Bibliografie tematiche / Western Allegheny Railroad Company

Letteratura scientifica selezionata sul tema "Western Allegheny Railroad Company"

Autore: Grafiati

Pubblicato: 26 luglio 2024

Ultima modifica: 27 luglio 2024

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Articoli di riviste sul tema "Western Allegheny Railroad Company"

Harper, John A. "Edward Miller's contributions to the geology of the Allegheny Portage Railroad (Pennsylvania, U.S.A.)". Earth Sciences History 34, n. 1 (1 gennaio 2015): 38–58. http://dx.doi.org/10.17704/1944-6187-34.1.38.

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The Allegheny Portage Railroad was the first railroad over the Allegheny Mountains. For thirty years it connected canals in central and western Pennsylvania, hauling canal boats operating between Philadelphia and Pittsburgh over the mountains, allowing uninterrupted travel from eastern population centers to the continental interior. Edward Miller, a young Philadelphia engineer, became Principal Assistant Engineer at twenty-one. He was later Chief Engineer and/or President of numerous canals and railroads, and even served as Principal Assistant Engineer of the great Pennsylvania Railroad. Miller performed the first geological exploration of the Allegheny Mountains and, in his 1835 report, included a cross section and a box of specimens illustrating his stratigraphic units. Some of the more famous scientists of the day reported on specimens of rocks, economic minerals, and fossils found at various places along the railroad. Timothy Abbott Conrad's report of marine fossils is historically important because it was the first published report of Pennsylvanian invertebrate fossils from North America.

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Saunders, Richard, e H. Roger Grant. "The Corn Belt Route: A History of the Chicago Great Western Railroad Company". Technology and Culture 27, n. 1 (gennaio 1986): 168. http://dx.doi.org/10.2307/3104974.

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Miner, Craig, e H. Roger Grant. "The Corn Belt Route: A History of the Chicago Great Western Railroad Company". Western Historical Quarterly 16, n. 3 (luglio 1985): 347. http://dx.doi.org/10.2307/969147.

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Mercer, Lloyd J., e H. Roger Grant. "The Corn Belt Route: A History of the Chicago Great Western Railroad Company". Journal of American History 71, n. 4 (marzo 1985): 874. http://dx.doi.org/10.2307/1888544.

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Kammer, Sean M. "Railroad Land Grants in an Incongruous Legal System: Corporate Subsidies, Bureaucratic Governance, and Legal Conflict in the United States, 1850–1903". Law and History Review 35, n. 2 (13 marzo 2017): 391–432. http://dx.doi.org/10.1017/s0738248017000049.

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Near the end of the nineteenth century, English scholar James Bryce criticized Western railroad land grants as “often improvident” and as giving “rise to endless lobbying and intrigue, first to secure them, then to keep them from being declared forfeited in respect of some breach of the conditions imposed by Congress on the company.” Bryce also observed the extent to which grants of land to railroads allowed the beneficiary companies to exercise great power not only through their role as carriers of people and commerce, but also through their role as large landowners. This, he noted, brought them “yet another source of wealth and power” and “brought them into intimate and often perilously delicate relations with leading politicians.” From the perspective of the so-called “railroad tycoons” and their financial backers, the land grants became sources of wealth and power independent of and sometimes contrary to the interests of the railroad corporations themselves as carriers. Whereas Congress intended the railroad land grants to serve as a means to the end of railroad construction and the settlement of the federal government's expansive public domain, the railroads came to see them as an end in themselves: as independent sources of wealth and power.

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Widi Wardojo, Waskito, Singgih Tri Sulistiyono, Endang Susilowati e Yety Rochwulaningsih. "Socio Cultural Reactions Before the Nationalitation of Dutch Railroad in Indonesia 1945-1958". E3S Web of Conferences 202 (2020): 07049. http://dx.doi.org/10.1051/e3sconf/202020207049.

