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It is hard to think of the passenger liners from the golden era of Mediterranean cruising without also conjuring the nostalgic, dream-like vision of azure-blue waters, bright sunshine and swimming pools with clusters of umbrellas and sunbathing passengers. The great age of Mediterranean passenger liners began in the 1920s when the Italians built their first big ships, such as the Augustus, Saturnia and Conte Grande. In the 1930s, things got really interesting with the creation of the superliners Rex and Conte di Savoia. In the 1950s and ’60s, as Italy built a huge post-war fleet, Greece, Spain, Portugal, Turkey and Israel commissioned their biggest ships yet. William Miller has written ninety books on passenger ships and is an acknowledged world expert in his field. Full of colour and the first-hand memories of passengers and crew, this endearing reflection on the majestic world of Mediterranean travel cannot be missed. Quick, the whistles are sounding!
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This is the story of the last class-divided passenger ships that carried travellers from point to point. In the final years of activity, spanning from the 1940s to the 1960s, they carried Hollywood stars and even royalty on the Atlantic, businessmen to South America and Africa, migrants to Australia and New Zealand, and visitors returning to European homelands. Last of the Blue Water Liners nods to the Atlantic liners but also revels in the many other passenger ships that plied trades around the world: vessels like the Antilles, Oslofjord, Kampala and Changsha. Complete with rare images and the insight of the prolific maritime historian William H. Miller, this book is a nostalgic parade of a bygone age, a generation of ships all but swept away in the 1960s and 1970s as jet travel changed the world.
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Freighters of the 1950s and ’60s – with masts, booms and hatches – were the last of their generation. It was the end of an era, just before the massive transition to faster, more efficient containerised shipping on larger and larger vessels. These were ‘working ships’, but many would be retired prematurely and finish up under flags of convenience, for virtually unknown owners, before going off to the scrappers in the 1970s and ’80s. For some ships, their life’s work was cut short and their decommissioning was quick. In Handling Cargo, William H. Miller remembers the likes of Cunard, Holland America and United States Lines on the North Atlantic, Moore McCormack Lines to South America, Farrell Lines to Africa and P&O out East.
221 kr
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In the early 1950s it seemed as if Greek shipping companies were springing up everywhere. For a country almost unknown as a passenger ship-owning state, the likes of the Greek Line, Chandris and Epirotiki burst onto the scene, often using second hand tonnage and ships acquired from the Western European fleets that were being updated. The lines soon took advantage of the mass emigration from Europe to Australia and New Zealand as well as cruising, which was then in its infancy. Although many of the Greek lines such as Royal Olympic Cruises are now gone, the likes of Chandris still survives today as Celebrity Cruises. Bill Miller, the noted maritime historian, brings together a collection of images of his favourite Greek liners and tells of the history of the Greek fleets that made the world of cruising so exciting in the last half century.
270 kr
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The spectacular French flagship France, the longest liner ever built, was the latest transatlantic supership when completed in the 1960s, and, according to most early reports, the most luxurious liner then afloat. The last of the great French Line passenger ships, on the celebrated run to and from New York she was not only the national flagship, but went on to have a most fortunate life with two noted careers and two highly recognisable names. She was one of the greatest of all twentieth-century liners.Maiden voyage passengers goggled at the luxuries aboard the $80 million floating masterpiece with her fantastic interiors, superb service and most exquisite food, yet despite her success she eventually lost out to the unsurpassable speed of jet aircraft. Laid-up, she lingered for five years before being bought by the Norwegians in 1979 and was dramatically transformed from the indoor, transatlantic France into the outdoor, tropical Norway. By May 1980, she began sailing in Caribbean waters and, for years afterward, ranked as the largest cruise ship in the world: an innovator and a great prelude to today's mega-liners. A tribute to one of the grandest and most beloved of all twentieth-century ocean liners, in this richly illustrated book by acknowledged liner expert William Miller we salute the France/Norway!
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This new series begins with British passenger ship, those great and grand vessels that connected the continents, but also those far-off, colonial outposts of the Empire. There were the great Cunarders, of course, but then also the likes of Booth Line to the exotic Amazon, Royal Mail to Rio & Buenos Aires, Union Castle to South & East Africa, British India to the likes of Bombay & Calcutta, and of course the iconic P&O to ports such as Sydney, Singapore & colonial Hong Kong. The passenger ships covered in these pages are both large and small, and also included are passenger-cargo types. Presenting many previously unpublished images alongside historic, insightful text that combines personal anecdotes of the ships and their voyages from passengers and crew alike, Bill Miller takes the reader on a nostalgic voyage - an evocative trip looking at days long past.
