Bibliografie tematiche / Western Ohio Railway Company

Letteratura scientifica selezionata sul tema "Western Ohio Railway Company"

Autore: Grafiati

Pubblicato: 26 luglio 2024

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Articoli di riviste sul tema "Western Ohio Railway Company"

Kaske, Elisabeth. "Taxation, Trust, and Government Debt: State-Elite Relations in Sichuan, 1850–1911". Modern China 45, n. 3 (6 settembre 2018): 239–94. http://dx.doi.org/10.1177/0097700418796178.

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This article explores the shifting relationship between the state and the rural elites in Sichuan during the last decades of the Qing dynasty through the lens of taxation and public debt by using a creditor-debtor model as a theoretical framework. Sichuan’s unique rewarded land tax surcharge, called the “Contribution” and levied since 1864, established a relationship of symbolic and economic indebtedness of the imperial and local state to the taxpayer. Western-inspired reforms after 1898 directly attacked the symbolic and economic bonds established by the Contribution. The Railway Rent Share tax shifted the creditor-debtor relationship from the state to the public Sichuan-Hankou Railway Company by making individual taxpayers into shareholders. When Beijing eventually banned what it saw as a privatization of taxation and decided to nationalize the railway company, this ignited the Railway Protection Movement, which precipitated the 1911 Revolution in Sichuan.

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Mierzejewski, Alfred C. "The German National Railway Company, 1924–1932: Between Private and Public Enterprise". Business History Review 67, n. 3 (1993): 406–38. http://dx.doi.org/10.1017/s0007680500070355.

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This article examines some major aspects of the history of the state-owned, privately operated German National Railway Company under the reparations regime of 1924 to 1932. It explores the dispute that erupted between the Reichsbahn and the government concerning whether the DRG should be used primarily to serve national economic and social ends or to earn a surplus to pay reparations. The controversies that erupted concerning tariffs, motor vehicle competition, and wages are examined against the background of the Reichsbahn's financial performance. The article argues that the political and cultural clashes caused by the introduction of Western management priorities and practices were more significant than the financial burdens that reparations imposed on the Reichsbahn.

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Eamon, Greg. "Farmers, Phantoms and Princes. The Canadian Pacific Railway and Filmmaking from 1899-1919". Cinémas 6, n. 1 (25 febbraio 2011): 11–32. http://dx.doi.org/10.7202/1000957ar.

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The development of motion pictures coincided with the development of active publicity campaigns by the Canadian Pacific Railway Company. It did not take the CPR long to realize the potential of the new medium and capitalize on the public's fascination with train and motion. In order to encoutage immigration and settlement to western Canada, the company developed an extensive system of promotion which included the use of films. CPR filmmaking fell broadly into two categories, those which were designed with a specific intent to educate, inform and persuade and those which were primarily intended as entertainment. If CPR did not define the type of filmmaking rathet it facilitated the production of contemporary appeal.

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Mewes, David. "War Department Light Railways of the First World War". Memoirs of the Queensland Museum - Culture 11 (2020): 25–38. http://dx.doi.org/10.17082/j.2205-3239.11.1.2020.2020-03.

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This paper recounts some experiences on the Western Front of two men who had worked at the Ipswich Railway Workshops before the First World War. Lt. Colonel A. C. Fewtrell , who trained as a cadet engineer at Ipswich Railway Workshops, and was involved in the operations of a light railway unit on the Western Front presented a paper about his experiences to some graziers in New South Wales in 1920. Major S. H. Hancox had been in charge of the powerhouse at Ipswich Railway Workshops before enlisting and being sent to France where he worked on the construction of a section of the 60 cm gauge light railways during 1917. Hancox relates some of the horrific conditions he encountered through letters to his mother in Brisbane. In 1916, the British adopted the 60 cm gauge light railway system which was already being successfully used by both the Germans and the French. The British introduced the Hunslet 4-6-0T locomotives, many hundreds of other steam and early internal combustion locomotives as well as thousands of wagons providing a solution to maintaining the necessary supplies to the front lines. Following the end of the War, fifteen Hunslet locomotives built for use in France came to Queensland for use in the sugar industry. Hunslet Engine Company Works Number 1239, delivered to France in late 1916, was one of those Hunslet locomotives. We briefly follow the history of No.1239 after its delivery to Australia in 1920 and donation to the Queensland Museum in 2005.