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The issue of the nationalization of Dutch companies (railroad), which strengthened in the early 1950s, had caused some concern among Dutch companies. The issue was rolled by leftists who were disappointed with some of the results of the Round Table Conference (RTC) in December 1949. There was a phenomenon of xenophobia among natives of something that smelled of foreign (Western) so that the government policies that emerged were rooted in this matter, starting from the Benteng program and the nationalization of the company foreign. This paper aims to parse the anti-foreign phenomenon before nationalization by emphasizing the socio-cultural aspects. If the political process is carried out by the state political elite, then the social process is carried out by other elements of society such as trade unions in the form of boycotts, strikes and demonstrations. While cultural action is carried out by elements of society such as artists and humanists who carry out a variety of artistic actions such as murals, propaganda graffiti, advertisements in the mass media or images that burn the spirit of warriors on the walls in the city area. Particularly among railways, various socio-cultural activities were carried out by the Djawatan Kereta Api (DKA) in the 1950s. This research uses historical research methods based on primary sources traced from archival institutions and libraries. Research results show that the phenomenon of xenophobia that occurred in the decade of the 50s is part of the national socio-political criticism expressed through various forms of social culture.

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Kahm, Howard, e Hanmee Na Kim. "Playing with Power: American Businesspeople, Diplomacy, and Electricity in Late Nineteenth- and Early Twentieth-Century Korea". Journal of Korean Studies 29, n. 1 (1 marzo 2024): 3–32. http://dx.doi.org/10.1215/07311613-10948670.

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Abstract Henry Collbran and Harry Bostwick were the most successful American businessmen in Korea in the late nineteenth and early twentieth centuries. While they are well known for constructing the Seoul-Inch’ŏn railroad, the Seoul waterworks, and the streetcar system, their backgrounds and how they carried out their activities have not been deeply examined. Foreign businesspeople like Collbran and Bostwick possessed the technology and capital that Korea needed for modernization, but they had to navigate the volatile dynamics of domestic politics and international relations in the era of multilateral imperialism (1882–1905). This article argues that as Korea transitioned away from traditional East Asian diplomatic relations to Western-style diplomacy, Collbran and Bostwick functioned as unconventional nonstate actors who positioned themselves as unofficial American representatives to advance their business interests. While Collbran and Bostwick leveraged their position to extract the greatest possible benefits from the Koreans through mechanisms like high-interest debt traps, Emperor Kojong and Korean officials simultaneously sought to tie the American businessmen to Korea through diplomacy traps tied to concessions. These dynamics were particularly clear in the early electrification of Korea and the establishment and dissolution of the Seoul Electric Company.

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Kupsch, Walter. "GSC Exploratory Wells in the West 1873-1875". Earth Sciences History 12, n. 2 (1 gennaio 1993): 160–79. http://dx.doi.org/10.17704/eshi.12.2.x2u23409u3877u64.

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Although the Geological Survey of Canada (GSC) was founded in 1842, it was not until 1872, two years after the transfer of Hudson's Bay Company (HBC) lands to the Dominion of Canada, that the first GSC geologist, Director Alfred R. C. Selwyn, came to the western interior. One year later a drilling program he had been promoting in Ottawa saw two wells brought to completion and a third one started.During the period 1873-1875 five wells were drilled by or for the GSC at: Fort Garry (the first to be spudded and at 37 feet the shallowest), Shoal Lake, Rat Creek, Fort Carlton, and Fort Pelly (the deepest at 501 feet and the last to be abandoned). The main objective was to locate sources of water and coal for the future transcontinental railroad then planned to follow a northwesterly route from Winnipeg to Edmonton.Four wells were drilled with a rotary, diamond sieamdrill which had been used in the hard, coal-bearing rocks of Nova Scotia but proved unsuitable for penetrating the glacial drift, loose sands, and soft clays of the prairies.Besides having to deal with technical problems related to the transport of heavy equipment, a GSC drilling party became embroiled in a dispute between Government and Natives over land rights. After encountering an Indian blockade led by Chief Mistiwassis the crew retreated behind the stockade of HBC's Fort Carlton to drill a 175-foot well in August and September 1875.In 1874 an agreement was made between the GSC and John Henry Fairbank, Canada's most prominent oilman, for the drilling of a well at Fort Pelly. A percussion steamdrill, then in common use in the Petrolia, Ontario, oil fields, was the equipment of choice. Work at a drill site north of the fort in the Swan River valley started 25 August 1874 but on 30 October winter forced suspension. The stored equipment was used again the following year when drilling resumed on 6 July. The contracted 500 foot depth was exceeded by 1 foot on 9 October 1875 when the well was abandoned.

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Bandarsyah, Desvian, Abdulhadi Abdulhadi e Sulaeman Sulaeman. "The Development and Economic Impact of Railway in Batavia, 1873-1930". Paramita: Historical Studies Journal 32, n. 2 (29 settembre 2022): 159–70. http://dx.doi.org/10.15294/paramita.v32i2.31683.

