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In the modern history of Yunnan, a landlocked province in the southwest of China, the Kunming — Haiphong Railway profoundly shaped its geographic, political, and socioeconomic landscapes. Yunnan based artist Cheng Xinhao's recent art and research projects To the Ocean investigates modernity and (post)coloniality of Yunnan through intellectual reflections on the history of the Kunming — Haiphong Railway, bodily experience with the current railroad, and spiritual conversations with himself about childhood memories and geographical imaginations. By analyzing Cheng's visual works and writings in the project To the Ocean, this essay focuses on Cheng's three encounters on the Kunming — Haiphong Railway — the Wujiazhai Railway Bridge, Bisezhai Station, and China-Vietnam Railway Bridge — to elaborate the iterative power of colonial modernity, socialist revolution, and postsocialism in shaping the landscapes of the Tonkin — Yunnan cross-border area. [ABSTRACT FROM AUTHOR]

The Great War and Trianon opened a new chapter in the history, not only of the Kingdom of Hungary, but also of Western Hungary. Besides dividing up the counties of Sopron, Moson and Vas, the newly re-drawn borders also split up most of the railway lines running within them as well. From the territory sliced from the three counties, the previously non-existent province of Austria, Burgenland, was established in 1922. In many cases, the new demarcation lines followed boundaries of old districts or settlements, but it was rare to find natural boundaries among them. As a result, between the two World Wars, the use of the affected railway tracks began to change similar to several contemporary Central European cases, with the exception of GYSEV (Győr–Sopron–Ebenfurth Railway Company), which could remain in its original form. This research paper aims to examine how the shift of borders in this region affected railway transport. It is based on the local historical literature on the railway, regional history and primary resources. [ABSTRACT FROM AUTHOR]

The story of carriage cleaners has been sadly neglected in the history of railway workers. The work has low pay, it is sometimes unpleasant, and it is also physically tough. This panorama paper explores some of the literature surrounding the history of carriage cleaners from the earliest records in the nineteenth century, through the two world wars, up to the early days of privatisation. The focus is on female carriage cleaners, exploring the reasons why their work has been hidden from history and putting forward an argument as to why more attention should be drawn to it. Despite its low pay and poor working conditions, cleaning work is found at an important nexus of the railway economy, ensuring that the spaces of railway travel remain sanitary and functional. Given their importance for the operation of the railway transport system, it is surprising that cleaners remain largely invisible. [ABSTRACT FROM AUTHOR]

With impressive research and superb prose, Gwyn traces the complex evolution of railway technology, finance, and operating practices. Beginning in 1798, Gwyn emphasizes, "the single most fundamental development in railway history was the change from wooden to iron rails" (p. 30), rather than the development of the steam locomotive. Despite those minor criticisms, Gwyn succeeds brilliantly in explaining the extraordinary complexity of early railway development. [Extracted from the article]

The Underground Railroad remains a popular feature in Canadian narratives. However, public discourse on the subject does not often reach much further than presenting a story of weary enslaved persons finding their way to freedom and happiness in Canada. The communities that they built and who these enslaved persons were outside of their enslaved status is rarely discussed. This uncomplicated telling of history allows Canadians to hold their country up as a historical champion of human rights and use Underground Railroad communities to prove a track record of equality in Canada that misrepresents the historical record. This article discusses the nature of Canadians' fixation on the Underground Railroad narrative and Canada's historical uses for this romanticized mythology. [ABSTRACT FROM AUTHOR]

The article offers new insights into the business-historical perspective of German colonial railway construction in West Africa. Two archival case studies of German colonial railroad construction in Cameroon and Togo reveal the relationship and character of training and work in specific colonial contexts at the turn of the century. The case studies demonstrate that skills on construction sites went beyond mere questions of unskilled manual work or education. This article argues that, from a business-historical perspective, not only was the general (mass) availability of unskilled labour power crucial to infrastructural projects in the former German colonies, but also that was a substantial element of skill involved, ranging from literacy to the (technical) pre- and initial training of workers and craftsmen. Moreover, firms struggled to retain (semi-)skilled workers on construction sites for longer periods. [ABSTRACT FROM AUTHOR]

