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Relevant bibliographies by topics / Transcontinental railroad

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Academic literature on the topic 'Transcontinental railroad'

Author: Grafiati

Published: 4 June 2021

Last updated: 29 January 2023

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Journal articles on the topic "Transcontinental railroad"

1

Yochelson, B. "Iron Muse: Photographing the Transcontinental Railroad." Journal of American History 101, no. 1 (May 22, 2014): 275–76. http://dx.doi.org/10.1093/jahist/jau348.

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Brunet, François. "Iron Muse: Photographing the Transcontinental Railroad." History of Photography 38, no. 4 (October 2, 2014): 437–41. http://dx.doi.org/10.1080/03087298.2014.949116.

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Link, Alessandra. "Editing for Expansion: Railroad Photography, Native Peoples, and the American West, 1860–1880." Western Historical Quarterly 50, no. 3 (2019): 281–313. http://dx.doi.org/10.1093/whq/whz043.

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Abstract In the nineteenth century, both railroad expansion and photography influenced relations between the United States and Native peoples in powerful ways. Scholars have often dealt with these two technological developments separately, but photographs and railroads have a shared history. Throughout the mid-to-late nineteenth century railroad companies engaged with photographs and photographers to promote travel on their lines. This article evaluates the production and circulation of transcontinental railroad photographs, and it concludes that the so-called golden age of landscape photography was built on the suppression of peopled scenes in the West. Images of Indians and trains that reached broad audiences placed Indigenous peoples in opposition to the modern forces cast in steel and running on steam. Picturing an unpeopled West and anti-modern Indians brightened business prospects for those investing in the promise of U.S. expansion beyond the 100th meridian.

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Duran, Xavier. "The First U.S. Transcontinental Railroad: Expected Profits and Government Intervention." Journal of Economic History 73, no. 1 (March 2013): 177–200. http://dx.doi.org/10.1017/s0022050713000065.

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Construction of the first transcontinental railroad, financed with large federal subsidies, is an important event in American history. Were the subsidies necessary to induce private investment in the railroad? The ex-ante investment decision examined uses contemporary reports and a simulation model to show that investors expected the railroad to be profitable. Evidence also shows that the railroad created political conflicts in Congress between the North and South. The secession removed the South as a disputant in Congress, reducing short-term political conflict but not long-term conflict. Subsidies reduced political risk, rather than transport market failure, and encouraged private investment.

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Chappell, Gordon, and David Haward Bain. "Empire Express: Building the First Transcontinental Railroad." Western Historical Quarterly 32, no. 1 (2001): 105. http://dx.doi.org/10.2307/3650863.

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Howard, Thomas Fredrick, David Haward Bain, and Stephen E. Ambrose. "Empire Express: Building the First Transcontinental Railroad." Geographical Review 92, no. 4 (October 2002): 608. http://dx.doi.org/10.2307/4140940.

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Pellolio, Natalie. "Overland to California: Commemorating the Transcontinental Railroad." California History 96, no. 2 (2019): 59–65. http://dx.doi.org/10.1525/ch.2019.96.2.59.

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Brown, Jeff L. "Uniting the States: The First Transcontinental Railroad." Civil Engineering Magazine Archive 82, no. 7 (July 2012): 40–42. http://dx.doi.org/10.1061/ciegag.0000564.

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Francaviglia, Richard V., and Jimmy L. Bryan. ""Are We Chimerical in this Opinion?" Visions of a Pacific Railroad and Westward Expansion before 1845." Pacific Historical Review 71, no. 2 (May 1, 2002): 179–202. http://dx.doi.org/10.1525/phr.2002.71.2.179.

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Although he deserves credit for promoting a transcontinental railroad as early as 1845, Asa Whitney may better represent the culmination of a discourse that had begun over twenty years earlier. Visions of a Pacific railroad originated in the 1820s and evolved into a widely debated issue by the 1830s. From the Great Lakes to the Gulf of Mexico, early promoters not only envisioned railroads to Oregon but also into the Mexican provinces of California and Sonora——suggesting that such visions represented an important element of U.S. expansionism. Relying on romantically charged language, advocates ignored geographical and political realities and wedded their vision with a faith in railroad technology that was yet in its infancy. Wishing to lay claim to the perceived riches of the Asian trade, advocates described the Pacific railroad as a commercial venture, preceding actual settlement. Northerners generally promoted routes to Oregon, while the South sought California and Sonora as destinations, but these contending visions should not be confused with the sectionalism that characterized the debates over the railroad during the 1850s. Instead, the differences present in the discourse of the 1830s largely reflect civic boosterism. While scholars have noted these earlier visionaries, this article analyzes their ideas and places them in the context of U.S. expansion to the Pacific.

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Dudley Gardner, A. "Rails East to Ogden: Utah’s Transcontinental Railroad Story." Historical Archaeology 56, no. 1 (January 3, 2022): 164–65. http://dx.doi.org/10.1007/s41636-021-00327-y.

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Dissertations / Theses on the topic "Transcontinental railroad"

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Wood, Leland K. "When the Locomotive Puffs: Corporate Public Relations of the First Transcontinental Railroad Builders." Ohio University / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1249568716.

