Transatlantic Routes Research Articles

Airline Alliances, Antitrust Immunity, and Market Foreclosure

Abstract We examine the issue of market foreclosure by airline partnerships with antitrust immunity. Overlapping data on frequency of service and passenger volumes on nonstop transatlantic routes with information on the dynamics of airline partnerships, we find evidence consistent with the airlines operating under antitrust immunity refusing to accept connecting passengers from the outside carriers at respective hub airports. Following the antitrust immunity, airlines outside the partnership reduce their traffic to the partner airlines' hub airports by 4.1% to 11.5%. We suggest regulators should take possible market foreclosure effects into account when assessing the competitive effects of antitrust immunity for airline alliances.

Ship of dreams [Titanic II

Now, over a century later, plans are underway to build a full-size working replica of Titanic, to ply the same transatlantic route as the White Star Line's ill-fated liner. The ship, Titanic II, is the brainchild of Australian billionaire Clive Palmer and will be operated by his Blue Star Line company.

Ocean shipping deregulation restructures the liner shipping industry

Significant pro-competitive changes were made to the Shipping Act by the Ocean Shipping Reform Act (OSRA). The most notable of these was the shift away from public tariffs and publicly available contract rates to confidential rates using individually negotiated service contracts. The number of individual member service contracts has risen dramatically since OSRA went into effect in 1999. These statistics support the argument that OSRA was able to bring more competition to the industry. However, the theory and empirical evidence of the Act’s success in improving the performance of the liner industry serving the Transatlantic and Transpacific trade routes, which are two major trunk roads subject to the jurisdiction of the US, are not so compelling. This article employs the theory of joint product to assess the impact of OSRA on the shipping market structure and competition of two major east–west arteries after 1999. This article considers head haul and backhaul container shipments as joint products. Two simple statistical equations are derived to reinterpret Smith’s condition of joint product. The empirical results confirm that the market structure of Transatlantic and Transpacific trade lanes are competitive.

Atmospheric ozone levels encountered by commercial aircraft on transatlantic routes

Temporal and spatial patterns in northern midlatitude atmospheric ozone levels measured outside the cabin by MOZAIC aircraft are investigated to consider trends in human exposure to ozone during commercial flights. Average and 1 h peak ozone levels for flights during 2000 to 2005 range from 50 to 500 ppb, and 90 to 900 ppb, respectively, for flights between Munich and New York (N = 318), or Chicago (N = 372), or Los Angeles (N = 175). Ozone levels vary through the year as expected on the basis of known trends in tropopause height. Timing and amplitude of the mean annual cycle are consistent across routes. A linear regression model predicts flight average and 1 h peak levels that are, respectively, 180 ppb and 360 ppb higher in April than during October–November. High ozone outliers to the model occur in January–March in the western North Atlantic region and may be linked to episodic stratosphere-to-troposphere exchanges. No systematic variation in atmospheric ozone is observed with latitude for the routes surveyed. On average, ozone levels increase by 70 ppb per km increase in flight altitude, although the relationship between altitude and ozone level is highly variable. In US domestic airspace, ozone levels greater than 100 ppb are routinely encountered outside the aircraft cabin.

Ocean shipping reform act promotes competition in the trans-Atlantic trade route

Substantial pro-competitive changes were made to the Shipping Act by the Ocean Shipping Reform Act (OSRA). Of these changes, the most notable was the shift away from public tariffs and publicly available contract rates to confidential rates using individually negotiated service contracts. The number of individual member service contracts has risen dramatically since OSRA went into effect in 1999. These statistics from reports of the European Commission support the argument that OSRA was able to instill more competition into the industry. However, the empirical evidence on the Act's success in improving the performance of the containerized liner industry serving the Trans-Atlantic trade route is not so compelling. This paper applies the theory of joint product to assess the impact of OSRA on the structure and competition of shipping market after 1999. Trans-Atlantic eastbound and westbound routes were regarded as joint products. A simple statistical equation is derived to reinterpret Smith's condition of joint product. Empirical results obtained confirm the competitive market structure of the Trans-Atlantic trade route.