The railway lines are sometimes cited using their Western names (Tientsin-Pukow railroad) and sometimes their Chinese names (Jin-Pu line), which might be an issue for readers unfamiliar with China's geography and language. The book employs a broad array of sources, from archives to novels, to interviews conducted with former railway workers, broaching topics far beyond the narrow confines of railway management. However, at least one aspect was a game changer: the takeover of railroad construction work by the railroad army corps, which allowed the rapid expansion of railway mileage under harrowing conditions and at the price of great human sacrifice. As an introduction to the history of Chinese railroads within the framework of China's troubled history of the twentieth century, this highly readable book fulfills its purpose admirably. [Extracted from the article]

During the 1960s, the United States Department of Commerce (and later the Department of Transportation) cooperated with the Pennsylvania Railroad (later, Penn Central) to develop the Metroliner, an American version of the Japanese Shinkansen. Federal officials possessed overtly political motives, including an effort to build political support for the Democratic Party in the heavily urbanized Northeast. Railroad executives sought federal subsidies for conventional rail passenger service, while building political support for the largest merger in American history. The conflicting agendas precluded the development of high-speed surface transportation in the United States. [ABSTRACT FROM AUTHOR]

This paper examines the relationship between the coming of the railroads, the expansion of primary education, and the introduction of national school curricula. Using fine-grained data on local education outcomes in Sweden in the nineteenth century, the paper tests the idea that the development of the railroad network enabled national school inspectors to monitor remote schools more effectively. In localities to which school inspectors could travel by rail, a larger share of children attended permanent public schools and took classes in nation-building subjects such as geography and history. By contrast, the parochial interests of local and religious authorities continued to dominate in remote areas school inspectors could not reach by train. The paper argues for a causal interpretation of these findings, which are robust for the share of children in permanent schools and suggestive for the content of the curriculum. The paper therefore concludes that the railroad, the defining innovation of the First Industrial Revolution, mattered directly for the state's ability to implement public policies. [ABSTRACT FROM AUTHOR]

The article discusses Alexandria, Virginia, as what is referred to a space of flow of soldiers and materiél between the home front and the battlefields for the Union army during the U.S. Civil War. It examines the concept of central flow theory, the sociological impact of the Union army's presence in Alexandria, and military logistics. The article also discusses railroads and connectivity, Alexandria's strategic location and open land, and U.S. government oversight of Alexandria during the war.

In 1899, the British colonialist Cecil Rhodes went to Berlin to negotiate about his fantastical 'Cape-to-Cairo' telegraph and railway scheme with his former nemesis, the German emperor Wilhelm II. Why did this initiative of Rhodes, who was held responsible for the disastrous Jameson Raid and no longer occupied any official position, receive so much coverage and legitimacy in the international press? Despite the vast scholarship on Rhodes, there is strikingly little analysis of these negotiations, considering that they were hailed as marking the rehabilitation of Rhodes and the troubled Anglo-German relationship, signalled that Germany would not support the Boers in their conflict with Britain, and led to Germany's inclusion in the prestigious Rhodes Scholarships scheme. This article analyses the reporting of the negotiations and shows that Rhodes overshadowed other political figures in the competitive 'attention economy' of the emerging mass press. Building on the notion of 'celebrity politics', it argues that the press attention for him resulted from three interconnected logics: a political logic of agenda-setting and ideological loyalties, a journalistic logic in which scarce access to Rhodes fostered his mythologising, and a mass media logic that increasingly superseded ideological divides. This mass media logic dictated a focus on Rhodes's personal narrative (infused with literary and colonial themes), personifying politics, and performing these politics in a novel business-like style. This press attention gained Rhodes informal power and shows how, by the end of the nineteenth century, successful politics required the new ability of political figures to attract and leverage media attention. Moreover, it constituted the precondition for the growing cult of Rhodes in the twentieth century, and the subsequent criticism of this cult and its representation of racism in recent times. [ABSTRACT FROM AUTHOR]

This article will relate a history of planned railway routes passing through Bangkok or elsewhere in Thailand in pursuit of linking the potentially vast commercial market of China with the transport hub of Singapore. Those plans historically did not come to full fruition. But the current Chinese-backed plans mean that a rail link between China and Singapore is finally likely to become a reality within the coming decade. The benefits for Thailand are contested: while there will be more passenger and freight capacity the financial cost will be high. But there will for the first time in history be a direct rail connection from China to the Malayan peninsula. Indeed in theory it will be possible to board a train in Britain and step off one in Singapore, without having used any other form of transport on the way. Chinese motivations are commercial and geopolitical, as were those of historical schemes by other countries. Unlike historical schemes, however, China looks set to make the planned southeast Asian railway network a reality. [ABSTRACT FROM AUTHOR]