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Munro, J. Forbes. "Shipping Subsidies and Railway Guarantees: William Mackinnon, Eastern Africa and the Indian Ocean, 1860–93". Journal of African History 28, n. 2 (luglio 1987): 209–30. http://dx.doi.org/10.1017/s0021853700029753.

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This article reassesses Sir William Mackinnon's role in the evolution of Victorian imperialism in Eastern Africa. It rejects the view that Mackinnon's activities in Eastern Africa were motivated by a desire for self-glorification and attempts, by contrast, to demonstrate the relevance of business considerations. A search for shipping subsidies and railway guarantees, spreading out from British India, accompanied the Mackinnon Group's development of steamshipping and mercantile interests in Africa, in support of investments in the Persian Gulf and western India. Promotion of these interests drew Mackinnon into schemes to lease the Sultan of Zanzibar's mainland territories and to consolidate British rule in the Transvaal by the construction of a railway from Delagoa Bay. During the 1880s the Group's shipping and commercial operations were threatened by the rise of foreign competition. Behind the formation of the Imperial British East Africa Company lay the hopes of Mackinnon and his business associates that public funds could be attracted to the defence of the Group's interests in Eastern Africa and to the reconstruction of its shipping services in the western Indian Ocean.

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TURNER, DAVID A. "“Delectable North Wales” and Stakeholders: The London & North Western Railway’s Marketing of North Wales, c.1904–1914". Enterprise & Society 19, n. 4 (28 agosto 2018): 864–902. http://dx.doi.org/10.1017/eso.2017.70.

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This article discusses the London & North Western Railway’s (LNWR) marketing activities before 1914. It extends our understanding of British railway marketing by examining how the company forged links with stakeholders in North Wales, particularly the resort authorities, in support of its development of the tourist trade there. While the company remained the dominant force in promoting the region, cooperative working facilitated the sharing of market intelligence, exchange of best practice, coordination of advertising efforts, coordination of services, and the harmonizing of a promotional message that appealed to middle-class discretionary travelers that North Wales was a place for health and pleasure. The article also shows how the LNWR deployed a system of integrated marketing communications, providing one of the earliest known examples within British business of such practice. The sum result was positive impacts on the development of the North Welsh tourist trade in the years before the World War I.

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Luttikhuis, Bart, e Arnout H. C. van der Meer. "1913 in Indonesian History: Demanding Equality, Changing Mentality". TRaNS: Trans -Regional and -National Studies of Southeast Asia 8, n. 2 (16 giugno 2020): 115–33. http://dx.doi.org/10.1017/trn.2020.6.

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AbstractIn 1913, a new generation of Indonesians asserted their agency by publicly demanding equality in colonial society. Through four case studies—the prohibition of traditional forms of deference, the sudden popularity of Western dress, the adoption of new legal assimilation guidelines for Indonesians, and the discussion of employee rights at a railway company—we argue that this new assertiveness reflected a broad change in mentality that we consider a turning point in Indonesian history. By focusing on Indonesian agency, we challenge the Eurocentric periodization of the Indonesian past that emphasized WWI as a trigger of change.

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Urbaniak, Miron. "Zbąszynek (Neu Bentschen)". Architectura 47, n. 1-2 (24 luglio 2019): 116–31. http://dx.doi.org/10.1515/atc-2017-0007.