A foreign correspondent in the Mambi-Land: James J. O’Kelly's fugitive Cuba, Fernando Ortiz's Irish Mambí

Embarking for Cuba in 1872, New York Herald correspondent and Fenian conspirator James J. O’Kelly began what would become one of the first, book-length accounts of Cuba's Ten Years’ War for independence. An international readership followed this early correspondent's war, particularly through O’Kelly's court-martial and near execution in Spanish Cuba, but his 1874 publication The Mambi-Land had longevity only in Spanish. La tierra del mambí made its formal entry into the Cuban canon in 1930 with a Prologue by anthropologist Fernando Ortiz. This essay approaches the Mambi-Land (the fugitive republic) as both an enclosed spatial unit and a loose translation: first of the inter-American tradition of the Mambí (the nationalist insurgent), and second of O’Kelly himself. Ortiz will draw the correspondent into a figurative Cuban interior by substituting the insular guerrilla encampment of the original narrative with the wider coordinates of O’Kelly's biography. As two publics crowd into the close quarters of the Mambi-Land, the Cuban Question is mapped onto still other geographies, from the Reconstruction South to the transatlantic routes of a mobile anticolonialism.

Un riojano entre vascos y montañeses: Manuel Rodríguez Sáenz de pedroso, primer conde de san Bartolomé de Xala

Manuel Rodríguez Sáenz de Pedroso fue un importante mercader riojano del siglo XVIII en Nueva España. Tuvo inversiones comerciales en la ruta transpacífica y transatlántica. Sin embargo, la historiografía ha dado cuenta de él por sus negocios en el cultivo del maguey y comercio del pulque, del cual fue pionero por convertir ese cultivo casi silvestre en uno de finca entre 1732 y 1750. En 1749 la Corona española lo reconoció como el nuevo poseedor del título de conde de San Bartolomé de Jala. En 1750 vinculó el tercio y quinto de sus bienes en la fundación de un mayorazgo que años más tarde desataría un pleito entre él y algunos miembros de su familia al cambiar la sucesión en la posesión del mismo. Las redes de poder que estableció le permitieron tener una relación cercana con el virrey primer conde de Revillagigedo.

Transatlantic Airline Alliances: The Joint EU-US Report

The European Commission and U.S. Department of Transportation recently released a joint report to help develop a common understanding of aviation competition issues and build compatible regulatory approaches. The report highlights the general uniformity across the U.S. and European Union approaches to airline alliance competition issues and makes the case for further cooperation and coordination. Furthering the goal of harmonization, however, will be enhanced by reconciling key differences in regulatory regime and analytical approaches, particularly in regard to grants of antitrust immunity. Both airlines and regulators in the U.S. and European Union face the question of how entry by low cost carriers on transatlantic routes will change the alliance landscape.

Multi-hulls: new options and scientific developments

The widespread development of multi-hull ships began in the second half of the twentieth century, and today many hundreds of such ships of various designs are being built. This intensive development can be explained by the characteristics of various multi-hull ships. Any multi-hull ship type differs both from mono-hulls and from other multi-hull types because of their individual characteristics. The main characteristics of multi-hull ships are examined briefly here. Their larger deck area relative to mono-hull ships means that they are more economical for most types of ‘volume’ cargoes including passengers, cars and other wheeled vehicles, light containers, laboratories, weapons, aircraft and helicopters and so on. Similarly, in comparison with their mono-hull counterparts, multi-hulls are safer because of their larger and more simply achieved transverse stability and bigger above-water volumes. The larger permissible aspect ratio of these hulls also makes them more energy efficient at higher speeds. All multi-hull ships are, in general, more seaworthy than their mono-hull counterparts, and ships with small water-plane area (SWA ships) have the best performance characteristics with regard to seakeeping. The strength specificity of multi-hulls is the leading role in determining transverse loads and the need for avoiding wet bottom slamming. Despite their applied significant advantages, the author believes that the main characteristics of multi-hull ships can be further improved. A general picture of his proposals is given below: • New level feature: Super-fast, triple-hulled vessels with sufficient airborne unloading capacity – for the doubling of achievable speeds in smooth water and relatively small wave conditions. • New level feature: New shape for fast ships with SWA – for higher speeds in waves. • New level feature: Special options for container-carriers (for transatlantic routes or for island service by gas-carrying containers) – for small-draft harbours with no reduction in seaworthiness. • New level feature: Twin-hull escort tugs – for 10 times greater transverse stability, i.e. sufficiently less likelihood of being over-heeled by the tow rope. • New service feature: Outrigger SWA carrier for unmanned aircraft – for minimal displacement and sufficient seaworthiness. • New service feature: Outrigger SWA passenger liners with one to two helicopters – to avoid entry into harbours. • New safety feature: Inexpensive modernisation of existing small- and medium-sized passenger ferries through the addition of outriggers without docking the ship