This paper proposes the concept of zombie infrastructure to understand the entangled histories of railroad colonialism, Indigenous dispossession, and corporate power in the California desert. I examine debates over the Cadiz project, a contemporary water project that proposes to take water from a California desert aquifer and transport it to the California coast. I argue that the life of the Cadiz project depends on Cadiz Inc.'s ability to revive the legal rights and body of a little-used railroad shortline, thus bringing back a legal infrastructure and corporate power from the late nineteenth century in the service of a new corporation. In so doing, the Cadiz project enlivens the racialized dispossession of land and labor that the railroad initially required. Routing the politics of a contemporary infrastructure project through the railroad and its octopus past, I argue, places the politics of infrastructure at the intersection of laws, monstrosity, and dispossession. Drawing on economic and legal geography, this paper proposes the concept of zombie infrastructure, a concept that builds on what activists call zombie projects in order to show the life and death of infrastructure, and reveals how contemporary capitalists enliven old infrastructures for new purposes. [ABSTRACT FROM AUTHOR]

The process of urbanistic changes in space and time is not a steady one, nor always the same, followed by dissipation and demolition of objects, and the construction of new ones does not necessarily stabilize the process of changes within space. The changes that took place on the former narrow-gauge railroad Belgrade–Obrenovac reflect the changes in historical, cultural, and urban processes as well. The strategic plan of the development of the city and the villages altered, as certain sections of the railroad were being shut down. The observance of a particular infrastructure is, at the same time, the base for monitoring the urban changes through time. Forty years later, the railroad was not the only thing that had ceased to function. Using qualitative and historical methods, this study is an attempt to give answers to multiple questions, some of them being the reasons for the deconstruction of the railroad. [ABSTRACT FROM AUTHOR]

New York City witnessed the construction of one of the largest subway systems in the world in the first four decades of the twentieth century. Expansion virtually ceased thereafter, and New York's public transportation has since relied on a legacy of aging infrastructure. The explanation of this unexpected cessation is key to understanding the city's current transit problems, and also offers valuable lessons for other cities experiencing infrastructure construction booms. Identifying the 1951 bond issue as a key turning point, this article argues that there are three convergent factors that brought about the end of subway expansion after the Second World War: political leadership distracted by disputes over administration and unable to plan for the long term; financial constraints imposed by construction and labor-cost inflation, the strained municipal budget, and declining ridership; and the New York transit authorities' indifference to the growing demographic, political, and symbolic significance of the rapidly growing suburbs. [ABSTRACT FROM AUTHOR]

For Karuka, it makes little sense to think of the transcontinentals as binding two halves of an expanding nation, because there is no natural territory of the United States, only colonized territories. Empire's Tracks: Indigenous Nations, Chinese Workers, and the Transcontinental Railroad By Manu Karuka. [Extracted from the article]

The article focuses on the history of railway development and North Atlantic Steam Networks in the West of Ireland from 1825–1838 along with information on the works of railway engineer Charles Vignoles. Topics include Vignoles employed by George and John Rennie in surveying the London and Brighton, England and the Liverpool and Manchester railways, and Vignoles's survey of an Irish transatlantic railway.

Transient dynamic analysis (sometimes called time-history analysis) is a technique used to determine the dynamic response of a structure under the action of any general time-dependent loads. The time scale of the loading is such that the inertia or damping effects are considered to be important. Present work is focused on performing the time history analysis of a typical locomotive coach using finite element analysis in Indian railroad conditions. Track surface irregularity in the form of an ellipsoidal bump is modelled with assumptions that the vehicle passes over the bump in 0.144 seconds, variation in displacement at different key locations of the truck and car body models is plotted against time under standard loading conditions. The response pattern of the front and rear portions of the locomotive truck and car body indicate that these locations are more susceptible to wheel excitations compared to that of the centre portions of it as they are away from the centre of gravity of the vehicle due to unbalanced mass distribution. [ABSTRACT FROM AUTHOR]

The research that theydiscuss does not clearly show colonialism to have been ofeconomic benefit to the colonizing power in all cases, sothe authors conclude the chapter by arguing thatintangible factors such as national pride and prestigemust have been important. One aspect that the authors emphasize (most importantlyat some length in Chapter 9) is how some localentrepreneurs in the colonies were able to benefit fromcolonial rule or colonial institutions, for example byexpanding their business networks. The book only covers certain chapters of the history ofEuropean colonialism: focus is upon colonialism in Africaand India during the nineteenth and twentieth centuries. [Extracted from the article]

