shows, 140 automobiles (driven from as far away as Boston), dishwashers, wireless telegraphy, and mechanized refrigeration (“mechanical refrigeration offers much that is spectacular,” proclaimed one ad), the 1904 World’s Fair would signal the death throes of Mr. Neeley’s world. The year before had already seen the founding of the Ford Motor Company and the publication of Frederick Taylor’s Shop Management, which proposed a method for scientifically organizing labor. As Tootie sits blithely singing in the back of the wagon, and the last few blocks of ice lie melting under their tarpaulins, this once-familiar routine of everyday life is on the verge of obsolescence. Designed to evoke the gentle quaintness of turn-of-the-century life, Mr. Neeley’s wagon and the dissolving ice only suggest its difficulties: the deadly provincialism, the nonexistent sanitation, the claustrophobic, endless summer heat.

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Hvass, Steen. "Kings’ Jelling: Monuments with Outstanding Biographies in the Heart of Denmark". W The Lives of Prehistoric Monuments in Iron Age, Roman, and Medieval Europe. Oxford University Press, 2015. http://dx.doi.org/10.1093/oso/9780198724605.003.0010.

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On 16 April AD 2000 the 60th birthday of Her Majesty Queen Margrethe II of Denmark was celebrated. To mark this particular day seventeen new tapestries were placed in Christiansborg Palace, in Copenhagen, the capital of Denmark. The tapestries depict the history of the Danish monarchy throughout 1,000 years. In the middle of the banqueting hall hangs the first and one of the largest tapestries about the Viking period. Here the history of King Gorm’s lineage begins: King Gorm the Old, his Queen Thyre, their son Harald Bluetooth, his son Svein, and Svein’s son Canute the Great, who ended up ruling over the whole of Denmark and England. Above the heads of the kings, ‘paganism’ fights against Christianity (Hornum 2000, 85). The most stately and noble monument in the history of Denmark are the Jelling Monuments. The Jelling Monuments stand as a key site in the archaeological and historical explanation of the political and religious transformations of the Scandinavian world at the end of the Viking Period. The site consists of the two largest burial mounds in Denmark, two runic stones dating from the Viking Period, and the church situated between the burial mounds. Since 2005, new excavations have expanded the monument area with the discovery of a huge stone setting depicting the outline of a ship measuring almost 360 metres in length, and a four-sided wooden palisade, which once encircled an area of approximately 12.5 hectares. The Northern Mound with a burial chamber is the centre for both the stone-ship and the entire expanse of the newly discovered palisade. Archaeological investigations in Jelling began as early as AD 1586, when Caspar Markdanner, King Frederik II’s lord lieutenant at Koldinghus Castle, raised one of the two rune-stones known at the site to an upright position so that its honour and dignity would be restored. In 1591 the lord lieutenant had an etching made of the entire site, and in 1643 Ole Worm drew up the first description of the monuments.

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