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Hall, Kenneth Estes. "From the Iron Horse to Hell on Wheels: The Transcontinental Railroad in the Western." Digital Commons @ East Tennessee State University, 2014. https://dc.etsu.edu/etsu-works/587.

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Chiu, Herman B. "When 1,000 words are worth a picture : how newspapers portrayed the Chinese and Irish who built the first transcontinental railroad /." free to MU campus, to others for purchase, 2004. http://wwwlib.umi.com/cr/mo/fullcit?p3164495.

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Duran, Xavier H. "Was the first transcontinental railroad expected to be profitable? : evidence from entrepreneur's declared expectations, an empirical entry decision model, and ex-post information." Thesis, London School of Economics and Political Science (University of London), 2009. http://etheses.lse.ac.uk/2055/.

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The construction of the first transcontinental railroad is a key event in the westward expansion of the rail network and the US economy. The railroad was built between 1863 and 1869 with large federal government subsidies. The standard view is that the railroad was not expected to be profitable (built ahead of demand) but turned out to be profitable (built after demand). The thesis develops a novel approach to evaluate whether the first transcontinental railroad was expected to be profitable. The approach emphasises on using information generated during the ex-ante period and comparing it to ex-post information. The ex-ante information comes from two different sources. First, reports written by entrepreneurs (and overlooked by previous literature) are used to identify entrepreneurs' declared expectations. Second, since such expectations could be different from entrepreneurs' true beliefs, an empirical entry decision model is used to evaluate the plausibility of declared expectations - simulated expectations. The ex-post information was revealed by the operation of the railroad, once built. The three sets of information (entrepreneur's declared expectations, simulated expectations, and observed performance) are compared to identify unforeseen events that may have affected profitability. The evidence indicates the railroad was expected to be profitable, and thus it was both ex-ante and ex-post built after demand. Subsidies may have still helped to promote construction during the Civil War.

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Molenda, John Paul. "Historical Archaeologies of Overseas Chinese Laborers on the First Transcontinental Railroad." Thesis, 2019. https://doi.org/10.7916/d8-33zv-z109.

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This dissertation relies on anthropological, historical, and archaeological research in order to describe the historical archaeologies associated with Chinese immigrants to the United States who worked on the first transcontinental railroad in the mid-nineteenth century. The region of focus in the High Sierras region to the west of Truckee, California, in and around the Tahoe National Forest

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Books on the topic "Transcontinental railroad"

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The transcontinental railroad. New York: Gareth Stevens Publishing, 2014.

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Miller, Marilyn. The transcontinental railroad. Morristown, N.J: Silver Burdett, 1986.

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The transcontinental railroad. New York: Children's Press, 1996.

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Marilyn, Miller. The transcontinental railroad. Morristown, N.J: Silver Burdett, 1986.

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The transcontinental railroad. Edina, Minn: ABDO Pub. Co., 2011.

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The transcontinental railroad. New York: PowerKids Press, 2014.

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The transcontinental railroad. New York: Children's Press, 2010.

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The transcontinental railroad. Pelham, NY: Benchmark Education Co., 2004.

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Uschan, Michael V. The transcontinental railroad. Detroit, MI: Lucent Books, 2009.

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Halpern, Monica. Building the transcontinental railroad. Washington, D.C: National Geographic Society, 2002.

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Book chapters on the topic "Transcontinental railroad"

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McCurdy, Howard E. "Financing Privately Developed Transportation Schemes: Precedents from the First Transcontinental Railroad." In Financing the New Space Industry, 13–26. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-32292-2_3.

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Lee, Julia H. "Remembrance and Reenactment at Promontory Summit." In The Racial Railroad, 110–35. NYU Press, 2022. http://dx.doi.org/10.18574/nyu/9781479812752.003.0005.

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This chapter focuses on Chinese American textual and artistic reenactments of the famed golden spike, the moment the final spike was driven into the final rail at Promontory Summit, Utah, signaling the completion of the Transcontinental Railroad, or the “champagne photo,” the photograph taken at the railroad’s completion in which no Chinese railroad workers are included. These visual and literary reenactments by intellectuals and artists such as Corky Lee, Peter Ho Davies, C. Pam Zhang, and Zhi Lin reveal that these seeming moments of authentic origin, whether it involves the putative completion of the Transcontinental Railroad or the founding of the nation, are always fictions, reiterations, and/or performances repackaged as legitimate and legitimating.

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ADAMSON, PATRICK. "TRANSNATIONALISM ON THE TRANSCONTINENTAL RAILROAD:." In Transnationalism and Imperialism, 33–50. Indiana University Press, 2022. http://dx.doi.org/10.2307/j.ctv26qjhx8.6.

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"Sex, Time, and the Transcontinental Railroad:." In Alien Capital, 41–72. Duke University Press, 2016. http://dx.doi.org/10.2307/j.ctv111jhvq.5.

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Klein, Maury. "What the First Transcontinental Railroad Wrought." In After Promontory, 14–43. Indiana University Press, 2019. http://dx.doi.org/10.2307/j.ctvc5pcwp.5.

