Greater Britain
Реклама. ООО «ЛитРес», ИНН: 7719571260.
Оглавление
Charles Wentworth Dilke. Greater Britain
PREFACE
PART I. AMERICA
CHAPTER I. VIRGINIA
CHAPTER II. THE NEGRO
CHAPTER III. THE SOUTH
CHAPTER IV. THE EMPIRE STATE
CHAPTER V. CAMBRIDGE COMMENCEMENT
CHAPTER VI. CANADA
CHAPTER VII. UNIVERSITY OF MICHIGAN
CHAPTER VIII. THE PACIFIC RAILROAD
CHAPTER IX. OMPHALISM
CHAPTER X. LETTER FROM DENVER
CHAPTER XI. RED INDIA
CHAPTER XII. COLORADO
CHAPTER XIII. ROCKY MOUNTAINS
CHAPTER XIV. BRIGHAM YOUNG
CHAPTER XV. MORMONDOM
CHAPTER XVI. WESTERN EDITORS
CHAPTER XVII. UTAH
CHAPTER XVIII. NAMELESS ALPS
CHAPTER XIX. VIRGINIA CITY
CHAPTER XX. EL DORADO
CHAPTER XXI. LYNCH LAW
CHAPTER XXII. GOLDEN CITY
CHAPTER XXIII. LITTLE CHINA
CHAPTER XXIV. CALIFORNIA
CHAPTER XXV. MEXICO
CHAPTER XXVI. REPUBLICAN OR DEMOCRAT
CHAPTER XXVII. BROTHERS
CHAPTER XXVIII. AMERICA
PART II. POLYNESIA
CHAPTER I. PITCAIRN ISLAND
CHAPTER II. HOKITIKA
CHAPTER III. POLYNESIANS
CHAPTER IV. PAREWANUI PAH
CHAPTER V. THE MAORIES
CHAPTER VI. THE TWO FLIES
CHAPTER VII. THE PACIFIC
APPENDIX. A MAORI DINNER
PART III. AUSTRALIA
CHAPTER I. SYDNEY
CHAPTER II. RIVAL COLONIES
CHAPTER III. VICTORIA
CHAPTER IV. SQUATTER ARISTOCRACY
CHAPTER V. COLONIAL DEMOCRACY
CHAPTER VI. PROTECTION
CHAPTER VII. LABOR
CHAPTER VIII. WOMAN
CHAPTER IX. VICTORIAN PORTS
CHAPTER X. TASMANIA
CHAPTER XI. CONFEDERATION
CHAPTER XII. ADELAIDE
CHAPTER XIII. TRANSPORTATION
CHAPTER XIV. AUSTRALIA
CHAPTER XV. COLONIES
PART IV. INDIA
CHAPTER I. MARITIME CEYLON
CHAPTER II. KANDY
CHAPTER III. MADRAS TO CALCUTTA
CHAPTER IV. BENARES
CHAPTER V. CASTE
CHAPTER VI. MOHAMMEDAN CITIES
CHAPTER VII. SIMLA
CHAPTER VIII. COLONIZATION
CHAPTER IX
CHAPTER X. UMRITSUR
CHAPTER XI. LAHORE
CHAPTER XII. OUR INDIAN ARMY
CHAPTER XIII. RUSSIA
CHAPTER XIV. NATIVE STATES
CHAPTER XV. SCINDE
CHAPTER XVI. OVERLAND ROUTES
CHAPTER XVII. BOMBAY
CHAPTER XVIII. THE MOHURRUM
CHAPTER XIX. ENGLISH LEARNING
CHAPTER XX. INDIA
CHAPTER XXI. DEPENDENCIES
CHAPTER XXII. FRANCE IN THE EAST
CHAPTER XXIII. THE ENGLISH
Отрывок из книги
FROM the bows of the steamer Saratoga, on the 20th June, 1866, I caught sight of the low works of Fort Monroe, as, threading her way between the sand-banks of Capes Charles and Henry, the ship pressed on, under sail and steam, to enter Chesapeake Bay.
Our sudden arrival amid shoals of sharks and kingfish, the keeping watch for flocks of canvas-back ducks, gave us enough and to spare of idle work till we fully sighted the Yorktown peninsula, overgrown with ancient memories – ancient for America. Three towns of lost grandeur, or their ruins, stand there still. Williamsburg, the former capital, graced even to our time by the palaces where once the royal governors held more than regal state; Yorktown, where Cornwallis surrendered to the continental troops; Jamestown, the earliest settlement, founded in 1607, thirteen years before old Governor Winthrop fixed the site of Plymouth, Massachusetts.
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Whatever our theory, the fact is plain enough: in 1870 we shall reach San Francisco from London in less time than by the severest traveling I can reach it from Denver in 1866.
Wherever, in the States, Forth and South have met in conflict, North has won. New York has beaten Norfolk; Chicago, in spite of its inferior situation, has beaten the older St. Louis. In the same way, Omaha, or cities still farther north, will carry off the trade from Leavenworth, Lawrence, and Kansas City. Ultimately Puget Sound may beat San Francisco in the race for the Pacific trade, and the Southern cities become still less able to keep their place than they have been hitherto. Time after time, Chicago has thrown out intercepting lines, and diverted from St. Louis trade which seemed of necessity to belong to her; and the success of the Union Pacific line, and failure of the Kansas road, is a fresh proof of the superior energy of the Northern to the Southern city. This time a fresh element enters into the calculation, and declares for Chicago. The great circle route, the true straight line, is in these great distances shorter by fifty or a hundred miles than the straight lines of the maps and charts, and the Platte route becomes not only the natural, but the shortest route from sea to sea.
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