During the golden years of American railroading, passengers could devour lobster salad sandwiches in the dining car and craft cocktails at the bar. But when planes largely replaced trains, fine dining and imbibing on the rails became as rare as a steam locomotive - and the law governing railroad food and beverage remained tangled in a forgotten, complex, and often contradictory jurisdictional thicket. With passenger railroads now key to tackling climate change, congestion, and sprawl, fine refreshments could help lure Americans back to the rails once more. Therefore, this Article seeks to answer the question "Who exactly regulates America's railroad food and beverage services - and how?" The Article begins with a legal history of railroad refreshments, which tells the story of how we arrived at the regulatory status quo. It continues with a survey of the current jurisdictional thicket, including a look at nationwide Food and Drug Administration (FDA) rules and case studies of state-level strictures in the railroad-rich jurisdictions of Colorado and Illinois. The Article concludes with a legal blueprint for intrepid railroaders looking to restore high-quality food and beverage service to America's trains amid a jurisdictional thicket that is unlikely to change under our federalist system. [ABSTRACT FROM AUTHOR]

Stemming from the early railway system in Brazil, this article builds on conviviality in Latin America. Scholarship traditionally looks at railroads to analyse economy, architecture, and labour. However, the extent to which railroads changed everyday interactions within the smallest contexts remains overlooked. To fill in this gap, it draws from novels, plays, and short stories written between the late-nineteenth century and the first three decades of the twentieth century. This timeframe corresponds to the "railway boom" in Brazil and includes renowned authors such as Machado de Assis, Lima Barreto, and Júlia Lopes de Almeida but also glossed over authors as Adolfo Caminha. Literary sources allow the analysis of the impact that trains had on the everyday that would, otherwise, remain unknown. This article brings railways and its surroundings, particularly its outcasts, to the forefront of Brazilian [hi]stories. The connection between railways and socioeconomic development in Brazil is critical in this presentation, alongside women's pivotal role in the convivial environments that the railway engendered. It aims to demonstrate that the colonial discourse of civilization against barbarism crystallised, adapted, and changed with the implementation of the railway system in such an unequal society as Brazil. [ABSTRACT FROM AUTHOR]

This panorama paper seeks to explore some of the literature surrounding "railway towns" and the justifications for a comparative study of these towns, as defined by Jack Simmons in The Railway in Town and Country, 1830–1914. It also argues that so-called peripheral "railway towns", villages, towns and cities not dominated by the railway industry but with significant railway communities or connections, should also be included within these studies in order that the social, economic and demographic impacts of the railways can be explored in greater detail. [ABSTRACT FROM AUTHOR]

By the end of the nineteenth century, railway expansion had led to the formation of a technocratic bureaucracy in Chile and other countries in Latin America. Central to this formation were the engineers who oversaw and regulated both public and private railways. Recently, historians have begun to re-examine engineers' roles in this period. By employing methods and theoretical framings from the history of technology, this article argues that engineering was an important framework through which state–capital relations evolved, making engineers pivotal actors in the evolution of political economy at the time. [ABSTRACT FROM AUTHOR]

The article discusses the efforts to create cooperative marketing among apple growers in Washington, focusing on the benefits associated with creating cooperatives and the reluctance of growers to join them. Other topics include the relationship between railroad companies and the apple growers in Washington, the branding of Washington apples to increase recognition, and the competition between Washington apple growers and New York apple growers to earn the dominant position in the market.

Britain's nineteenth-century railway companies traditionally play a central role in histories of the spread of standard Greenwich time. This relationship at once seems to embody a productive relationship between science and capitalism, with regulated time essential to the formation of a disciplined industrial economy. In this narrative, it is not the state, but capitalistic private commerce which fashioned a national time system. However, as this article demonstrates, the collaboration between railway companies and the Royal Greenwich Observatory was far from harmonious. While railways did employ the accurate time the observatory provided, they were also more than happy to compromise the astronomical institution's ability to take the accurate celestial observations that such time depended on. Observing astronomical transits required the use of troughs of mercury to reflect images of stars, but the construction of a railway too near to the observatory threatened to cause vibrations which would make such readings impossible. Through debates over proposed railway lines near the observatory, it becomes clear how important government protection from private interests was to preserving astronomical standards. This article revises our understanding of the role of railway companies in the dissemination of standard time and argues that state intervention was essential to preserving Victorian British astronomical science. [ABSTRACT FROM AUTHOR]

