Concentrating on the famous 16-mile preserved stretch, this book also looks at the whole of the original route from Shrewsbury to Kidderminster and Hartlebury, and on to Droitwich and Worcester. We also enjoy a glimpse of the connecting lines to Craven Arms, Wellington and Woofferton, including the delightful Cleobury Mortimer and Ditton Priors Light Railway.

The North British Locomotive Company came into existence in 1903 as an amalgamation of three established Glasgow locomotive manufacturers: Dubs & Co., Sharp Stewart and Neilson Reid. Each of these companies enjoyed an excellent reputation for its products both at home and abroad. The amalgamation that formed NBL created the largest locomotive builder in the British Empire, building on the worldwide renown of its predecessors and exporting its products all over the world to places as diverse as Palestine, New Zealand, South Africa and Canada. Its locomotive output was as varied as its clients, with steam locomotives of every gauge, and ranging from tiny tank engines to massive Beyer-Garratts. Moving with the times, North British entered the market for diesel and electric traction after the Second World War and its lack of success in this field ultimately brought the company to its knees. Here, Colin Alexander and Alon Siton present a lavishly illustrated exploration of one of Britain's greatest locomotive companies, including the products of its three Victorian constituents and official works photographs, images of locos in service and some of the many preserved Dubs, Sharp Stewart, Neilson and North British locomotives on heritage railways and in museums around the world.

British Railways Past and Present is a natio nwide series of books featuring photos of railway locations taken several decades ago and comparing them with the same s cene today. This volume covers Avon, Cotswolds and the Malve rns. '

Using photographs, maps, ephemera and reminiscences, Barry McLoughlin recounts the history of not only the area's main lines but also the miniature railways and the Knott End branch. First published in 1996, this new edition is updated and includes several additional photographs.

Rob Shorland-Ball is a former teacher and is also a born story teller and is well aware of the strong local loyalties in East Anglia. Norfolk, Suffolk and Essex are considered to be very different separate and independent areas by their inhabitants When the author worked in Suffolk he explained that he came from Cambridge which he believed was the front door of East Anglia, an elderly Suffolk man to whom he was speaking, paused for a while and then said, with unarguable finality, here in Suffolk if Cambridge exists at all , it is a back door and rarely used. The minor railways illustrated in this book were once busy transport links and made vital contributions to the social and business heritage of the area they served. By the 1950s and 60s, when the author explored them, they were rarely used, so needed to be recorded and their stories told before they were forgotten entirely. To bring this book up to date, the final section is called Destiny because some of the track beds have survived and flourished with new usage as restored heritage railways, footpaths and cycleways and one route as a busy busway.

A gripping, groundbreaking biography of the combative man whose genius and force of will created modern capitalism.
Founder of a dynasty, builder of the original Grand Central, creator of an impossibly vast fortune, Cornelius "Commodore" Vanderbilt is an American icon. Humbly born on Staten Island during George Washington's presidency, he rose from boatman to builder of the nation's largest fleet of steamships to lord of a railroad empire. Lincoln consulted him on steamship strategy during the Civil War; Jay Gould was first his uneasy ally and then sworn enemy; and Victoria Woodhull, the first woman to run for president of the United States, was his spiritual counselor. We see Vanderbilt help to launch the transportation revolution, propel the Gold Rush, reshape Manhattan, and invent the modern corporation--in fact, as T. J. Stiles elegantly argues, Vanderbilt did more than perhaps any other individual to create the economic world we live in today.
In "The First Tycoon," Stiles offers the first complete, authoritative biography of this titan, and the first comprehensive account of the Commodore's personal life. It is a sweeping, fast-moving epic, and a complex portrait of the great man. Vanderbilt, Stiles shows, embraced the philosophy of the Jacksonian Democrats and withstood attacks by his conservative enemies for being too competitive. He was a visionary who pioneered business models. He was an unschooled fistfighter who came to command the respect of New York's social elite. And he was a father who struggled with a gambling-addicted son, a husband who was loving yet abusive, and, finally, an old man who was obsessed with contacting the dead.
"The First Tycoon" is the exhilarating story of a man and a nation maturing together: the powerful account of a man whose life was as epic and complex as American history itself.

"From the Hardcover edition."

Empire's Tracks boldly reframes the history of the transcontinental railroad from the perspectives of the Cheyenne, Lakota, and Pawnee Native American tribes, and the Chinese migrants who toiled on its path. In this meticulously researched book, Manu Karuka situates the railroad within the violent global histories of colonialism and capitalism. Through an examination of legislative, military, and business records, Karuka deftly explains the imperial foundations of U.S. political economy. Tracing the shared paths of Indigenous and Asian American histories, this multisited interdisciplinary study connects military occupation to exclusionary border policies, a linked chain spanning the heart of U.S. imperialism. This highly original and beautifully wrought book unveils how the transcontinental railroad laid the tracks of the U.S. Empire.

