R.M. Lintner Riverboat Collection, Ca
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America's Authentic Mississippi River Experience
America’s Authentic Mississippi River Experience All aboard the Twilight Riverboat The Most Elegant River- boat in the last 100 years! PLUS The Spirit of Peoria Riverboat 4 Days / 3 Nights - August 16-19, 2021 TOUR INCLUDES: COST PER PERSON: Modern Motorcoach Transportation $999.00 double 3 Nights Lodging 3 Breakfasts Triple - $919.00 Single - $1299.00 2 Lunches Deposit: $100. at time of registration 2 Dinners Balance: Is due by June 15, 2021 2 Days Mississippi River Cruise Cancellation Protection: $75 per person due with your Riverboat Entertainment deposit and protects all monies (except the $75)in the event of cancellation for any reason, anytime prior to National Mississippi River Museum & Aquarium departure. Spirit of Peoria Paddlewheel Cruise Cancellation Without Protection: Cancel 45 Days Prior - Full Refund Luggage Handling Cancel 45- 14 days prior - $300.00 Charge All Tax & Tips on Included Meals Cancel Within 14 Days - 50% Refund Cancellation Protection is Recommended Call the Tour Coordinator 419-423-8496 Shoreline Charter & Tours Inc. 339 East Melrose Ave. P.O. Box 43075, Detroit, MI 48243 1-800-265-0818 Findlay, OH 45840 www.shorelinetours.com SAMPLE ITINERARY: Day 1 - A NEW tour begins with a travel day to LeClaire, Iowa home of the Twilight Riverboat, America’s Authentic Mississippi River Experience. Overnight in LeClaire, Iowa and dinner on your own. Day 2 - At 7:00 a.m. we’ll board the Riverboat Twilight, the Most Elegant Riverboat to be launched in the last 100 years! www.riverboattwilight.com The Twilight was designed as a replica of the lavish Victorian Steamboats of over a century ago. -
The River Steam Boat: a Ticking Time Bomb out of the Experience of The
The River Steam Boat: A Ticking Time Bomb Out of the experience of the early years of the river steam boat, there emerged two architectures of steam-engine design and building. The first and for some years the predominant one was that provided by Boulton and Watt, with their low-pressure condensing steam engine. This was the architecture followed by Robert Fulton with his early success on the Hudson estuary. However, it was less than a decade after Fulton’s successful trip up the Hudson that steam engines based on designs using high pressure steam began to evolve. The result was largely to reshape the pattern of steamboat design and virtually eliminate the earlier low-pressure practices of Fulton, Boulton and Watt. The development of the high-pressure steam engine with its attendant steam boiler was governed almost entirely by practical considerations. The advantages of the simple, compact, low-cost high pressure engine over the low-pressure engine with its complicated condensing apparatus, greater size and weight, and heavy requirements of condensing water were clearly apparent and appropriate to American conditions. These conditions were (1) scarcity of capital and skilled labor, (2) scarcity of repair facilities and (3) limited scale of operation. All of these conditions, at one time or another, contributed to the fateful disasters that followed. Although explosions were by no means confined to boilers generating steam at high pressure, it was with this class of boiler that this type of operating hazard appeared in its most destructive and spectacular form. Every high-pressure boiler was in operation a storehouse of concentrated energy in the form of water and steam at high temperature confined under pressures ranging from 30 to 150 psi [i.e., pounds per square inch] and upward. -
Riverboat Site Selection Lesley Johnson Ph.D
Riverboat Site Selection Lesley Johnson Ph.D. Student William F. Harrah College of Hotel Administration University of Nevada, Las Vegas and John Bowen, Ph.D. Associate Professor William F. Harrah College of Hotel Administration University of Nevada, Las Vegas Abstract The riverboat casino is the most rapidly expanding segment of the gaming industry. Six states have already legalized riverboat/dockside gaming, and it is currently under review in at least 13 other states. The explosion of this gaming market is fueled by a combination of demand and supply side forces. Gaming, as a form of entertainment, is growing in popularity and acceptance. States experiencing hard economic times view riverboat gaming as a means to generate both non-tax receipts and tourism. Gaming companies seek to profit from this emerging market that has an apparently high demand and, initially, little competition. Competition, however, must continue at a level that allows a new entrant to gain a profitable share of the market. As competition in riverboat gaming continues to escalate, site selection will become an increasingly important factor in predicting the future success or failure of an operation. This paper looks at locational issues in Iowa and Illinois based on market and com petitive forces. A regression model, using financial data from the respective state's gam ing boards and demographic data from SCAN/US, was developed to relate the gross win and win per square foot (dependent variables) to the independent variable ofa population radius. The results were compared to a survey of gaming executives operating in the same states. Introduction Read My Lips -- No New Taxes. -
