Instruct: Given a question, retrieve relevant passages that can help answer the question.
Query: What was the steamship used for?
The most testing route for steam was from Britain or the East Coast of the USA to the Far East. The distance from either is roughly the same, between 14,000 to 15,000 nautical miles (26,000 to 28,000km; 16,000 to 17,000mi), traveling down the Atlantic, round the southern tip of Africa and across the Indian Ocean.[21] Before 1866, no steamship could carry enough coal to make this voyage and have enough space left to carry a commercial cargo.
Cochrane was an early supporter of steamships. He tried to take the steamship from Britain to Chile for use in the war of independence in the 1820s, but its construction took too long; it did not arrive until the war was ending. "Rising Star" was a 410-ton vessel adapted to a new design at Brent's Yard at the Greenland Dock at the Thames: twin funnels, a retractable paddle wheel, and driven by a 60-horsepower engine. Similarly, he suffered delays with construction of a steamship which he had hoped to put into use in the Greek War of Independence. In the 1830s, he experimented with steam power, developing a rotary engine and a propeller. In 1851, Cochrane received a patent on powering steamships with bitumen. He was conferred with Honorary Membership in the Institution of Engineers and Shipbuilders in Scotland in 1857.
The Alaska Pacific Steamship Company was a short-lived freight and passenger shipping line that operated on the West Coast of North America between 1906 and 1912. The company was created by E.E. Caine, who used the steamships "Buckman" and "Watson" on the route between Seattle, Tacoma, and San Francisco. The following year, Caine's partners in the company took over management of the Alaska Coast Company, which operated the steamships "Jeanie" and "Portland". In 1909, Alaska Pacific acquired the twin-propeller steamships "Admiral Farragut" and "Admiral Sampson" from the American Mail Steamship Company on the East Coast. In 1912, Alaska Pacific acquired the remaining Admiral-class steamships "Admiral Dewey" and "Admiral Schley" from American Mail. Before the end of the year, the company's directors decided to merge Alaska Pacific with Alaska Coast Company to form the new Pacific-Alaska Navigation Company.
Morse acquired control of the Metropolitan Steamship Company from the Whitney interests in 1906. He organized the Consolidated Steamship Company in January 1907 as a holding company for the Eastern Steamship Company, Metropolitan Steamship Company, Clyde Steamship Company and Mallory Steamship Company. Despite an initial announcement of such a sale, Morse failed in an attempt to purchase the Long Island Sound steamers of the New York, New Haven and Hartford Railroad. He did, however, acquire control of the New York and Cuba Mail Steamship Company and the New York and Porto Rico Steamship Company in 1907.
The firm was founded in 1913 when a consortium of firms bought out the seventeen vessels of the Gilchrist Company, which had gone into receivership. The other firms were: the Lackawanna Steamship Company; the Acme Steamship Company; the Standard Steamship Company; the Provident Steamship Company; the Acme Steamship Company and the Huron Barge Company. The combined fleet operated 56 vessels.
"Betelgeuse" was a constructed by the California Shipbuilding Company, Los Angeles, California and commissioned in the merchant service as SS "Colombia Victory" in May, 1944. From 1944 through 1948, she was operated by the Grace Steamship Company, the Waterman Steamship Corporation and the Isthmian Steamship Company. In 1948, she was placed in Maritime Reserve Fleet until 1951 when she was purchased by the U.S. Government and converted for Navy use.
The use and increased reliability of the compound steam engine gave greater fuel efficiency and opened these routes up to steamships. Alfred Holt pioneered the use of these engines in his steamships. By the last third of the 19th century it was possible for a steamship to carry enough coal to travel before needing to refuel. The opening of the Suez Canal in 1869 and the Panama Canal in 1914 also made the use of cargo liners more profitable, and made possible regular scheduled overseas services. Cargo liners soon comprised "the great portion of the British merchant fleet", the largest in the world.