Emporios transpacíficos: Comerciantes mexicanos en Manila, 1710 – 1815

Emporios transpacíficos: Comerciantes mexicanos en Manila, 1710 – 1815

Combating the Menace of Transnational Human Trafficking in Nigeria: A Challenge to Public Policy.

Savage neo-slave trade appears a befitting name for the current trafficking in persons which had dehumanized the homo-sapien. This is more savagery than its progeny, in which slaves were chained on their legs and necks and bound together in a convoy through Trans-Atlantic route to the white-man\'s country. The new slave trade the trans-National human trafficking, abuses the human element in its sacred part, the soul of womanhood. It is more devastating than the physical torture that was attendant to the trans-Atlantic route between 1445 and 1870. Paradoxically, the new phenomenon has its origin in Africa as with the first, with Nigeria, the old “slave coast”, again playing the arrow-head. This research explores the general characteristics of the illegal trade and identifies major predisposing factors as bad governance, with its ancillary by-products of unemployment, poverty and pervasive corruption in political and bureaucratic leadership. There is deception as well as ignorance on the part of the victims. The trade thrives in African cultural milieu which challenges public policy. Three African regional blocks, are found to be participants or facilitators in the trade, namely: Economic Community of West African States (ECOWAS) with Nigeria as a principal actor and a transit route; the Economic Community of Central African States (ECCAS) and the North African Zones with Morocco as serving the “middle passage”. Combating policy in this study recommends a two-track policy model.International Journal of Policy and Development Studies Vol. 3 2007: pp. 1-15

“In the country of my forefathers”

This article argues that previously unrecognized connections between Hopkins's novel Of One Blood and the Sheppards's missionary careers in the Congo illuminate the transatlantic routes that have contributed to the development of African American literature and culture. Archival sources are used to intervene in current academic debates about the Black Atlantic with the contention that early twentieth century American understandings of Africa were not simply the products of a romantic imaginary but were informed by intellectual networks of writers and activists that were nurtured through Historically Black Colleges and Universities (HBCUs), the black press, and the church. Whereas Of One Blood, which narrates the restoration of an African American doctor to the Ethiopian throne, is usually read in the realm of fantasy, this article uses the career of William H. Sheppard to challenge common generalizations that, in the early twentieth century, modern Africa was unknown to African Americans. Sheppard's case is particularly instructive in that while initially claiming Africa as “the land of my forefathers,” his transatlantic mobility facilitated the development of a political understanding of modern Africa that influenced a generation of activists and writers, Hopkins among them.

Lost Boys and Recovered Classics: Literary and Social Memory in Lorenzo Carcaterra's Sleepers (1995)

This essay explores the interplay of literary and social memory in Lorenzo Carcaterra's prison and revenge memoir, Sleepers (1995), in particular its appropriation of Alexander Dumas's The Count of Monte Cristo (1844–45) as both a literary template and a political marker. Monte Cristo is the central text in Carcaterra's rewriting of a long tradition of “bad-boy” narratives depicting juvenile dispossession, crime, and redemptive vigilantism. The essay also traces the transatlantic routes of Dumas in modern US popular culture, especially in Albert Kanter's Illustrated Classics, in light of Antonio Gramsci's theories of popular narrative and law.