Chippewa Riverboats
Riverboats on the Chippewa Many different forms of boats used the Chippewa as means of transportation. Steamboats traveled up and down the river from Dunnville to as far south as Reeds Landing , at the mouth of the Chippewa River. The steamboats could not travel north of Dunnville because of the shutes located just north of the community unless the river was high. Steamboats on the Chippewa were constucted differently from those used on the deeper Mississippi. Steamboats that traveled on the Mississippi, such as the Delta Queen pictured above, were larger with deeper bottoms. The water on the Chippewa was shallower and more spread out in some areas so ships were constructed with flatter bottoms that didn't draw as much water. Captain Phil Scheckel is one of the most well known steam boat operators from the area. He built his first steamboat, "Golden Start" in 1862 and sold it to E.E. Heerman, another well-known steamboat line operator. In 1880 he built the "Phil Scheckel". The Phil Scheckel was not just a boat, it was an institution. Many stories and legends were built around it. The Phil Scheckel docked at Durand in 1897. Captain Scheckel's steamer carried mostly freight and log drive men upstream and then towed rafts full of lumber downstream to the mouth of the Chippewa and on to the Mississippi where they were towed somewhere else. There were also passengers on some of the trips. Captain Scheckel had made some trips as far as Eau Claire and Chippewa Falls, but the river was not always navigable to those points. -
Container-‐On-‐Barge for Illinois Fueled by Biodiesel an Operating
Container-on-Barge for Illinois Fueled by Biodiesel An Operating Plan and Business Plan August 27, 2011 Table of Contents 1.0 Introduction and Overview ------------------------------------------------------------------- 4 2.0 Research/Investigation/Reports -------------------------------------------------------------------- 6 3.0 Lessons to Consider -------------------------------------------------------------------- 8 4.0 Inland Rivers Operations -------------------------------------------------------------------- 9 4.1 Ownership -------------------------------------------------------------------- 9 4.2 Towboats/Barges -------------------------------------------------------------------- 9 4.3 River Operations Modes -------------------------------------------------------------------- 10 4.4 The “Power Split” -------------------------------------------------------------------- 12 4.5 River Freight Pricing -------------------------------------------------------------------- 13 5.0 Designing Illinois COB -------------------------------------------------------------------- 15 5.1 Design Alternatives -------------------------------------------------------------------- 15 5.1.1 Purchased -------------------------------------------------------------------- 15 5.1.2 Leased -------------------------------------------------------------------- 18 5.1.3 Unit Tow -------------------------------------------------------------------- 19 6.0 Gulf COB – Cargo Flexibility -------------------------------------------------------------------- 21 7.0 COB Program -
Mayor and City Council of Baltimore V. Baltimore and Philadelphia Steamboat Company, 65 A. 353, 104 Md. 485 (Dec
Mayor and City Council of Baltimore v. Baltimore and Philadelphia Steamboat Company, 65 A. 353, 104 Md. 485 (Dec. 19, 1906) Russell K. George I. INTRODUCTION Mayor and City Council of Baltimore v. Baltimore and Philadelphia Steamboat Company1 concerns the condemnation by the City of Baltimore of properties owned by the Baltimore and Philadelphia Steamboat Company ("BPSC"). After the Great Fire of 1904, which destroyed most of the Baltimore business district, the City embarked on an effort to make various urban improvements. Among other things, the City endeavored to widen Pratt Street fifty feet to the south by condemning wharves at the corner of Light and Pratt Streets that were owned and leased by the Steamboat Company.2 The Burnt District Commission awarded the Company minimal damages for the property that was condemned, and instead assessed benefits against the Company for the widening of Pratt Street.3 The Company appealed to the Baltimore City Circuit Court, where Judge Henry Stockbridge essentially reversed the Commission awards, giving the Company much more compensation than it initially received. Both the City and the Company cross- appealed. The Maryland Court of Appeals rendered its decision on December 19, 1906, affirming Stockbridge's awards. The case represents a microcosm of the improvement efforts in Baltimore following the fire. The litigation pursued by the Steamboat Company shows how property owners posed an obstacle to urban improvements. Christine Rosen discusses this in The Limits of Power: Great Fires and the Process of City Growth in America, 1 65 A. 353 (1906). 2 See Diagram, attached. 1 concluding that the progressive nature of Baltimore, which had developed prior to the fire,4 helped the City to overcome various obstacles to change, including private property ownership and political deadlock.5 In addition, the case presents issues concerning the condemnation value of waterfront property, particularly the value of certain riparian rights and the question of whether they are to be included in the fair market value of the property. -