214 kr
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It was an age of evolution, when size and speed were almost the ultimate considerations. ‘Bigger was said to be better’ and ship owners were not exempted from the prevailing mood. While the German four-stackers of 1897-06 and then Cunard's brilliant Mauretania & Lusitania of 1907 led the way to larger and grander liners. White Star Line countered by 1911 with the Olympic, her sister Titanic and a near-sister, the Britannic. The French added the France while Cunard took delivery of the beloved Aquitania. But the Germans won out -- they produced the 52,000-ton Imperator and a near-sister, the Vaterland, the last word in shipbuilding and engineering prior to the First World War. They and their sister, the Bismarck, remained the biggest ships in the world until 1935. But other passenger ships appear in this decade - other Atlantic liners, but also ships serving on more diverse routes: Union Castle to Africa, P&O to India and beyond, the Empress liners on the trans-Pacific run. We look at a grand age of maritime creation, ocean-going superlative, but also sad destruction in the dark days of the First War. It was, in all ways, a fascinating period.
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America produced some of the world’s finest, most interesting, advanced and innovative passenger ships, such as the brilliant SS United States, the fastest ocean liner ever to sail the seas, ingloriously left lying in limbo for 42 years. This book also documents passenger ships seized in wartime, notably the giant German Vaterland, which became the Leviathan of the United States Lines, as well as many newly built passenger ships, such as Santa Rosa, Lurline, President Cleveland, Independence and Brasil. Also included are peacetime troopships as well as ‘combo ships’, the once very popular passenger-cargo ships. The great saga of American liners continues to this day with modern cruise ships in Hawaiian service. The cast of ships is both vast and varied, but endlessly fascinating. Presenting many unpublished images alongside historic, insightful text including personal anecdotes of the ships and voyages from passengers and crew alike, Bill Miller takes the reader on a nostalgic voyage and the great American passenger fleet sails once again!
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This beautifully illustrated history portrays two of the French fleet’s most glamorous liners in their post-war heyday. Île de France was a ship with unique style and character, restored and re-launched in 1949 after wartime service as a troopship. Liberté was built as the German Europa in 1930, but was ceded to France in 1946 and restyled in French Line luxury. The ships were famed for their service and on-board ambience, but most of all for being the ‘best-fed liners on the Atlantic’. Each ended their days on the silver screen, Île de France as a prop in The Last Voyage, for which she was partly sunk in 1958, and Liberté in the closing scenes of the classic film Sabrina before being scrapped in 1961. William H. Miller’s latest work in the Classic Liners series brings together an unrivalled collection of images, including previously unpublished colour photography, and truly evokes the glamour of two of the most beloved ocean liners of the era.
274 kr
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The world of ocean liners, those built for French lines were the epitome of style and panache, and SS Normandie perhaps the pinnacle of this. When she entered service in 1935, she was the largest, longest, fastest and certainly the best fed ship of her time, serving the finest food imaginable in a dining room longer than the Hall of Mirrors at Versailles. Normandie embodied high glamour and was a firm favourite of many, albeit for a short time. Times were changing and even the French government's massive subsidies to the builders, an attempt to make Normandie a flagship for the drive out of the Depression. could only work for so long, as the Second World War drew nearer. She might have been a valuable troopship, and served a the USS Lafayette for a time, but caught fire at her New York pier in 1942. The great ship was salvaged, but with an expensive restoration in prospect she could not escape being scrapped in 1946-47. Through beautiful illustrations and evocative writing, William H.Miller presents the story of one of the most lavish liners ever to cross the seas.
221 kr
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France produced some of the finest and best-decorated passenger ships of the twentieth century. Beginning in 1912 with the four-funnel France, the nostalgic voyage continues with the great and grand transatlantic liners of the French Line, the CGT. These include the famous Île-de-France, Normandie and Liberté, as well as the lesser passenger ships of the French Line. In addition, focus is given to Compagnie de Navigation Sud-Atlantique, Transports Maritimes and Chargeurs Réunis operating important South American routes and to Messageries Maritimes running in Africa, the East and the South Pacific. Packed full of nostalgic reminiscence of great ship days gone by, the book explores majestic liners, mail boats to Africa and colonial steamers to Saigon. Presenting many previously unpublished images alongside insightful text and anecdotes, William H. Miller brings the reader on board France’s greatest transatlantic liners.
