During Reconstruction, an alliance of southern planters and northern capitalists rebuilt the southern railway system using remnants of the Confederate railroads that had been built and destroyed during the Civil War. In the process of linking Virginia, the Carolinas, and Georgia by rail, this alliance created one of the largest corporations in the world, engendered bitter political struggles, and transformed the South in lasting ways, says Scott Nelson. Iron Confederacies uses the history of southern railways to explore linkages among the themes of states' rights, racial violence, labor strife, and big business in the nineteenth-century South. By 1868, Ku Klux Klan leaders had begun mobilizing white resentment against rapid economic change by asserting that railroad consolidation led to political corruption and black economic success. As Nelson notes, some of the Klan's most violent activity was concentrated along the Richmond-Atlanta rail corridor. But conflicts over railroads were eventually resolved, he argues, in agreements between northern railroad barons and Klan leaders that allowed white terrorism against black voters while surrendering states' control over the southern economy. |Focusing on the Reconstruction era, this book links the expansion of Southern railways by Southern planters and northern capitalists to issues of State's rights, racial violence, and big business.

When the American Railway Union went on strike against the Pullman Palace Car Company in 1894, it set into motion a chain of events whose repercussions are still felt today. The strike pitted America's largest industrial union against twenty-four railroads, paralyzed rail traffic in half the country, and in the end was broken up by federal troops and suppressed by the courts, with union leader Eugene Debs incarcerated. But behind the Pullman case lay a conflict of ideologies at a watershed time in our nation's history.

David Ray Papke reexamines the events and personalities surrounding the 1894 strike, related proceedings in the Chicago trial courts, and the 1895 Supreme Court decision, In re Debs, which set important standards for labor injunctions. He shows how the Court, by upholding Debs's contempt citation, dealt fatal blows to broad-based unionism in the nation's most important industry and to any hope for a more evenhanded form of judicial involvement in labor disputes-thus setting the stage for labor law in decades to come.

The Pullman case was a defining moment in the often violent confrontation between capital and labor. It matched wealthy industrialist George Pullman against Debs and gave a stage to Debs's fledgling attorney Clarence Darrow. Throughout the trial, capital and labor tried to convince the public of the justice of their cause: Debs decrying the company's treatment of workers and Pullman raising fears of radical unionists. Papke provides an analytically concise and highly readable account of these proceedings, offering insight into the strengths and weaknesses of the law at the peak of industrial capitalism, showcasing Debs's passionate commitment to workers' rights, and providing a window on America during a period of rapid industrialization and social transformation.

Papke shows that the law was far from neutral in defending corporate interests and suggests what the Pullman case, by raising questions about both the legitimacy of giant corporations and the revolutionary style of industrial unions, can teach us about law and legal institutions in our own time. His book captures the passions of industrial America and tells an important story at the intersection of legal and cultural history.

Though Cuba was among the first countries in the world to utilize rail transport, the history of its railroads has been little studied. This English translation of the prize-winning Caminos para el azucar traces the story of railroads in Cuba from their introduction in the nineteenth century through the 1959 Revolution. More broadly, the book uses the development of the Cuban rail transport system to provide a fascinating perspective on Cuban history, particularly the story of its predominant agro-industry, sugar. While railroads facilitated the sugar industry's rapid growth after 1837, the authors argue, sugar interests determined where railroads would be built and who would benefit from them. Zanetti and Garcia explore the implications of this symbiotic relationship for the technological development of the railroads, the economic evolution of Cuba, and the lives of the railroad workers. As this work shows, the economic benefits that accompanied the rise of railroads in Europe and the United States were not repeated in Cuba. Sugar and Railroads provides a poignant demonstration of the fact that technological progress alone is far from sufficient for development. |Traces the history of railroads in Cuba through the 1959 revolution, showing how the sugar industry controlled the location of railroads and determined who would benefit from them.

The success and continued growth of business for the rail industry is vital to infrastructure development. Railtech is one of the major European events that brings together representatives form many of the industry's main innovating companies. By providing an ideal forum for engineers from all disciplines to meet and discuss today's projects and those of the future, it addresses the need for information and technology transfer. The need for railway technology to support and lead the industry in new areas of reliability, comfort, and customer satisfaction is greater than ever. A wide range of topics across the whole field of railway engineering and business development are tackled. One of even proceedings texts from this conference, this volume covers the future of the rail industry.

The Louisiana & Arkansas Railway, known as "The Better Way," ran its first trains at the turn of the century and expanded over the years to connect New Orleans to Dallas. Well-maintained and enduringly profitable, this regional railroad succeeded because of the tenacity of three men who consecutively oversaw all aspects of operations. The story of the L&A is largely a collective biography of William Edenborn, William Buchanan, and Harvey Couch—the men who built and extended the line by shrewd acquisitions. These successful businessmen combined wisdom, foresight, and propensity for hard word—traits they had first demonstrated in other careers—with their longtime love for trains. Each applied remarkable talents for industry and commerce toward the development of the L&A to mold it into a model regional railroad. In this first history of the L&A, Fair traces the line's development from the early boom days of railroading to its dissolution in the modern era of takeovers. Although for much of its existence the L&A operated under the control of a parent company, the KCS, it long maintained independence. The eventual takeover by the superline in 1992 finally dissolved the L&A entirely.