Boats and Harbors Publication 9-06
® -and-har $4.00 ats bor bo s. c w. o w m BOATS & HARBORS w FIRST NOVEMBER ISSUE 2018 VOLUME 61 NO. 18 Covering The East Coast, Gulf Coast, West Coast And All Inland Waterways PH: (931) 484-6100 • FAX: (931) 456-2337 • Email: dmyers@boats-and-harbors Boats and Harbors Can Make Your Business Fat and Sassy Like A Turkey! Serving the Marine Industry Over 40 Years Chris Gonsoulin, Owner • (850) 255-5266 Otherwise........Your Business [email protected] • www.mbbrokerage.net Could End Upside Down Year: 1970 Without A Clucker! Dimensions: 100’ x 30’ x 9.7’ Caterpillar 3516 BOATS & HARBORS® P. O. Drawer 647 Main Engines Crossville, Tennessee 38557-0647 • USA 3,000HP 60KW Generator Sets Twin Disc MG 5600 6:1 ALL ALUMINUM Price: 1.50M REDUCED TO $985K! Year: 1981 Dimensions: 65’ x 24’ Engines: Detroit Diesel 12V-149 Horsepower: 1350HP 40KW Generator Sets Twin Disc Reverse/ Reduction Gears 5.0:1 PRICE: $549K! See Us on the WEB at www.boats-and-harbors.com BOATS & HARBORS PAGE 2 - FIRST NOVEMBER ISSUE 2018 WANT VALUE FOR YOUR ADVERTISING DOLLAR? www.FRANTZMARINE.com 320' x 60' x 28 Built 1995, 222' x 50' clear deck; U.S. flag. Class: Over 38 Years in the Marine Industry ABS +A1 +DP2. 280' L x 60' B x 24' D x 19' loaded draft. Built in 2004, US Flag, 2018 Workboat Edition - OSV’s - Tugs - Crewboats - Pushboats - Derrick Barges Class 1, +AMS, +DPS-2. Sub Ch. L & I. 203' x 50' clear deck. 272' L x 56' B x 18' D x 6' light draft x 15' loaded draft. -
Robert Fulton and the Steamboat
Name: edHelper Robert Fulton and the Steamboat Robert Fulton was a man of vision. He became interested in the possibilities that a steamboat could create from a very early age. He was born in Pennsylvania in 1765. The story is told that he visited a family friend in 1777, and that is where his interest in steamboats began. He would have been only twelve years old. The Fulton's family friend had visited England. While he was there, he saw a demonstration of a new invention. It was a steam engine developed by a man named Watt. When he returned from England, he made his own version of the engine. His idea was to put it into a boat. Why would anyone want to put a steam engine into a boat? Maybe this explanation will help. Can you whistle? What is it that makes the whistling sound? It is air being forced through your lips. Have you ever heard a tea kettle whistle? What makes that whistling sound? Boiling water has turned to steam and that steam is forcing its way through the top of the kettle. It has quite a force. It doesn't stop when it runs out of breath like your whistle does. As long as the water is boiling and steam is being produced, that energy will last. If you have ever tried to move an object upstream against a current of water, you know that it would take a lot of energy. Inventors reasoned that if they could invent a powerful enough steam engine, they would be able to move boats up the rivers against the current as well as down with the current. -
From Sternwheels to Stern Drives on the Columbia River
Shaver Many Shaver tugs, including the Port- SHAVER TRANSPORTATION: land and Sommer S, seen here assisting a bulk carrier on the FROM STERNWHEELS TO STERN DRIVES lower Willamette River, are equipped with line-handling cranes. Photo cour- ON THE COLUMBIA RIVER tesy of Shaver. SHAVER TRANSPORTATION OF PORTLAND, By Peter Marsh The wooden sternwheelers of that era Oregon has been a fixture on the Columbia were all driven hard and not built to last long. River since 1880 when George Washington Manzanillo, he After 15 years, Shaver’s top two boats were Shaver progressed from supplying wood to fuel steamboats scrapped and the steam engines were removed and re-used to operating his first sternwheeler. On the Hendersonin new boats carrying the same name. However, 1901 saw the began hauling freight to the downriver communities as far as launch of a sternwheel tug that proved to be the exception: the Clatskanie, Oregon. By 1893, Shaver and his two sons James lived a charmed life, despite numerous mishaps. It W. and George M. Shaver were ready to incorporate and open was sunk and rebuilt in 1912, rebuilt and re-engined in 1929, theirGeorge own boatyard. W. Shaver Sarah Dixon and sunk and raised again in 1950. They launched two luxurious passenger carriers named It survived into the 1950’s and became famous for its the and the after himself and appearance in the movie “BendHenderson of the River” starring James his wife. There was fierceT. J. Potter, competition among the numerous- Stewart. This film included an old-time steamboat racePortland down, passenger carriers on the run to Astoria, especially from the the Columbia River,Henderson with the going up against famous sidewheeler owned by the Oregon Rail the heavily disguised steel-hulled sternwheeler way and Navigation Company (ORNC). -