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AbstractZbąszynek (Neu Bentschen), a German border post, with accommodation for railway workers, customs officials, postmen and border guards, was established primarily between 1923 and 1930. It was built in the middle of the countryside, designed according to the garden city concept and provided with an urban technical infrastructure. In the years 1932 to 1945, the town had the status of a rural parish. The majority of the houses and civic buildings (railway station, school, town hall, Protestant church, Catholic church, inn) were designed by Wilhelm Beringer from the Deutsche Reichsbahn administration in Frankfurt (Oder). He incorporated neo-baroque and expressionist motifs. The monumental and expressionist water tower, designed by Bruno Möhring from Berlin, is also worth noting. The town comprised two parts. The eastern part contained housing for company workers and officials, a school at the main town square and an inn; the western part was intended – though the idea was short-lived – to comprise privately owned houses, both churches and the town hall. By design, the slaughterhouse, sewage treatment plant and cemetery were all placed on the periphery of the town. The two parts were, and still are divided by ul. Wojska Polskiego, Zbąszynek’s main street. Its southern end is the imposing pl. Dworcowy, the Station Square, taking the form of a cour d’honneur.

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Oliveira, Elizangela Justino de. "As ferrovias no Nordeste: uma análise da rede urbana ferroviária formada pela The Great Western of Brazil Railway Company Limited (1881-1948)". Revista de Geografia 40, n. 3 (10 gennaio 2024): 74–99. http://dx.doi.org/10.51359/2238-6211.2023.259383.

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As ferrovias deram início a muitas transformações no espaço intraurbano, uma vez que, além da linha férrea, outros equipamentos eram necessários para sua operação e logística. As mudanças também ocorreram no espaço interurbano, pois a ferrovia modificou a centralidade das, reestruturando a rede urbana-regional. Este artigo tem o objetivo de analisar a rede urbana ferroviária formada pela The Great western of Brazil Railway Company Limited, que administrou as ferrovias do Nordeste brasileiro na primeira metade do século XX. A análise se dá a partir das receitas das estações ferroviárias das estradas de ferro que compõe a referida rede, da condição de Ponta de Trilhos e entroncamentos de algumas cidades nas linhas férreas. A pesquisa possui abordagem na Geografia Histórica Urbana, conforme a demarcação temporal (1881-1948) e a condução da análise com ênfase nas seguintes fontes documentais: Anuário Estatístico do Brasil (1908-1912, v. I, Território e População), Coleção das leis do Império e da República dos Estados Unidos do Brasil (1902), Cartografia história (1904), Relatórios do Ministério da Indústria, Viação e Obras Públicas (1902, 1907, 1910 e 1915), Relatórios do Ministério da Viação e Obras Públicas (1899, 1901, 1902, 1908, 1909 – v. II e III – e 1910), bem como as Sinopses dos recenseamentos dos anos de 1890 e 1900. Os resultados apontam, a partir da análise das receitas das estações ferroviárias, que a condição de Ponta de Trilhos e entroncamento ferroviário alterou a centralidade da maior parte das cidades que compuseram a rede ferroviária.

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Popelková, Katarína. "Grape Harvest Festival in the Town – A Successful Format for Entertainment, Politics, Trade, and Consumption (The Case of Pezinok, in the Slovak Republic)". Český lid 108, n. 3 (25 settembre 2021): 259–87. http://dx.doi.org/10.21104/cl.2021.3.01.

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This article focuses on a three-day town celebration called Vinobranie (Grape Harvest), which takes place in the public space of the town of Pezinok in Western Slovakia. This eventis over eighty years old and was established the representatives of the town in collaboration with the local wine-growing association, organised with the support of the state railway company. The grape harvest festival is a mosaic of various elements with symbolic contents, representing an impressive whole wrapped in an offer of a varied programme and consumption. The study observes the changing form and structure of the festival from its origins up until the present day, as well as the dynamics of the range of its functions in the local community. The author follows an ethnological perspective. She draws on historical archive documents and ethnographic materials. In her analysis, she applies the concept of festival (Waldemar Cudny’s ‘Festivalisation of Urban Spaces’, 2016).

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Tesi sul tema "Western Ohio Railway Company"

Becker, Anne Lynn. "The layout of the land : the Canadian Pacific Railway's photographic advertising and the travels of Frank Randall Clarke, 1920-1929". Thesis, McGill University, 2005. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=83171.