Optimization Models for Rail Car Fleet Management represents the result of multi-year efforts to provide readers with insights into one of the most important areas of railway transport management. The book covers mathematical procedures for the effective and efficient utilization of railway freight cars, developed models for optimization methods, heterogeneity and partial substitutability of freight cars, research and development in rail freight car fleet management models, and the stochastic and dynamic nature of the supply, demand and traveling time of freight cars, among other topics.

How can policy makers and senior officials in railway organizations support the movement of more cargo by rail rather than by road? This report highlights specific interventions and investments that are critical.

In John W. Barriger III: Railroad Legend, historian H. Roger Grant details the fascinating life and impact of a transportation tycoon and "doctor of sick railroads." After graduating from the Massachusetts Institute of Technology, John W. Barriger III (1899-1976) started his career on the Pennsylvania Railroad as a rodman, shop hand, and then assistant yardmaster. His enthusiasm, tenacity, and lifelong passion for the industry propelled him professionally, culminating in leadership roles at Monon Railroad, Pittsburgh and Lake Erie Railroad, Missouri-Kansas-Texas Railroad and the Boston and Maine Railroad. His legendary capability to save railroad corporations in peril earned him the nickname "doctor of sick railroads," and his impact was also felt far from the train tracks, as he successfully guided New Deal relief efforts for the Railroad Division of the Reconstruction Finance Corporation during the Depression and served in the Office of Defense Transportation during World War II. Featuring numerous personal photographs and interviews, John W. Barriger III is an intimate account of a railroad magnate and his role in transforming the transportation industry.

Nothing so changed nineteenth-century America as did the railroad. Growing up together, the iron horse and the young nation developed a fast friendship. "Railroad Crossing" is the story of what happened to that friendship, particularly in California, and it illuminates the chaos that was industrial America from the middle of the nineteenth century through the first decade of the twentieth.
Americans clamored for the progress and prosperity that railroads would surely bring, and no railroad was more crucial for California than the transcontinental line linking East to West. With Gold Rush prosperity fading, Californians looked to the railroad as the state's new savior. But social upheaval and economic disruption came down the tracks along with growth and opportunity.
Analyzing the changes wrought by the railroad, William Deverell reveals the contradictory roles that technology and industrial capitalism played in the lives of Americans. That contrast was especially apparent in California, where the gigantic corporate "Octopus"--the Southern Pacific Railroad--held near-monopoly status. The state's largest employer and biggest corporation, the S.P. was a key provider of jobs and transportation--and wielder of tremendous political and financial clout.
Deverell's lively study is peopled by a rich and disparate cast: railroad barons, newspaper editors, novelists, union activists, feminists, farmers, and the railroad workers themselves. Together, their lives reflect the many tensions--political, social, and economic--that accompanied the industrial transition of turn-of-the-century America.

For over 25 years, the creatively led Railroad Development Corporation (RDC) has rejuvenated a series of down-and-out and even defunct railroads. Launched in 1987 by Henry Posner III, this investment and management company has demonstrated that it is possible both to have a conscience and to earn a profit in today's railroad industry. With ventures on four continents, RDC has created an admirable record of long-term commitments, respect for local cultures, and protection of the public interest. H. Roger Grant presents a firsthand look at this unique business operation and its triumphs and disappointments.

This 200-mile line through Pennsylvania's most challenging mountain terrain was intended to form the heart of a new trunk line from the East Coast to Pittsburgh and the Midwest. Conceived in 1881 by William H. Vanderbilt, Andrew Carnegie, and a group of Pittsburgh and Philadelphia industrialists, the South Pennsylvania Railroad was intended to break the Pennsylvania Railroad's near-monopoly in the region. The line was within a year of opening when J. P. Morgan brokered a peace treaty that aborted the project and helped bolster his position in the world of finance. The railroad right of way and its tunnels sat idle for 60 years before coming to life in the late 1930s as the original section of the Pennsylvania Turnpike. Based on original letters, documents, diaries, and newspaper reports, The Railroad That Never Was uncovers the truth behind this mysterious railway.

New sources of crude oil from North Dakota, Texas, and western Canada have induced new routes for shipping crude oil to U.S. and Canadian refineries. While pipelines have traditionally been the preferred method of moving crude overland, they either are not available or have insufficient capacity to move all the crude from these locations. While rail has picked up some of this cargo, barges, and to a lesser extent tankers, also are moving increasing amounts of crude in domestic trade. This book discusses the Waterborne and rail transport of United States crude oil.