History of Kansas City
Together With a Sketch of the Commercial Resources of the Country With Which It Is Surrounded
Inbunden, Engelska, 2023
391 kr
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History of Kansas City
Together With a Sketch of the Commercial Resources of the Country With Which It Is Surrounded
Häftad, Engelska, 2023
266 kr
Skickas inom 5-8 vardagar
274 kr
Kommande
The year 1955 came at the height of a boom for passenger ships. World War II had ended a decade before, business was restored, global markets had reopened, and shipping for trade and transport was in high demand. Picture Encyclopedia of Passenger Ships 1955 is an international directory of worldwide passenger ships and their services in that peak year, when one could sail from Liverpool to Valparaiso, Genoa to Cape Town, or Hong Kong to San Francisco. Over 150 vessels are included, with photographs, itineraries and essential statistics, covering all the great shipping lines of the 1950s and their routes to every corner of the globe.
2 114 kr
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Covering the diagnosis and treatment of hundreds of dermatologic conditions, Muller and Kirk's Small Animal Dermatology, 7th Edition is today's leading reference on dermatology for dogs, cats, and pocket pets. Topics include clinical signs, etiology, and pathogenesis of dermatologic conditions including fungal, parasitic, metabolic, nutritional, environmental, and psychogenic. This edition includes full updates of all 21 chapters, and more than 1,300 full-color clinical, microscopic, and histopathologic images.�Written by veterinary experts William Miller, Craig Griffin, and Karen Campbell, this resource helps students and clinicians distinguish clinical characteristics and variations of normal and abnormal facilitating accurate diagnosis and effective therapy.
2 030 kr
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Diagnose, treat, and manage equine skin disorders with the most comprehensive reference available! With 900 full-color photos, Equine Dermatology covers skin diseases ranging from those that merely annoy the horse to others that interfere with the horse's ability to function in riding, working, or show. Thorough coverage includes essential basics and practical diagnostic methods, therapies, and specific abnormalities and defects. The book describes the structure and function of the skin, and discusses disorders including bacterial, fungal, parasitic, viral, protozoal, allergic, immune-mediated, endocrine, metabolic, and nutritional diseases. It also covers congenital and hereditary defects, pigmentation abnormalities, keratinization defects, environmental skin diseases, and skin tumors. Written by renowned equine dermatologists Danny Scott and Bill Miller, this all-inclusive resource covers the latest dermatologic topics and the newest therapies.
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The Golden Age of Liner travel was from the early 1900s to the 1950s, a period dominated by black and white photography, with little colour views. William H Miller and Anton Logvinenko show off colour views if the magnificent ships, from the Mauretania and Lusitania to the German four stackers, as well as Olympic and Titanic and the crack liners of the 1920s and 1930s, including Paris, Normandie and Queen Mary. Experience the glamour of liner travel as it was for the Edwardians and through the 1920s and 1930s, in colour, as never seen before. The great transatlantic liners were often photographed in their home ports, as well as at sea, and the images here give an idea of the splendour that was ocean liner travel in the golden age of shipping.
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On both sides of the Hudson River, along the Manhattan and Hoboken waterfronts, for the best part of a century, millions of people teemed out of ocean liners, bound for a new life in North America. Lines such as North German Lloyd, Cunard, White Star, Holland America, Swedish America and the Hamburg Amerika Line all disgorged their human cargo into the USA. By the 1920s, mass emigration to America had all but finished. But there was a new breed of traveler, the tourist, the businessman and the cruiser. The largest ships had always been seen as Ships of State, certainly since the German fliers of the early twentieth century, and the new breed of ocean liner was glamorous beyond compare. Designed to capture the cream of the passenger trade, they were luxurious and fast, with world-class restaurants. Ships such as the Andrea Doria, the Stockholm, Cunard's Queens, Mary and Elizabeth, the SS United States, the SS Rotterdam and the Independence and Constitution all vied for the public's affection. These ships and many others sailed into what became known as Luxury Liner Row, that short strip of real estate sandwiched between the Lincoln Highway and the Hudson. William H Miller tells the story of the ships on Luxury Liner Row, with many photographs illustrating the glamour, the luxury and the sheer buzz of New York's waterfront in the 1950s and 60s.
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It was one of the most important British liner routes of all - the express run from Southampton to the South African Cape. Carrying passengers as well as cargo, including the all-important mail, it was a byword in travel - 'every Thursday at 4', as one of the big Union-Castle liners set off for Cape Town and beyond. By the late 1950s, these mail ships included the Arundel Castle, Carnarvon Castle, Winchester Castle, Athlone Castle, Stirling Castle, Capetown Castle and two post-war sensations, the Edinburgh Castle and Pretoria Castle. Three new liners arrived in 1959, the last great ships built for Union-Castle. They were Pendennis Castle, Windsor Castle and Transvaal Castle. The route was not just to the Cape - for Union-Castle also offered a service down the East coast of Africa and a round-Africa route too. In 1977, with the mail contract and passengers lost to the jet and cargo to container ships, the service ceased in October that year and Union-Castle was no more.