Burk's Falls was linked to the south by a railroad in 1885. A lock was completed, enabling navigation west of the rapids at the historic village of Magnetawan, in 1886. Following its completion larger steamships started carrying cargo and passengers, and towing log booms, over the reach from Burk's Falls to Ahmic Harbour. During its first 25 years of operation the lock-keeper recorded steamships transited the lock 17,590 times. The last steamship, a tugboat used to tow log-booms, used the river in 1934
For most of its history, Grace's main business was cargo shipping. To get cargo from Peru to North America and Europe, including guano and sugar, and noticing the need for other goods to be traded, William Grace founded a shipping division. Grace Line began service in 1882, with ports of call between Peru and New York. Regular steamship service was established in 1893, with a subsidiary called the New York & Pacific Steamship Co., that operated under the British flag. Ships built outside the United States prior to 1905 were banned from US registry. US-flag service began in 1912 with the Atlantic and Pacific Steamship Company. The activities of both companies and the parent firm were consolidated into the Grace Steamship Company beginning in 1916. The firm originally specialized in traffic to the west coast of South America; then later expanded into the Caribbean.
There are no railways or light rail in Muara. A railway line used to connect the Brooketon Colliery to what is now Muara Port to transport the coal being mined for use on the steamships.
The invention of the steamship had a great impact on the first wave of globalization. Before its invention, trade routes were reliant on wind patterns, but steamships reduced shipping time and shipping cost. By 1850, nearly 129 countries used steamships for trade, and approximately 5,000 imports and exports were made to 5,000 cities, thus making a great impact on the world's global economy.
A steamship, often referred to as a steamer, is a type of steam powered vessel, typically ocean-faring and seaworthy, that is propelled by one or more steam engines[1] that typically move (turn) propellers or paddlewheels. The first steamships came into practical usage during the early 1800s; however, there were exceptions that came before. Steamships usually use the prefix designations of "PS" for paddle steamer or "SS" for screw steamer (using a propeller or screw). As paddle steamers became less common, "SS" is assumed by many to stand for "steam ship". Ships powered by internal combustion engines use a prefix such as "MV" for motor vessel, so it is not correct to use "SS" for most modern vessels.
In 1904, service was expanded to use three surplus steamships to include a Gulf of Maine operation between Yarmouth-Boston and Yarmouth-New York. These services launched the DAR into the forefront of Nova Scotia's nascent tourist industry and the railway subsequently built a resort hotel at Digby, the Digby Pines Resort and the Cornwallis Inn in Kentville. After the Canadian Pacific Railway purchased the DAR in 1911, they sold some of its steamship connections, such as the Yarmouth steamships, but expanded others, such as the Digby-Saint John route, which received large new steamships such as the SS Princess Helene.
The opening of the Suez Canal in 1869 gave a distance saving of 3,300 nautical miles (6,100km; 3,800mi) on the route from China to London.[24] The canal was not a practical option for sailing vessels, as using a tug was difficult and expensive – so this distance saving was not available to them.[22] Steamships immediately made use of this new waterway and found themselves in high demand in China for the start of the 1870 tea season. The steamships were able to obtain a much higher rate of freight than sailing ships and the insurance premium for the cargo was less. So successful were the steamers using the Suez Canal that, in 1871, 45 were built in Clyde shipyards alone for Far Eastern trade.[21]
On October 8, 1909, the assets of the Metropolitan Steamship Company were sold at foreclosure sale to John W. McKinnon of Chicago. The company was reincorporated three days later in Maine with Morse as president. The Metropolitan Steamship Company and Maine Steamship Company were consolidated with the Eastern Steamship Company in 1911 to form Eastern Steamship Corporation. This concern went into receivership in 1914 and emerged in 1917 as Eastern Steamship Lines.
In 1911, the Maine Steamship, Metropolitan Steamship, and the Eastern Steamship companies merged to create the Eastern Steamship Corporation. "Massachusetts" and "Bunker Hill" returned to the Cramp & Sons shipyard for conversion from coal to fuel oil in 1912. Financial difficulties forced Eastern Steamship Corporation into receivership in 1914, and it emerged three years later as the Eastern Steamship Lines.
The Occidental and Oriental Steamship Company (sometimes abbreviated to O&O) was an American shipping company founded in 1874 by US railroads wishing to provide competition to the Pacific Mail Steamship Company which had not complied with its obligations to them. Chartering vessels from different companies, the most important being the British White Star Line, the company quickly became financially successful, against the expectations of its founders.