To provide efficient goods movement on the U.S. transportation network, the United States will need to undertake new approaches. An approach advanced by industry groups as a potential path forward for the continued economic prosperity and competitiveness of the United States is a focus on corridor level thinking. A corridor approach can help focus the Nation's assets and resources on key transportation infrastructure that supports national economic activity. The European Union (EU) adopted the corridor approach in the mid-1990s and has continually evolved its freight corridor program with the admission of new member states, increased freight volumes, and the changing demands, including environmental sustainability, placed on the transportation network. The EU views this corridor approach as strategically important to its global economic competitiveness. Given EU's experience with this concept, the scanning study was designed to engage the European Commission and key member states in the policy, funding, and programmatic implications of integrating corridors into their transportation planning. This book discusses the understanding of the policy and program structure of national and international freight corridor programs in the EU.

The goal of this book is to provide transportation and land use planning practitioners in the public and private sectors with the tools and resources to properly assess the impacts of land use decisions on freight movements, as well as the impacts of freight development and growth on land use planning goals. The book identifies freight-related land use issues, key considerations, and available resources. Throughout the handbook, examples and case studies from a range of urban and rural areas across the country are used to demonstrate the effectiveness of these techniques.

The largest enterprise in the capitalist world between 1920 and 1945, the Deutsche Reichsbahn (German National Railway) was at the center of events in a period of great turmoil in Germany. In this, the second volume of his comprehensive history of the Reichsbahn, Alfred Mierzejewski offers the first complete account of the national railway under Hitler's regime. Mierzejewski uses sources that include Nazi Party membership records and Reichsbahn internal memoranda to explore the railway's operations, finances, and political and social roles from 1933 to 1945. He examines the Reichsbahn's role in German rearmament, its own lack of preparations for war, and its participation in Germany's military operations. He shows that despite successfully resisting Nazi efforts to politicize its internal functions, the Reichsbahn cooperated with the government's anti-Semitic policies. Indeed, the railway played a crucial role in the Holocaust by supporting the construction and operation of the Nazi death camps and by transporting Jews and other victims to them.

This is the first book of its kind to examine railway heritage in the context of tourism in a comprehensive, internationally relevant manner. It explores the challenges faced by developers and operators of railway heritage destinations including financial, legal and managerial sustainability in the modern tourism industry. These themes are exemplified by a variety of case studies of railway heritage in tourism from regions around the world including North, Central and South America, the Caribbean, Europe, and Australasia. The volume will be of particular interest to scholars of cultural tourism as well as researchers and practitioners of industrial heritage tourism, along with graduate and senior undergraduate students.

Railways have always been at the heart of British politics, from their early beginnings in the 1830s through to the present day. And the sharpest debates have been on the issue of ownership and accountability. The book charts the railways under nationalisation (1948-1993) and outlines rail privatisation in both the UK and other European countries. Paul Salveson gives credit to recent achievements but attacks the fragmentation, increased costs and higher fares that have become a feature of Britain's privatised railways. Arguing against the return to a centralised 'British Rail', Salveson instead suggests a new model which goes with the flow of current plans to devolve rail responsibilities within the English regions. The author was the originator of the highly successful community rail movement, and he argues for more direct involvement of local communities in their railways. He outlines recent examples of local social enterprises bringing thriving services back to semi-abandoned stations, and shows how Britain's heritage railway sector has been a successful model for not-for-profit rail enterprise. Combining historical analysis with personal experience and political theory, Salveson's research suggests an alternative ownership system for the rail networks and a possible future for Britain's transport system. The book also includes a foreword by Maria Eagle, the shadow secretary of state for transport.

One of America's foremost civil engineers of the past 150 years, John Frank Stevens was a railway reconnaissance and location engineer whose reputation was made on the Canadian Pacific and Great Northern lines. Self-taught and driven by a bulldog tenacity of purpose, he was hired by Theodore Roosevelt as chief engineer of the Panama Canal, creating a technical achievement far ahead of its time. Stevens also served for more than five years as the head of the US Advisory Commission of Railway Experts to Russia and as a consultant who contributed to many engineering feats, including the control of the Mississippi River after the disastrous floods of 1927 and construction of the Boulder (Hoover) Dam. Drawing on Stevens s surviving personal papers and materials from projects with which he was associated, Clifford Foust offers an illuminating look into the life of an accomplished civil engineer."

Pressure is building for greater passenger use of freight rail-road rights of way. Freight rail-road rights of way are owned by private, for-profit corporations, and the routes potentially most useful for passenger service are typically the busiest with freight traffic. In many cases, states or commuter rail authorities have reached agreement with freight rail-roads to share either their track or right of way. However, unlike Amtrak, which has eminent domain power over freight facilities and can appeal to a federal agency to determine the terms of its access to freight track, other would-be passenger rail operators do not have any statutory leverage when negotiating with freight rail-roads. This likely increases the price public authorities pay for access and leaves them with no apparent recourse when freight rail-roads reject their offers.