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The Golden Age of liner travel was from the early 1900s to the 1950s, a period dominated by black-and-white photography, with few colour views. William H. Miller and Anton Logvinenko show off colour views of the magnificent ships, from the Mauretania and Lusitania to the Queen Mary, as well as the A Class liners of the 1920s and the sublime Deco Mauretania (2) of 1939. Experience the glamour of liner travel as it was for the Edwardians and through the 1920s and 1930s, in colour, as never seen before. The great transatlantic liners were often photographed in their home ports, as well as at sea, and the images here give an idea of the splendour that was ocean liner travel on the Cunard Line in the golden age of shipping. A mixture of colour photographs, period advertising and paintings give a feel for the Cunard of old, when 'Getting There Was Half the Fun'.
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Canadian Pacific was one of the great Atlantic liner companies, sailing out of Liverpool on the St Lawrence route to Montreal and Quebec. With crisp white hulls and their distinctive chequered funnels, they were the 'Empresses of the Atlantic', a great part of the last grand era of the Atlantic liners. Classic, two-class ships, they were also well-known as popular winter cruise ships. Covering the period from the end of the Second World War until 1971, when the fleet was sold off, the book begins with the renovated Empress of Canada and Empress of France, taking us through the new builds of the 1950s, including the Empress of Britain, Empress of England and the company's swansong, the beautiful Empress of Canada, constructed in 1961. British, Canadian and American travellers remember the Empresses with fond memories and the ships also continued sailing for other companies, including the fledgling Carnival, now the largest cruise company in the world.
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2008 was a magical year for Cunard. For the first time, the line had three Queens in service: Queen Elizabeth 2, Queen Mary 2 and Queen Victoria. Queen Elizabeth 2 retired during the year, sailing for Dubai on 11 November, while Queen Mary 2 had reached her fifth anniversary as the largest ocean liner afloat and Queen Victoria entered service. On 13 January 2008, all three liners were together for the first and last time in New York. After a successful first world cruise for Queen Victoria and Queen Elizabeth 2's twenty-sixth and final world cruise, all three ships rendezvoused in Southampton on 22 April for the last meeting of these three Queens. Bowing out after a successful farewell season that saw her sail full on every voyage of the year, QE2 left Southampton amid the biggest fireworks display seen in the port since the advent of Queen Mary 2 five years earlier. In October 2010, Cunard once again had a third Queen in service, with the new Queen Elizabeth, built in Italy and named by Her Majesty the Queen at Southampton. No other ships envoke the magic that Cunard's Queens have done since Queen Mary entered service in May 1936. Since then, a Cunard Queen has reigned the ocean wave. William H. Miller brings together a fantastic selection of images, with informative text, telling the story of Cunard's legendary modern Queens.
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The advent of the jet airliner all but killed the liner on the Atlantic route but the ships to Australia survived into the 1970s, not just on the liner trade but also carrying emigrants from the UK and Europe to Australia. Many a tenpound- pom was carried on the ships of Orient, P&O, Shaw Savill and the foreign vessels of the Chandris and Sitmar lines, as well as other Italian ships too. Bill Miller and Tim Noble tell the story of the liners that travelled East of Suez. Ships such as Canberra, Orsova, Oriana, Britannis, Ellinis and Guglielmo Marconi are all included in the rare and unseen images.
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The British India Steam Navigation Company Limited, dating from 1862, was one of Britain’s largest and most important shipping firms and has been owned by the even larger P&O since 1914. BI, as it was commonly called, created and maintained a great network of sea-going services – to Africa, India and the Middle East, and to the more distant Far East. BI passenger ships in particular were important for the steady, uninterrupted flow of representatives and citizens of the Crown – from the likes of High Commissioners in first class to Indian workers in deck class. These were links in an age now gone completely. William H. Miller, author of over eighty maritime books, reviews the final fleet, the last great era, in the 1950s and 1960s, of the British India Steam Navigation Company’s passenger ships.