In the 1880s, Germany cultivated an alliance with the Ottoman Empire that led to a concession to build one of history's most storied, diplomatically contentious, and financially challenging infrastructure projects: the Berlin-Baghdad Railroad. While Germany had many goals in pursuing the project, oil was the only way to make the railroad economic. Drawing on Ottoman archival sources, this article examines the policies and strategies of Sultan Abdülhamid II in relation to Germany's attempt to develop Mesopotamian oil from German Emperor Wilhelm II's visit to Istanbul in 1889 to the conclusion of Germany's oil concession in 1906/7. It argues that Hamid pursued a pragmatic policy to develop and protect Ottoman oil from being dominated by the powers, especially the British Empire, and, in the process, seeks to reorient our understanding of great power interest in Middle East oil. [ABSTRACT FROM AUTHOR]

The paper discusses the conflicts occurred during the strike of the railroad builders in the city of Baturité on October 1, 1888, in a year of drought. A consecrated way of struggle of the working class, the strike was part of the trajectory of workers engaged in public relief works triggered during droughts as one way that refugees found to pressure engineers and official agents. The main intention of this article is to analyze the workers' strike of the extension of the Baturité Railway during the 1888 drought in the context of their class formation. [ABSTRACT FROM AUTHOR]

The imperial government, from the second half of the 19th century, initiated a policy to increase transport infrastructure, with two fronts of actions, railways and ports. As the railroad's construction advanced, the ports were only successful started improving at the beginning of the republican government. In the Northeast, these works were followed by prolonged droughts and their consequences, in particular, the migrantes fleeing the drought. Several solutions were found to deal with these "undesirables". In Natal, they were employed in several compulsory activities, such as the improvement services of the capital's port, whose records, even though inaccurate, keep their activities, their workforce and their bodies without faces. This article aims to analyze the forms of representation of these port workers in Natal from official documents, technical journals and newspapers. Thus, documentary sources used were technical and administrative reports, journals and photographic records, besides relevant bibliography. The anonymous character of these workers persists even when recorded in text and image, reinforcing an impersonal idea of their existence summarized only by their workforce. [ABSTRACT FROM AUTHOR]

From the time of their invasion in 1931, the Japanese commenced railway construction in China on a large scale, not only to transport troops and supplies, but, just as importantly, to verify Japan's achievements in "constructing" a new East Asia. To this end, Japanese and Manchurian propaganda images were replete with high-speed trains, as epitomes of the technological progress of the times. Conversely, a primary military goal of the Chinese government was the destruction of these very railroads. Thus, a variety of photographs and woodcut prints of the period depict scenes of Chinese combatants and civilians cooperating to destroy Japanese railways and trains, which were taken to represent the Japanese invader's machinery of violence. In this context, railroads and other implements of modernity were implicated by war, and both sides were fully cognizant of the capacity of railroads to conquer space. The battle over the sovereignty of these railways, then, whether to build or destroy them, signified an expansion of military and political power. Focusing on the different ways in which railroads were represented in this conflict, this paper explores how different visual narratives pointed to power relationships of the time, either to validate or subvert existing social governance. [ABSTRACT FROM AUTHOR]

Millet Bahçesi, located in Ulus Square, Ankara, is used in the article to analyze the projections of the Turkish modernization process in the fields of architecture and urbanism. The article draws an analogy with the chronological development of the city during that era. Ankara, which rapidly started to regain importance after the extension of the railroad in 1892, expanded during that period through the road which connected the railroad with the historical city, namely the modern district of Ulus, that contained public buildings. As a part of this development, Ankara Millet Bahçesi was built in the last quarter of the 19th century at the junction of the road from the station (İstasyon Caddesi), and the road that lead to the southern vineyards (Atatürk Bulvarı). Due to the development of the district as the administrative center in the period of the Turkish War of Independence, Millet Bahçesi gained prominence and became one of the few recreational areas of the city. After the proclamation of the Republic, the garden was modernized under the name of "The City Garden and Market" and rows of single-storey shops were erected on the side of the garden facing Atatürk Bulvarı. However, as the garden-market complex had become neglected and lost its relevance over time, a multi-storey shopping center and office block was built between 1967 and 1981 following an architectural project competition. In conclusion, through the consideration of the process of transformation of Ankara from a city of the Empire to becoming the modern capital of the new Republic, it is possible to state that Millet Bahçesi has, in its relatively short lifespan, become an example of a public space worthy of examination. By doing so, one can objectively analyze the concept of "Millet Bahçesi" in today's political context in terms of an electoral pledge. [ABSTRACT FROM AUTHOR]