Hog Chains and Mark Twains: a Study of Labor History, Archaeology, and Industrial Ethnography of the Steamboat Era of the Monongahela Valley 1811-1950
Michigan Technological University Digital Commons @ Michigan Tech Dissertations, Master's Theses and Master's Dissertations, Master's Theses and Master's Reports - Open Reports 2014 HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950 Marc Nicholas Henshaw Michigan Technological University Follow this and additional works at: https://digitalcommons.mtu.edu/etds Part of the History of Art, Architecture, and Archaeology Commons, and the United States History Commons Copyright 2014 Marc Nicholas Henshaw Recommended Citation Henshaw, Marc Nicholas, "HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950", Dissertation, Michigan Technological University, 2014. https://doi.org/10.37099/mtu.dc.etds/790 Follow this and additional works at: https://digitalcommons.mtu.edu/etds Part of the History of Art, Architecture, and Archaeology Commons, and the United States History Commons HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950 By Marc Nicholas Henshaw A DISSERTATION Submitted in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY In Industrial Heritage and Archeology MICHIGAN TECHNOLOGICAL UNIVERSITY 2014 This dissertation has been approved in partial fulfillment of the requirements for the Degree of DOCTOR OF PHILOSOPHY in Industrial Heritage and Archeology Department of Social Sciences Dissertation Advisor: Dr. Susan Martin Committee Member: Dr. Hugh Gorman Committee Member: Dr. Carol MacLennan Committee Member: Dr. John Nass Department Chair: Dr. -
The Jennie Barbour Ran on Bayon Teche. by JAM~S . SWI~ Took Two
The Jennie Barbour ran on Bayon Teche. BY JAM~S~. SWI~ took two years of intense work to restore all important. His boat, or the one he saw WJ Contributing Editor the houseand grounds.There wasan open Oaklawn from most, was the Jennie Bar- Not far from the Gulf Intracoastalcanal housethere in September1926, with news- bour, named for his wife. Built in Jeffer- on Irish Bend, Bayou Teche, in Franklin, paper coverage,and guestsarrived by pri- sonville, Ind., in 1905, the sternwheel La., standsone of the prettiest plantation vate cars from Houstonand New Orleans. towboatwas 110by 28 by 4.5 feet. Towing houses in the region, Oaklawn Manor. A special booklet about Oaklawn was mostly on Bayou Teche, the Jennie later What a lot of people don't knowis that it is published in 1968 (a second edition; the went to Houston in the sand and gravel still there in good repair because of a first was done in 1966),written by Lucile business,then was sold to TexasOil Com- steamboatman. Barbour Holmes. The chaptersare about pany for use on the PanucoRiver in Mexi- The storyis that Capt. Clyde Arthur Bar- the builder, AlexanderPorter; the restorer, co. The engines,12 inches in diameterwith bour saw it many times as he traveled Capt. Barbour; the preserver,Thomas J. a six-foot stroke, eventuallywent to a boat BayouTeche on his boats,moving lumber, Holmes; the perpetuator, George D. built there in 1919,named R. C. Holmes oil and provisions,and fell in love with it. Thomason;and of course the house itself for the presidentof the oil company. -
Robert Fulton
Grade 4: New York State History and Government Unit 4: Change Comes to New York State Lesson 4: Inventors and Entrepreneurs Robert Fulton Robert Fulton was born in a farmhouse outside of Lancaster, Pennsylvania in 1765. At the age of 18, he left home for Philadelphia, hoping to make his fortune as an artist. The Revolutionary War was over and Philadelphia’s most important citizen was Benjamin Franklin, just returned from Europe. After painting Franklin's portrait, Fulton is said to have won his friendship and a letter of introduction to the artistic community of London, where he moved in 1786. After exhibiting in the Royal Gallery in 1791, Fulton suddenly abandoned painting for the "useful arts." His first efforts were in canal construction, but by 1793 he was designing steam- powered ships. After failing to impress the British Navy, which had its own designs, Fulton moved to France (1797). There he began working on submarines, for the French Navy to use against Britain. In 1800, Fulton himself piloted his "Nautilus" for 17 minutes in 25 feet of water. But, the French Navy was not convinced to commit to the "plunging boat." In 1804, Fulton returned to England, where he began to build submarines for the British Navy to use against the French. These included "torpedoes," (These were floating mines that were launched, rather than propelling themselves.) and in a field test Fulton blew a 300-ton ship in half. When he returned to the US after 19 years, in 1806, Fulton was considered a hero of the modern age.