Here, in a pictorial history, Jim Shaughnessy turns an eloquent photographer's eye to the Delaware & Hudson, the line that began in 1823 as a canal system to transport Pennsylvania coal to New York State. The D&H extended from Montreal to the coal fields of northeastern Pennsylvania. It was active for 170 years, when the route was sold in 1993 to the Canadian Pacific Railway Corporation. The line made early railroad fame by importing from England the famous Stourbridge Lion, the first steam locomotive in America. This occurred during a great expansion into gravity, an interesting phase which took advantage of the mountainous terrain. The nineteenth century saw a period of economic growth and amalgamation, which was shaped by extremely able and ambitiou company presidents. Eventually the D&H advertised itself as "the Bridge Line to New England and Canada." Mountainous terrain around the coal mines challenged the line with heavy grades, so it was natural for one of its presidents, L. F. Loree, to be fascinated with experimental traction power. The many Loree locomotives, leaders in progressive design, are pictured and described herein. Because a good railroad history is always an economic history of a region, this book will surely please historian, too. Delaware & Hudson is a definitive work, encompassing the mining of the region and detailing the steamboat operations on Lakes George and Champlain. Syracuse University Press is pleased to reissue this exemplary study of a railroad. Delaware & Hudson has-and will-continue to raise the standards for all future railroad books.

Kansas City was only one of several trading centers along the Missouri River in the mid-nineteenth century. And not the largest at that. But it expanded rapidly into the region's leading commercial city while nearby towns showed only moderate growth or were absorbed by their suddenly urban neighbor. Why did Kansas City take off while others stayed behind? Kansas City got the railroads, says Charles Glaab.

But major rail lines did not merge in Kansas City by happenstance. In this classic urban study, Glaab illustrates the crucial role entrepreneurship and boosterism played in determining rail locations and consequently urban-growth patterns. To persuade the railroad companies to connect through Kansas City rather than its rivals-Leavenworth, St. Joseph, Westport, Independence, Lawrence, and Athison--local boosters, chief among them journalist Robert T. Van Horn, developed better community policies, formed stronger coalitions, and implemented more effective economic development programs than their neighbors.

Political maneuvering, individual decision making, and local promotion of internal improvements, as well as greed and corruption, Glaab contends, played key roles in determining the location of this regional metropolis. Extending beyond the borders and idiosyncrasies of one urban area, Glaab also demonstrates how what happened in Kansas City is representative of what happened across the western half of the United States.

First published in 1962, "Kansas City and the Railroads" remains highly regarded as a landmark study of the forces that shaped the growth of urban America. In this edition, Glaab has included a new preface explaining the development of this study and its relation to the literature that has appeared over the last thirty years.

In 1859, Cyrus K. Holliday envisioned a railroad that would run from Kansas to the Pacific, increasing the commerce and prosperity of the nation. With farsighted investors and shrewd management, the Atchison, Topeka and Santa Fe Railroad grew from Holliday's idea into a model of the modern, rapid, and efficient railroad.

There were many growing pains. Rustlers, thieves, and desperadoes were as thick as the cattle in Kansas when the first rails were laid. When a conductor, toting a pistol, asked a grizzled prospector where he was heading, the old man replied, "Hell." "That's 65[ and get off at Dodge," the weary conductor declared.

Once built with rails from Wales laid on ties of oak and walnut, the railroad survived the economic and climatic hardships of the late nineteenth century, and eventually extended from Chicago to San Francisco, with over 12,000 miles of track and substantial holdings in oil fields, timber land, uranium mines, pipe lines, and real estate.

The Baltimore and Ohio Railroad, which journalist LuciusBeebe once called the "Mother of Railroads," was the brainchild of Baltimorecity planners who hoped to outstrip New York in the race for western trade,wealth, and populace. Although Baltimore lost the race, it gave New York a runfor its money early in the 19th century and certainly achieved manyfirsts: the first timetable in 1830, the first eight-wheel passenger coach in1831, and right-of-way for the first telegraph in 1844. In later decades, itwould be a pioneer in the introduction of electric locomotives, diesels, andair conditioning. Author of six earlier books about United States railroads,John F. Stover packs this narrative history with careful scholarship andcolorful description which will appeal to the railroad buff and theprofessional historian, as well as to any reader who wishes to travel with the "Motherof Railroads" through an exciting period in United States history.

Railways have played an immense part in the history of New South Wales. The parallel lines extended as the population grew and themselves made possible new settlement and new industries. Railways crossed the mountain barriers that surround Sydney and opened up both the vast hinterland and the northern and southern coasts. Railways joined every part of New South Wales to Sydney in a distinctive, centralized pattern. They also joined New South Wales to the neighbouring colonies and states.

This study provides a detailed, in-depth analysis of a single incident rooted in the effort of a group of professional employees to serve the public welfare It reveals in microcosm the interplay of political forces, economic interests, personal ambition, organizational structure, and professional ethics that culminated in an act of whistle-blowing. The incident took place during the final construction phase of the Bay Area Rapid Transit System (BART), designed to be America's first attempt at space-age mass transportation. Three BART engineers, convinced of the lack of responsiveness of management to their concerns about the system's safety, were fired for insubordination and other organizational sins. Based upon repeated interviews with the engineers, with BART managers and directors, and with the professional societies involved, as well as upon an extensive body of documents and court depositions, legislative reports, media reports, and institutional memoranda. Divided Loyalties sets a theoretical context for the issues, traces the incident from its beginning, examines the aftermath of the engineers' dismissal, and concludes with a set of recommendations that should be considered by public and private organizations, professional associations, agencies of government, and individual professional employees.