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This thesis examines the role of photography in making the Canadian Pacific Railway company (CPR) an integral part of Canadian mythology. It focuses on the company's photographic advertising in the 1920s, and the ways in which its increasingly nationalistic transcontinental brochures framed the country, and equated the act of travelling with nation-building and national identity.
The CPR's tourist brochures established a visual vocabulary of the travelling experience, which was readily employed by individuals such as Montreal journalist Frank Randall Clarke. Clarke was sponsored by the CPR to travel across the country in the summer of 1929. His journalistic writing and personal photograph album allow for a rich analysis of the visual culture of the period, and they will be used to illustrate the ways in which the CPR represented Canadian progress, immigration, and tourism.

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Smith, Christy A. "Lost Cove, North Carolina: The Life and Death of a Thriving Community (1864-1957)". Digital Commons @ East Tennessee State University, 2007. https://dc.etsu.edu/etd/2147.

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This research examines the history and events that shaped the people and community of Lost Cove, an isolated Appalachian settlement. Chapter 1 surveys previous written and oral accounts of Lost Cove and the physical/cultural attributes of the community. Chapter 2 explores Lost Cove's identity, name, and first settlers. Chapter 3 explores the community's buildings and the families' livelihood. Chapter 4 examines the effect that the CC & O Railway and the sawmills had on the community. Chapter 5 examines moonshine selling in Lost Cove. Chapter 6 reveals how the church and school acted as a gathering place and how sermons and funerals were conducted. Chapter 7 explains why Lost Cove became a ghost town. Much of the information in chapters 3 through 7 is based on oral history interviews that the author did with former residents of the cove.

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Libri sul tema "Western Ohio Railway Company"

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

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Bogart, Mary. Conquering the Appalachians: Building the Western Maryland and Carolina, Clinchfield & Ohio Railroads through the Appalachian Mountains; taken from the journals, records, and photographs of William C. Hattan, a civil engineer who built much of it. Rochester, N.Y: Railroad Research Publications, 2000.

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Huddleston, Eugene L. Appalachian conquest: C & O, N & W, Virginian and Clinchfield cross the mountains. Lynchburg, VA: TLC Pub. Inc., 2002.

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Rubin, Mary H. Hagerstown: Railroading around the hub city. Charleston, SC: Arcadia, 2003.

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Murray, Tom. Chicago & North Western Railway. St. Paul, MN: MBI Pub. Company, 2008.

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Jessen, Kenneth Christian. The Great Western Railway. Loveland, Colo: J.V. Publications, 2007.

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Jessen, Kenneth Christian. The Great Western Railway. S.I: Loveland, Colo. : J.V. Publications, 2007.

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Binns, Donald. The "little" North Western Railway. Clevedon, Avon [England]: Channel View Publications, 1994.

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National Institute for Occupational Safety and Health, a cura di. The Western States Machine Company, Hamilton, Ohio. [Atlanta, Ga.?]: U.S. Dept. of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, 1995.

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Fiore, David J. The Chicago Great Western Railway. Charleston, SC: Arcadia, 2006.

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Capitoli di libri sul tema "Western Ohio Railway Company"

Dickens, Charles. "To the Secretary of the Great Western Railway Company, [Early October 1851]". In The British Academy/The Pilgrim Edition of the Letters of Charles Dickens, Vol. 6: 1850–1852, a cura di Kathleen Mary Tillotson, Graham Storey e Nina Burgis. Oxford University Press, 1988. http://dx.doi.org/10.1093/oseo/instance.00113231.

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Blevins, Cameron. "Stories and Structures". In Paper Trails, 36–52. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780190053673.003.0003.

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Chapter 2 follows the story of four siblings as they migrated westward and the role of the US Post in their lives. From the time they were orphaned as children in Ohio, the postal network connected Sarah, Jamie, Delia, and Benjamin Curtis across space. The Curtis siblings joined a migratory wave of people that washed across the western United States during the late 19th century. No matter where they moved, from a railway line on the central plains to a mill town in northern California to a backcountry ranch in Arizona, they could rely on the US Post’s expansive infrastructure to communicate with each other. Across dozens of surviving letters, the US Post’s structural power comes into focus, giving meaning to how its institutional arrangements and wider geography shaped everyday experiences and conditions in the 19th-century West.