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This study aims to determine the background of rail transportation modes developed in Batavia, focusing on the process, the activities between 1873 and 1930, and their economic impact in 1930. It was discovered that the increase in agricultural and plantation yields during the Cultivation Era led caused serious problems in transporting agricultural products from the plantation area to the port. It led to the construction of the first train connecting Batavia to Buitenzorg, operated by the Nederlandsche-Indische Spoorweg Maatschappij (NISM) on 31 January 1873. Another railway company, Staatsspoorwegen (SS), designed to operate the western route, including Batavia – Tanjung Priok, was inaugurated in 1885. It was followed by Batavia – Anyer in 1900 with a Duri – Tangerang branch in 1899 and Bataviasche Ooster Spoorweg Maatschappij (BOSM), which opened the eastern route, Batavia – Bekasi – Karawang, in 1891. Moreover, there is also the Batavia horse tram operated by Bataviasche Tramweg Maatschappij (BTM) in 1869, which served as the beginning of the history of the railroad in Batavia. It was also discovered that the train significantly impacted all economic actors in Batavia, including the farmers, traders, and industries. Penelitian ini bertujuan untuk: mengetahui latar belakang pembangunan moda transportasi kereta api di Batavia, proses pembangunan moda transportasi kereta api di Batavia dan perkembangan perkeretaapian di Batavia pada 1873-1930 serta dampak moda transportasi kereta api terhadap perekonomian Batavia 1930. Hasil penelitian ini bahwa terjadinya peningkatan hasil pertanian dan perkebunan pada era Tanam Paksa yang jumlahnya belipat-lipat menyebabkan masalah yang cukup serius bagi pengangkutan hasil perkebunan dan pertanian dari daerah perkebunan ke pelabuhan. Untuk mengatasi permasalahan-permasalahan itu, maka dibangunlah kereta api pertama di Batavia yang menghubungkan Batavia dengan Buitenzorg yang dioperasikan oleh Nederlandsche-Indische Spoorweg Maatschappij (NISM) pada 31 Januari 1873. Selanjutnya terdapat perusahaan kereta api lainnya yang turut beroperasi di Batavia, yaitu Staatsspoorwegen (SS) yang mengoperasikan lintas barat, meliputi Batavia – Tanjung Priok diresmikan tahun 1885, Batavia – Anyer 1900 dengan cabang Duri – Tangerang tahun 1899 dan Bataviasche Ooster Spoorweg Maatschappij (BOSM) yang membuka lintas timur, Batavia – Bekasi – Karawang tahun 1891. Tak lupa juga terdapat trem kuda Batavia yang dioperasikan oleh Bataviasche Tramweg Maatschappij pada tahun 1869 yang mengawali sejarah berdirinya sejarah kereta api di Batavia. Dengan ini kereta api mampu memberikan dampak ekonomi bagi seluruh pelaku ekonomi di Batavia, mulai dari petani, pedagang hingga industri sekalipun. Cite this article: Bandarsyah, D., Abdulhadi, Sulaeman. (2022). The The Development and Economic Impact of Railway in Batavia, 1873-1930. Paramita: Historical Studies Journal, 32(2), 159-170. http://dx.doi.org/10.15294/paramita.v32i2.31683

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"Revised Corporate History of Northern Pacific Railway Company As of June 30, 1917. Centennial Edition Including a Foreword with Later Corporate Changes". Zea Books, 10 settembre 2022. http://dx.doi.org/10.32873/unl.dc.zea.1330.

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From the Foreword: Railroads have been important in American history since the mid-nineteenth century for national unification, the settlement of the American West, the industrial revolution, economic growth, models of complex organization for other large corporations, and the transition of America from rural, agrarian society to urban, industrial society. The railroads’ transformative influence of technological change and social change has been termed “railroadization” (Schumpeter 1939, 1:325-351). Alfred D. Chandler Jr. (1965, 9-12) characterized the railroad industry as the first big business in America. The transcontinental railroads were especially significant. A transcontinental railroad may be defined as a railroad whose eastern terminal is east of the Continental Divide and whose western terminal is on the Pacific coast.… This book, Revised Corporate History of the Northern Pacific Railway As of June 30, 1917, Prepared in Accordance With Valuation Order No. 20 of the Interstate Commerce Commission, is the official history of the Northern Pacific Railway, and it documents corporate changes from the Northern Pacific’s charter on July 2, 1864, to June 30, 1917. It was prepared in accordance with Valuation Order number 20 of the Interstate Commerce Commission. … In order to complete the history of the Northern Pacific Railway it is necessary to add the corporate changes that occurred from 1917 until its merger into the Burlington Northern in 1970.