Originally chartered in Massachusetts, the Metropolitan Steamship Company was reincorporated in May 1905 in Maine. In 1906 Whitney and his associates sold a controlling interest in the company to Charles W. Morse of the Eastern Steamship Company. Whitney later said this was the worst mistake he ever made. Morse organized the Consolidated Steamship Company in January 1907 as a holding company for Metropolitan as well as Eastern Steamship Company, Clyde Steamship Company and Mallory Steamship Company. Despite an initial announcement of such a sale, Morse failed in his attempt to purchase the Long Island Sound fleet of the New York, New Haven and Hartford. He did, however, acquire control of the New York and Cuba Mail Steamship Company and the New York and Porto Rico Steamship Company in 1907.
The Isthmian Steamship Company was a shipping company founded by US Steel in 1910.
For the 1911 season the "Massachusetts", "Bunker Hill" and "Old Colony" sailed between New York, Boston and Portland, Maine, for the Maine Steamship Company. In 1911 the Metropolitan Steamship Company and Maine Steamship Company were consolidated with the Eastern Steamship Company to form the Eastern Steamship Corporation. The "Massachusetts" and "Bunker Hill" were sent to the Cramp yard in 1912 for the addition of passenger accommodations and conversion to oil fuel. Their sister, the "Old Colony", remained coal-fired.
In May 1913, Coulby orchestrated the merger of a number of smaller independent and subsidiary steamship lines into a new company, the Interlake Steamship Company. Pickands Mather had a 100 percent interest ownership in the new line. The firm, which had started out with just a 13/20th interest in a single wooden ship, now owned a company which had 37 freighters and two barges and was the second-largest shipping fleet on the Great Lakes next to the Pittsburgh Steamship Co. The merger included the Acme Steamship Co., Gilchrist Transportation, the Huron Barge Co., the Lackawanna Steamship Co., the Mesaba Steamship Co., the Provident Steamship Co., and the Standard Steamship Co. Coulby was named president of the new fleet.
The Whitney family sold its Metropolitan Steamship Company business to Charles W. Morse in 1906. He organized the Consolidated Steamship Company in January 1907 as a holding company for the Eastern Steamship Company, Metropolitan Steamship Company, Clyde Steamship Company and Mallory Steamship Company.
Morse acquired control of the Metropolitan Steamship Company from the Whitney interests in 1906. He organized the Consolidated Steamship Company in January 1907 as a holding company for the Eastern Steamship Company, Metropolitan Steamship Company Clyde Steamship Company and Mallory Steamship Company. Despite an initial announcement of such a sale, Morse failed in an attempt to purchase the Long Island Sound steamers of the New York, New Haven and Hartford Railroad. He did, however, acquire control of the New York and Cuba Mail Steamship Company and the New York and Porto Rico Steamship Company in 1907.
Inside the hold of the 'sixty-miler' workers known as 'shovellers' would shovel by hand the coal into coal baskets - limited by regulation to a weight of 2 hundredweight (one-tenth of a ton, or approx. 100kg). The coal baskets were then hoisted out of the hold of the 'sixty-miler'. A worker - known as a 'planksman' - working on a 16-inches wide plank suspended high above the hold of the 'sixty-miler' and level with the steamships rail, would walk along the plank and swing the suspended basket over the steamship's rail. From there other workers - known as 'carriers' - would carry it on their shoulders and tip it into the steamship's bunker chutes. Inside the steamship's bunkers, other workers known as 'trimmers' distributed the coal within the bunker. These workers, collectively known as 'coal lumpers', may have been the most highly paid casual employees of their time, but that recognised the arduous, extremely dirty and highly dangerous nature of their work. Work was carried out day and night, except in wet weather, so that bunkering was reasonably fast.
The Ball's Head Coal Loader opened in 1920. It was owned and operated by the Sydney Coal Bunkering Co., a subsidiary of the Union Steamship Co.. It was mainly used for bunkering steamships using the port of Sydney but also supplied some coal to local hospitals and other customers needing heating coal.
The first years of operation were difficult, with too little revenue. Revenue from mail freight eased the burden, but at the general meeting in 1858, proposals were made for the dissolution of the company. A decision in the Norwegian Parliament Stortinget on state subsidies for private steamship was a turning point. At the same time, Stavanger was developing rapidly. The herring industry was good, which laid the foundation for much of the future shipping and the prosperity of trading. In 1867 DSD got its second ship, the 125 feet long steamship "Stavanger". In 1869, the steamship "Haukelid" followed and the year after the steamship "Skjold". After this "Ryfylke" was taken out of regular operation and used as a reserve ship. From then on, the company was profitable.