Molecular phylogeny and biogeography of an ancient Holarctic lineage of mygalomorph spiders (Araneae: Antrodiaetidae: Antrodiaetus)

The mygalomorph spider genera Antrodiaetus and Atypoides (Antrodiaetidae) belong to an ancient lineage that has persisted since at least the Cretaceous. These spiders display a classic disjunct Holarctic distribution with species in the eastern Palaearctic plus the western and eastern Nearctic. Prior phylogenetic analyses of this group have been proposed on the basis of morphology, but lack strong support and independent corroboration. Here we present the first phylogenetic analysis of species-level relationships based on molecular data obtained from the mitochondrial (cytochrome c oxidase subunit I) and nuclear (18S and 28S rRNA) genomes. Analyses corroborate earlier findings that Atypoides forms a paraphyletic grade with respect to Antrodiaetus, and consequently, that genus is formally synonymized under Antrodiaetus. In addition, our results support the relatively early divergence of Antrodiaetus roretzi. Antrodiaetus pacificus is “paraphyletic” with respect to the A. lincolnianus group and is likely an assemblage of numerous species. The final topology based on a combined molecular dataset, in conjunction with two different molecular dating techniques (penalized likelihood plus a Bayesian approach) and ancestral distribution reconstructions, was used to infer the historical biogeography of these spiders. Trans-Beringian and trans-Atlantic routes appear to account for the present-day distribution of Antrodiaetus in Japan and North America. Future studies on Antrodiaetus phylogeny will be used to address questions regarding morphological stasis and the evolution of quantitative morphological characters.

The Ocean Shipping Reform Act: the trans-Atlantic cares

For many years, economists have pressed for the deregulation of the shipping industry, with studies purporting to show constant returns to scale in motor transport, and staggering losses inflicted on the economy by regulation. Deregulation is now the order of the day in the US, but during the deregulation process, the Federal Maritime Commission (FMC) struggled with strong pressure to remove anti-trust immunity historically enjoyed by ocean shipping conferences. However, instead of entirely removing this anti-trust immunity, the US Congress passed the Ocean Shipping Reform Act (OSRA) in 1998. OSRA, which came into effect on 1 May 1999, represents a logical continuation of the trend toward deregulation established by the Shipping Act of 1984. Although the Act (OSRA) maintains anti-trust immunity, its creation also established confidential service contracts between shippers and individual lines. Because the actual effect of this Act has yet to be researched and reported in the transportation literatures, this paper assesses the impact of OSRA on the market structure of the container shipping industry. Three major east- and westbound arterial routes, as determined by Drewry Shipping Consultants and Containerisation International, are examined in this study to ascertain whether the markets are competitive or not 12. The trade imbalance existing in all three trade routes (trans-Atlantic, trans-Pacific, and from Asia to northern Europe) provides a basis from which to investigate the pricing structure in the container shipping market. The changing tariff structure of the trans-Atlantic lane in 1999 provides the foremost evidence of the impact of the Act to evaluate the new law's impact on the maritime industry. By examining the traffic volume and freight rates of inbound and outbound trades, this paper found that before the second quarter of 1999, the trans-Atlantic lane's market structure was non-competitive, but it became competitive after the third quarter of 1999. This paper concludes that OSRA did have substantial influence on the market structure of the trans-Atlantic lane since the Act came into effect on 1 May 1999. The Act laid a solid legal framework upon the industry that forced the carriers in the trans-Atlantic trade route to operate competitively.

Race, Class, Gender

The article focuses on the temporal and epistemic economy connected to the transatlantic travels of the categorical triad of ‘race-class-gender’. It looks at conditions and forces that have fuelled the dynamics of the discourse on differences and inequality among women and analyses feminist discourse and its aporias as a particular environment for the travels of theories. Furthermore, it follows the changes the triad of ‘race-class-gender’ undergoes on its transatlantic route from the United States to a German-speaking context and it outlines the theoretical challenges connected to an intersectional perspective that aims to overcome a theoretical stagnation that itself finds symptomatic expression in the ritual citing of ‘race-class-gender’.

Biogeography of tropical reef fishes: the South Atlantic puzzle

AimTo reveal underlying distributional mechanisms of tropical reef fishes in the South Atlantic.LocationThe tropical South Atlantic, with emphasis on the Brazilian province.MethodsThe disjunct distributions of thirty‐five reef fish species occurring in the Brazilian Province were analysed to allow a better understanding of present biogeographical patterns. To avoid potential bias because of taxonomic problems or misidentification, we only included families taxonomically well documented, with conspicuous species, and relatively easy to identify.ResultsThe low‐level differentiation between Caribbean and Brazilian species/populations, as well as the presence of restricted populations of a few northern or southern species on the opposite side of the Amazon River, clearly indicate that this barrier to dispersion can be occasionally bridged. Transoceanic dispersal appears to be frequent and to occur along three routes: from the Caribbean to North East Atlantic, from northern Brazil to the Gulf of Guinea, and from Africa to southern Brazil. Intermediate stepping‐stones are apparently not required along transatlantic routes because of the rarity of consecutive colonizations. However, intermediate stopovers are persistently used along short routes. In all cases, the long‐term success of colonists, i.e. the establishment of stable local populations, appears to depend upon ecological factors.Main conclusionsThe puzzling patterns of distribution found in the South Atlantic seem primarily the outcome of allopatric speciation and of the interaction of long distance dispersal abilities and ecological processes. Successfulness of the colonization of remote sites appears to be less dependent from dispersal ability than upon persistence ability or settlement preferences.