Using contemporary journalism and archival material, this article is concerned with the construction of the Canton–Hankow (Hankou) Railway, a strategically important route and a product of international competition and influence. It argues that the line's construction between 1898 and 1937 witnessed a transition from speculative to bilateral investment, the latter comprising Britain's share of the Boxer Indemnity fund. It details China's keenness for the fund to be directed towards completing the railway and proposes that the opportunity to reduce the overcapacity of British manufacturing industries in a depressed market through exports has parallels in contemporary China's international railway construction projects. [ABSTRACT FROM AUTHOR]

In this article, I test how the concept of sites of knowledge – originally developed by Christian Jacob for scholarly work – can be applied to technologies. I analyse how acquisition, transmission and transformation of knowledge work in the construction and use of technologies. The two railway lines built with German participation in China at the turn from the nineteenth to the twentieth century, the Shandong Railway and the Tianjin-Pukou Railway, are taken as an example. By investigating what knowledge for building and operating the railroad as a whole and the trains as a part of it was needed and available and how it relates to space, I demonstrate how technical and non-technical knowledge interact in the practices of the actively involved and passively affected individuals. The article thereby examines the complexity of different forms of knowledge necessary for a site of knowledge to take shape and to exist in relation to its surrounding. [ABSTRACT FROM AUTHOR]

An introduction to articles published within the issue is presented, including one by Philipp Mahltig et al on the German technical and knowledge transfer to railway development in China, another by Thomas Spain on the building of the Canton-Hankou railway line and the British cooperation on the project, and one by Linda Tjia on the organizational restructuring of the railway organization beginning in the 1980s.

In order to facilitate cross-border railway transport between socialist countries in Eastern Europe, the Council of Mutual Economic Assistance and later the Organisation for Cooperation of Railways were established in 1949 and 1956. Joint planning, standardisation and tariff policy were the main fields of cooperation. The paper focuses on the struggles between Council of Mutual Economic Assistance and Organisation for Cooperation of Railways member countries regarding transit tariffs for cross-border freight shipments. These struggles, dragging on for more than three decades, reveal the economic interests of individual member countries and the limitations of socialist foreign trade (and alleged friendship). This study argues that despite of political declarations and the establishment of socialist international organisations, the East European railways became a major bottleneck in intrabloc trade. [ABSTRACT FROM AUTHOR]

The American Civil War (1861-1865) and the Wars of German Unification (1864-1871) have overshadowed the military history of the Second War of Italian Unification (1859-1861). Yet, this war witnessed the integral use of railroads and steam-powered navies to achieve military victory. The histories immediately following the war purposely obscured the extensive military planning and the premeditation of the Franco-Piedmontese general staffs. The Second War of Italian Unification should be given greater attention as one of the first "modern" wars of the industrial age. [ABSTRACT FROM AUTHOR]

Traces the events that occurred during the 1872 Eastern Yellowstone surveying expedition of the Northern Pacific Railroad and the U.S. Army. Aim of the expedition to determining the viability of constructing a railroad in the Yellowstone Valley; Selection of Thomas Lafayette Rosser to lead the Northern Pacific's expedition and of David Sloan Stanley to lead the Union Army's forces; Opposition of the Sioux Indians to the railroad proposal.

Traces the history of railroad construction along the Minnesota-Manitoba border in the late 1870s, pioneered by a group called `The Associates.' Launching of the Saint Paul, Minneapolis & Manitoba Railroad; Construction of a branch-line road from Winnipeg to Emerson by the then infant Canadian Pacific Railway; Conflict between national ambitions of the group with their international ventures.

Examines windmill building, cattle raising and railroad development in the Llano Estacado in Texas and New Mexico in the late 1800s and early 1900s. Construction of windmills by early settlers; Establishment of ranches by first settlers who are cattlemen; Social and economic impacts of railroads; Life of ranching and farming families; Factors for the increased number of settlers in the area.

Peter Pyne's I The Panama Railroad i is a cogent, well-researched work about the challenges of building modern infrastructures against hostile environments in the mid-nineteenth century. Pyne then turns his attention to the thousands of laborers who built the railroad. Initially, Pyne introduces readers to the lives and activities of the individual managers and capital investors who oversaw construction of the Panama railroad. [Extracted from the article]