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The 1950s and 1960s was the last golden age of ocean liners. It was an age of many modern, superbly designed ships that were created just before the great inroads of the jet age. The long route out to Australia and New Zealand was among the longest lasting, until the early 1970s. It was still supported by regular passenger traffic: one-way travelers, occasional tourists and, of course, the last waves of migrants, mostly heading for new lives Down Under.P&O had purchased 51 per cent of the Orient Line in 1918, but the two companies remained separate firms, even competitors. After the Second World War, however, more of their liner services were coordinated. By 1960, they were fully merged as P&O-Orient Lines. Together, this created the largest liner fleet in the world. There were eighteen passenger ships in the fleet in 1961, for example. The last of these liners, the Oriana and Canberra, were in fact their largest, fastest and most luxurious. By the 1970s, their trade was largely gone – P&O turned more and more to cruising.Bill Miller takes the reader on a nostalgic voyage through the 1950s and 1960s aboard the final passenger liners – from the Mooltan, Orontes and Stratheden to the Oronsay, Arcadia and Orsova – of the great P&O and Orient lines.
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The port of New York has been a centre for trade since the eighteenth century, when it was involved in trade between Europe, Africa and North America. However, its real expansion came in the nineteenth century when increasing industrialisation and the development of canals and then railways caused a huge expansion in the port. At the start of the twentieth century, the age of the ocean liner, and of mass emigration, made New York the busiest port in the world in 1910.The expansion continued as the twentieth century went on; although emigration tailed off following the First World War, the First and Second World Wars made New York an embarkation centre for troops heading to Europe and North Africa and the home of numerous naval and other military bases. Although trade patterns changed drastically after the Second World War, the Port of New York has remained a major commercial centre. In this book, William H. Miller uses a wonderful collection of colour photographs to show how it has changed.
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The early 1930s could not have been worse for shipping. With the coming of the Depression, the North Atlantic had grown very short of its most precious commodity: passengers. Ships began to sail half-full, and sometimes even emptier, and future prospects were bleak. Both Cunard and its nearest rival, the White Star Line, were hard hit, with too many ships against far too few occupied passenger berths. Called upon to assist, the British government authorised a loan of £9.5 million, on condition that Cunard and White Star merge.Cunard-White Star Line formed on 1 January 1934 and lasted until 1949. Cunard’s fifteen liners were joined by a further ten from White Star and these twenty-five ships included such legendary names as the Mauretania, Aquitania, Olympic, Majestic, Queen Mary and Queen Elizabeth. In this book, William H. Miller offers a nostalgic review of the ships of the Cunard-White Star Line in Cunard’s 175th anniversary year.
214 kr
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Entering service in 1938, the Nieuw Amsterdam was the Holland America Line flagship until the construction of the Rotterdam in the late 1950s. Her prewar life was short and she was used as a troopship during the Second World War, carrying many thousands of Allied troops to all corners of the world. Of 36,000 tons, she was the largest vessel built in Rotterdam and was launched by Queen Wilhelmina in April 1937.A perennial favourite of the Dutch and their finest Ship of State, Nieuw Amsterdam remained in Holland America Line service until 1974, the last ship to retain the Holland America Line’s familiar green, yellow and white funnels.Despite boiler problems in 1967, she was refitted with US Navy-surplus boilers and sailed on, cruising, until withdrawn from service in 1974. Sailing to the breakers, the art deco ‘Darling of the Dutch’, as she was affectionately known, was broken up.Today, she still has a following, from those who sailed on her but also from those who have grown to appreciate the importance of the Nieuw Amsterdam in terms of ocean liner design.
214 kr
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The 1954 film On the Waterfront brought to life the New York docks of the 1950s, when it was often said that a ship, usually a freighter, arrived or departed every 24 minutes, around the clock. Now, the Port of New York is handling more cargo than ever before, but all of it containerised. Along the Waterfront, a follow on to Along the Hudson (which looked at passenger ships in the Port of New York), covers the vast and fascinating fleet of freighters that once called at New York, including ships and companies that did not quite make it, such as the Bull Line, Standard Fruit, Torm Lines and the Booth Steamship Company.In this book, William H. Miller takes the reader on an evocative trip back to the days of the New York docks as they were portrayed in On the Waterfront.
163 kr
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Founded in 1873, the Holland America Line provided services carrying passengers and freight between the Netherlands and North America. When the Second World War ended, only nine of Holland America Line’s twenty-five ships had survived and the company set about rebuilding. The pride of HAL’s post-war fleet was SS Rotterdam, completed in 1959, which was one of the first ships on the North Atlantic equipped to offer two-class transatlantic crossings and single-class luxury cruising. However, competition from the airlines meant that in the early 1970s Holland America ended their transatlantic passenger services; in 1973 the company sold its cargo-shipping division.Now owned by the American cruise line Carnival, Holland America offers round-the-world voyages and cruises in the Mediterranean, the Caribbean and Asia. In this book, renowned ocean liner historian and author William H. Miller takes a look at the Holland America Line and its post-war fleet up to 2015.