<i>The Tempest</i> and Its Travels

Notes on the Editors and Contributors Preface Prologue: 'After Prospero' I. LOCAL KNOWLEDGE 1. 'Baseless Fabric': London as a 'World City' 2. 'Knowing I loved my books': Reading The Tempest Intertextually 3. The Ship Adrift 4. Wild Waters: Hydraulics and the Forces of Nature 5. Trinculo's Indian: American Natives in Shakespeare's England 6. The Enchanted Island: Vicarious Tourism in Restoration Adaptations of The Tempest II. EUROPEAN AND MEDITERRANEAN CROSSROADS 7. The Italy of The Tempest 8. 'The foul witch' and Her 'freckled whelp': Cricean Mutations in the New World 9. Re-Engineering Virgil: The Tempest and the Printed English Aeneid 10. The Mediterranean and Shakespeare's Geopolitical Imagination 11. Carthage and Tunis, The Tempest and Tapestries 12. Island Logic Cesaire's Une tempete at The Gate Otra Tempestad at The Globe Tempest(s) at Terra Nova Theatre Institute III. TRANSATLANTIC ROUTES 13. The Figure of the New World in The Tempest 14. 'This island's mine': Caliban and Native Sovereignty 15. Arielismo and Anthropophagy: The Tempest in Latin America 16. Reading from Elsewhere: George Lamming and the Paradox of Exile 17. Maintaining the State of Emergence/y: Aime Cesaire's Une tempete 18. H.D.'s 'The Tempest' 19. Hogarth and the Canecutter Envoy: 'The Word-In the Beginning' References Further Reading Acknowledgments Photographic Acknowledgements Index

Die Cypriniden (Teleostei: Cypriniformes) des oberoligozänen Maares von Enspel nebst Bemerkungen zur Phylogenie und Biogeographie der Phoxininae

Palaeorutilus enspelensis (Bohme 1996), the only fish species from the Upper Oligocene maar lake Enspel (Westerwald), is described and its phylogenetical position within the subfamily Phoxininae is discussed. The cladistic analysis of osteological and lepidological features indicates that the genusPalaeorutilusGaudant 1988 is a member of the Chub Clade. Furthermore, including of the recent Eurasian taxaLagowskiella andEupallasella in the analysis, the Chub Clade can be divided into two monophyletic Clades: the EurasianPhoxinus Clade (including the holarcticPhoxinus) and the eastern North American Creek Chub Clade which includes the fossil genusPalaeorutilus as its basal sister taxon. These phylogenetical investigation as well as the recent and fossil distribution pattern of the Phoxininae support the following biogeographical hypothesis: The settlement of cyprinids in North America took place in several waves and different directions. The separation of Western Clade and Chub Clade did not occur in North America but in Eocene times in Asia. Members of the Creek Chub Clade migrated from Europe to eastern North America via a transatlantic route prior to the Middle Miocene.

The Extent of the Labor Market in the United States, 1870-1914

During the late nineteenth and early twentieth centuries the spread of railroad and telegraph networks in the United States and Europe, the introduction of steamships on transatlantic routes, and the laying of transatlantic telegraph cables initiated a period of pronounced economic integration within and between countries (Williamson 1996; Thomas 1954; Chandler 1977; Perloffet al. 1965; James 1978). This period was also characterized by a rapid pace of growth and pronounced international convergence in standards of living among the countries of western Europe, North America, and Australia (Maddison 1991). Jeffrey Williamson (1996) has recently argued that the increasing integration of factor markets, especially labor markets, in this era was a crucial factor in the pace of international convergence.