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Armstrong, John, e David M. Williams. "Steam Shipping and the Beginnings of Overseas Tourism: British Travel to North Western Europe, 1820-1850". In The Impact of Technological Change, 119–38. Liverpool University Press, 2011. http://dx.doi.org/10.5949/liverpool/9780986497377.003.0007.

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This chapter, like the two that precede it, quashes the myth that the recreational travel and tourism industry began with Thomas Cook and the railway system, pointing instead to the roots developed by the steamboat. It explores the growth of British overseas travel through the origins of commercial steamboat services on the Clyde to the first Dover-Calais route. It pays particular attention to the formation of the General Steam Navigation Company in 1824. It also offers a thorough analysis of overseas excursion advertisements in The Times between 1825 and 1850. It concludes that by the end of the 1840s specialist agencies for overseas travellers had come into existence, alongside other frameworks for tourism that developed out of steamboat technology - pre-dating the mid-century rail-led tourism boom by several years.

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Kaposi, Zoltán. "Entrepreneurs, Enterprises and Innovation in Pécs (1850–1914)". In Different Approaches to Economic and Social Changes: New Research Issues, Sources and Results, 21–34. Working Group of Economic and Social History Regional Committee of the Hungarian Academy of Sciences in Pécs, 2022. http://dx.doi.org/10.15170/seshst-02-02.

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The purpose of the study. To examine how the 19th century economic modernisation (Western type of industrialisation, technological transformation and the birth of the manufacturing industry) unfolded in Central Europe; and more importantly in Hungary, at Pécs, and what technological innovations were created by local entrepreneurs. Applied methods. Literature review including the history of the manufacturing industry. We involved sources from monographies, employment and census records, reminiscences and our own data from researches of archives. The research framework is the history of distinct businesses. We introduced five businesses whose economic effects influenced the operations of Pécs in the long run. We made a structural analysis examining the entrepreneur and its business together. Outcomes. The Austrian First-Danube-Steamboat-Shipping Company (DDSG) became the largest works in the city by starting intensive coal mining and creating modern technological background since 1852. It employed four thousand souls at the beginning of the 20th century and the city profited a lot from its developments (railway construction and electric power plant). The Zsolnay Porcelain Manufactory quickly became the synonym of Pécs. Vilmos Zsolnay ended up being a world famous entrepreneur because of his technological innovations (eosin, pyrogranite, etc…) and products. The term “Glove of Pécs” came alive in the ages of the dual monarchy. János Hamerli founded the first glove manufacturing plant in the country. The Angster Organs have played for hundred and fifty years. The company founded by József Angster emerged at the end of the 19th century and represented state of art technology.

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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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Atti di convegni sul tema "Western Ohio Railway Company"

Trembošová, Miroslava, e Nina Machová. "Špecifiká chemického priemyslu v Nitrianskom samosprávnom kraji". In XXVI. mezinárodní kolokvium o regionálních vědách. Brno: Masaryk University Press, 2023. http://dx.doi.org/10.5817/cz.muni.p280-0311-2023-17.

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The chemical industry has an important position within Slovakia. In 2022, total industrial production reached 10% of Slovakia's GDP, which according to Sario (2022) is 7.79 billion. €. On the territory of the Slovak Republic, it is concentrated exclusively in cities with a developed transport infrastructure. The aim of the paper is an idiographic analysis of the spatial relations of chemical industry subjects in the Nitra self-governing region with regard to selected localization factors, i.e. transport infrastructure, raw materials and settlements. In relation to the selected location factors, it is evident that all enterprises are located in cities, to a greater extent in medium-sized cities, near oil pipelines, gas pipelines and railway lines. Duslo a.s. is a leading chemical company of international importance. Among its most important partners are the advanced Western European countries of Germany, France, Italy and the Netherlands, as well as Russia. The war in Ukraine caused the termination of these relations and the transfer to other markets. According to the growth rate, the most important market is in the category of technical products with the Netherlands, France, Spain as well as Hungary. In rubber products, the highest export is to the Czech Republic and Belgium.

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Health hazard evaluation report: HETA-95-0167-2539, The Western States Machine Company, Hamilton, Ohio. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, novembre 1995. http://dx.doi.org/10.26616/nioshheta9501672539.

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