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Tesi sul tema "Western Allegheny Railroad Company"

Dotson, Paul R. "Magic City : class, community, and reform in Roanoke, Virginia, 1882-1912 /". 2003. http://etd02.lnx390.lsu.edu/docs/available/etd-1113103-100724/.

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Libri sul tema "Western Allegheny Railroad Company"

Dzeda, Bruce. Railroad town: Kent and the Erie Railroad. Kent, Ohio: Kent Historical Society Press, 2011.

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Striplin, E. F. Pat. The Norfolk & Western: A history. Forest, VA: Norfolk & Western Historical Society, 1997.

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Delaware, Lackawanna and Western Railroad Company. Summer excursion rates: Delaware, Lackawanna and Western Railroad company. New York: Passenger Dept., 1987.

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Holmes, Norman W. My Western Pacific Railroad: An engineer's journey. Reno, Nevada: Steel Rails West Publishing, 1996.

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Field, Henry M. Our western archipelago. New York: C. Scribner's sons, 1987.

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Durham, Robert K. The Delaware, Lackawanna, and Western Railroad. Auburn, PA: R.K. Durham, 1997.

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Rattenne, Ken. The Feather River route: A geographical tour. Glendale, Calif: Interurban Press, 1990.

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Moody, Eric N. Flanigan: Anatomy of a railroad ghost town. Susanville, Calif. (P.O. Box 1093, Susanville 96130): Lahontan Images, 1985.

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Clegg, Adam. Western Pacific color pictorial. La Mirada, CA: Four Ways West Publications, 2001.

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Hamilton-Dann, Mary. Upstate odyssey: The Lehigh Valley Railroad in western New York. Rochester, NY: Railroad Research Publications, 1997.

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Più fonti

Capitoli di libri sul tema "Western Allegheny Railroad Company"

Gordon, Robert B. "Retreat from Progress". In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0011.

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Salisbury ironmakers throve by selling wrought iron rather then cast iron through the first half of the nineteenth century. Their finery forges and puddling works converted nearly all of the pig produced by the district’s furnaces to bar iron or forged products. However, by the 1860s, when the district’s ironmasters were smelting up to 11,800 tons of pig iron per year, they converted little of it to wrought iron. The demise of the forges left just one principal product, cast iron used mainly for railroad car wheels. Milo Barnum and Leonard Richardson had started making railroad castings in 1840. When Milo Barnum retired in 1852, his son W. H. Barnum took his place in the partnership with Richardson. The partners expanded the business by acquiring the Beckley and Forbes furnaces in 1858 and 1862, respectively, from the Adam family in East Canaan. Upon Leonard Richardson’s death, Barnum and the Richardson heirs reconstituted the business as the Barnum-Richardson Company, the firm that gradually gained control of all mines and blast furnaces in the northwest, except for the Kent furnace. A new railway facilitated the Barnum-Richardson operations. Dedicated residents of the northwest, in the face of much skepticism, raised the capital needed to build the Connecticut Western Railroad from Hartford to State Line, where it joined with the Dutchess & Columbia line running to Beacon, New York. Salisbury residents eagerly awaited its 1871 completion: they wanted to be rid of the heavy ore wagons that kept their roads a rness passing from Ore Hill to the furnaces in East Canaan. The Connecticut Western passed through Winsted, traversed difficult terrain in Norfolk, and crossed the Housatonic Railroad at Canaan, where the two companies built a handsome union station . Railroad enthusiasm also led residents in the northwest to propose impractical schemes. The Shepaug Railroad had been completed in 1872 from Danbury to Litchfield. A correspondent writing to the Connecticut Western News that year proposed extension into the Salisbury district.

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Gordon, Robert B. "The Challenge of New Markets and Techniques". In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0010.