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Lee, Julia H. "Telling Stories." In The Racial Railroad, 84–109. NYU Press, 2022. http://dx.doi.org/10.18574/nyu/9781479812752.003.0004.

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Chapter 3 examines how Chinese American authors David Henry Hwang, Frank Chin, and Maxine Hong Kingston construct the train as a form of textual narrative, one that they can read or narrate to make visible the erasure of Chinese American life and experience in the United States. Their works offer the Transcontinental Railroad not only as a key for understanding Chinese American subject formation but also a strategy for narrating Chinese American experiences in the face of marginalization and expunction from the nation’s history. Like the relationship between signifier and signified, the train functions as a vehicle for figuring Chinese railroad workers and conceptualizing an absent Chinese American past.

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"La idea de una ruta transcontinental." In The Panama Railroad Company o cómo Colombia perdió una nación, 47–58. Editorial CESA, 2012. http://dx.doi.org/10.2307/j.ctvbcd1hh.6.

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"Chapter 1. Chinese Railroad Workers and the US Transcontinental Railroad in Global Perspective." In The Chinese and the Iron Road, 27–41. Stanford University Press, 2020. http://dx.doi.org/10.1515/9781503609259-004.

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

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

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Malavasic, Alice Elizabeth. "Nebraska." In The F Street Mess. University of North Carolina Press, 2017. http://dx.doi.org/10.5149/northcarolina/9781469635521.003.0004.

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This chapter discusses the discovery of the South Pass through the Rocky Mountains and its impact on western expansion. It also looks at the growing sectional divisions over slavery’s expansion, the congressional debate over the route for the first transcontinental railroad, and Stephen Douglas’ efforts to organize the Nebraska territory. The chapter concludes with a discussion of the political feud between Missouri’s two senators, David Rice Atchison and Thomas Hart Benton, and its impact on the future organization of Nebraska.

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Conference papers on the topic "Transcontinental railroad"

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Thurston, Leanne. "How Staged Head-On Collisions Changed Public Perception of Railroads." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1329.

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With any new mode of transportation comes new fears for both the public and those involved in the industry. The advent of the transcontinental railroad was no different. When the transcontinental railroad was complete and trains became more commonplace for travel, the biggest fear became the worst case scenario: a head on collision between two trains. The idea of the head on collision remained the biggest fear of the public because it happened and was based on reality, but was rarely witnessed, which made the idea even more lofty. But with the standardization of time in the 1880’s, there were fewer crashes and collisions of railroads, but people were still afraid. Railroad companies began to brainstorm the best way to change public perception, and began to stage head on collisions open to public viewing for a small fee. Naturally, the idea took off, and head on collisions between trains became the next source of entertainment. For $2, spectators could watch two locomotives crash into each other at speeds of 58 miles an hour in Crush Texas, or even cheaper in Ohio. But this was more than just entertainment. William Crush, the most famous locomotive smasher had actually worked on the railroad known as the Katy. When asked by the executives of the railroad to boost sales, head on collision was his solution. Despite multiple injuries suffered in the crowd from shrapnel and an exploded boiler, this showcase worked, and ridership of the Katy increased dramatically. Crush’s display was not the first, or last time this took place around the country, but it was the most deadly, which makes it the most memorable and begs the question “what role do these staged collisions play in railroad history?” Ridership in the decades leading up to these staged collisions was steadily declining, and safety measures were not taken into consideration. But with these staged collisions that turned around. People, not just the public were able to see and study the different collisions and put minds at ease. But it also tells about the United States population at the time. These staged collisions could not have happened in any other era because of the industrial revolution which allowed railroad companies to begin to replace old locomotives and iron tracks with steel.

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Ogden, Brent D. "The Altamont Corridor Rail Project Joint Use Corridor." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36138.

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The Altamont Rail Corridor Project will develop a new dedicated regional passenger rail link within Northern California for joint use by regional intercity and commuter trains connecting between the northern San Joaquin Valley and the Bay Area as well as statewide intercity trains fully compatible with the 200+ mph system being developed by the California High-Speed Rail Authority (the Authority). The corridor, which follows portions of the transcontinental railway, is presently served by the Altamont Commuter Express (ACE) operated by the San Joaquin Regional Rail Commission (the Commission) and is eligible to receive California High-Speed Rail bond funds. The Authority and Commission have signed a Memorandum of Understanding to jointly develop the project which will greatly improve the existing service by providing a new dedicated passenger line separate from the Union Pacific Railroad over which the current ACE service operates. The strategic geographic location of the corridor within the Northern California network allows operation of a wide variety of services through Altamont Pass including commuter trains to the Bay Area, intercity corridor trains and regional intercity trains between Sacramento and San Jose` with the possibility that high-speed “bullet” trains from the statewide network could ultimately operate along the route. Although the shared-use potential broadens interest in the project, concomitant planning challenges include identifying workable, cost-effective solutions to incrementally develop the 80+ mile corridor over time while migrating the service presently provided by standard heavyweight diesel locomotive-drawn consists to a fully electrified, grade separated operation capable of supporting operation of 220+ mph lightweight trainsets.

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