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Ironmakers in the Middle Atlantic states used canals and railways to reduce costs and expand the scale of production with new techniques based on mineral-coal fuel beginning in the 1820s. Salisbury forge and furnace proprietors, who still had teamsters hauling ore, fuel, and metal along dirt roads with wagons in summer and sleds in winter, knew that improved transportation systems would help them get their products to outside buyers. They were less aware that canals and railroads would eventually force them to confront new techniques adopted by ironmakers outside their district. Entrepreneurs in northwestern Connecticut had become interested in waterways as early as 1760, when they wanted to improve the Housatonic’s channel north to Massachusetts in order to float logs downriver to their sawmills. Although the General Assembly authorized a lottery to raise £300 for the project in 1761, the promoters accomplished nothing. The start of construction on the Erie Canal stimulated interest in building a canal along the Housatonic River that would open new markets for the northwest’s ironmakers. Urged on by John M. Holley and others, the Ousatonic Canal proprietors organized a company in 1822 to build from tidewater to Stockbridge, Massachusetts. However, when canal engineer Benjamin Wright’s survey showed the company would have to build enough locks to raise boats a total of 604 feet as they traversed the canal, the project’s supporters backed out. The promoters of the Sharon Canal project, intended to start in Sharon and go down the Oblong River into New York and thence follow the route later used by the Harlem Railroad, accomplished even less. John M. Holley had experienced railroad travel on his 1831 trip to Harpers Ferry. He and his neighbors realized that a railway up the Housatonic valley would gather traffic from the region’s ironworks and, with a connection to the Western Railroad in Massachusetts, open the first year-round route from New York City to Albany. (The railroad along the Hudson River between New York and Albany did not open until 1851.) Several of the region’s ironmasters, including J. M. Holley’s son A. H. Holley, helped raise funds for the construction of the Housatonic Railroad when the state issued a charter in 1836.

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Gordon, Bertram M. "The Emergence of France as a Tourist Icon in the Belle Époque". In War Tourism, 20–52. Cornell University Press, 2018. http://dx.doi.org/10.7591/cornell/9781501715877.003.0001.

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The coming of the railroad and trans-Atlantic steamships in the Belle Époque and of automobiles, movies, and inexpensive box cameras during the interwar years, all enhanced by the opera, theater, and gastronomy, facilitated the emergence of France as a leading tourism destination. During the interwar years, the Michelin Tire Company and Thomas Cook’s promoted battlefield tourism with guidebooks to First World War sites. Now a country that “one had to visit” to be considered culturally sophisticated in much of the western world, an elevated status appreciated by many locals as well, interwar France attracted Americans including Ernest Hemingway, Gertrude Stein, and Josephine Baker, and Germans such as Friedrich Sieburg, who wrote of “living like God in France.”

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Brown, Kent Masterson. "You Will Probably Have a Depot at Westminster". In Meade at Gettysburg, 173–89. University of North Carolina Press, 2021. http://dx.doi.org/10.5149/northcarolina/9781469661995.003.0011.

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Beyond the fighting that erupted at Gettysburg and Meade advancing all of his seven corps to Gettysburg, Meade also received word from Quartermaster General Montgomery Meigs in Washington that the War Department had agreed to Meade’s request, made before news of the fighting at Gettysburg reached him, that Westminster and Union Bridge, Maryland be the supply base of the Army of the Potomac, although it was twenty-two miles south of Gettysburg. Meade also learned that General Herman Haupt had been ordered to, among other things, work on the Western Maryland Railroad that ran on a single track from Baltimore to Westminster and Union Bridge. Meade also learned that the Adams Express Company would set up horse relays from Gettysburg to Westminster and from Westminster to Baltimore to allow Meade to communicate with the War Department as there were no telegraph lines.

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Walker, David. "Conclusion". In Railroading Religion, 235–48. University of North Carolina Press, 2019. http://dx.doi.org/10.5149/northcarolina/9781469653204.003.0008.

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This chapter shows how LDS officials and businessmen continuously found ways to bend railroads to their benefits or reshape Mormons institutions in order to flourish in their networks, such as the irrigation display at the Chicago World’s Fair. Regardless of the failure of the Bear River Irrigation company, it was proof of Mormon fortitude through cultural and locative righteousness. The company’s resources were reorganized by Mormon businessmen, and Mormons effectively promoted the LDS Church in other venues at World’s Fair. On the other hand, railroad barons’ contracts provided uninterrupted freighting, lucrative receipts of transcontinental tourism, and friendships with Mormon businessmen who intervened on their behalf in Congress. The results of their efforts were the combined naturalizing and mainlining of Mormonism, as tourists were convinced that they could learn from the Mormons to cultivate western lands and define religion in the modern west.

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