Relevant bibliographies by topics / Western Maryland Railway Company

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Academic literature on the topic 'Western Maryland Railway Company'

Author: Grafiati
Published: 4 June 2021
Last updated: 24 January 2023

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Journal articles on the topic "Western Maryland Railway Company"

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Kaske, Elisabeth. "Taxation, Trust, and Government Debt: State-Elite Relations in Sichuan, 1850–1911." Modern China 45, no. 3 (September 6, 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, no. 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, no. 1 (February 25, 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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Munro, J. Forbes. "Shipping Subsidies and Railway Guarantees: William Mackinnon, Eastern Africa and the Indian Ocean, 1860–93." Journal of African History 28, no. 2 (July 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, no. 4 (August 28, 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, and Arnout H. C. van der Meer. "1913 in Indonesian History: Demanding Equality, Changing Mentality." TRaNS: Trans -Regional and -National Studies of Southeast Asia 8, no. 2 (June 16, 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, no. 1-2 (July 24, 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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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, no. 3 (September 25, 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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van den Bersselaar, Dmitri. "“Doorway to Success?”: Reconstructing African Careers in European Business from Company House Magazines and Oral History Interviews." History in Africa 38 (2011): 257–94. http://dx.doi.org/10.1353/hia.2011.0012.

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The largely literate African employees of European businesses during the colonial and postcolonial period have not been studied as a group, unlike miners, railway workers and colonial intermediaries. This group has nevertheless been of great importance. Many of its members became part of the core of the management of African-owned enterprises and organizations, others started their own businesses or became successful politicians. African employees of European business, alongside government employees, formed the basis of the rapidly growing middle classes during the period after the Second World War. They gave their children a Western-style education, often at well-respected schools. In many local communities the “manager” became a figure of respect. Many employees were elected to traditional office as chiefs. Such successes were not limited to those employees who made it into management. For example, a carpenter with a steady career with a European company could build and own several houses. These African employees domesticated capitalism in West Africa, mediated changes in consumption and the rise of a consumer society, and adopted European expectations of career progression and life cycle. Working for a European business, they also found themselves at important sites of contestation during colonial and postcolonial political struggles.
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Zamberi Ahmad, Syed, and Norita Ahmad. "Etihad Rail: a new way to change a business landmark in the United Arab Emirates." Emerald Emerging Markets Case Studies 6, no. 3 (November 23, 2016): 1–16. http://dx.doi.org/10.1108/eemcs-01-2015-0008.

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Subject area The subject areas are strategic management, transportation management and business management. Study level/applicability This case is useful for undergraduate and postgraduate level students majoring in strategic management, transportation management and business management. Case overview Etihad Rail Company is planning to implement a mega infrastructure project in the United Arab Emirates (UAE). They have included freight rail system as part of the 2030 Abu Dhabi economic vision and the UAE national Charter 2021. The plan is to link the UAE’s main cities via the Gulf Cooperation Council (GCC) border. This ambitious project presents a formidable task for the Etihad Rail Company and the region, as there is no previous railway history of this kind. The project requires coordination of rail standards from East of Ghwefatet and the Northern Emirates cities and will ultimately be combined with the Western Saudi Arabia borders. The transportation system in the region will be improved greatly with the introduction of a cargo and passenger railway system in addition to the current road system and other means of transportation. The Etihad railway network is the first infrastructure project in the UAE, and it will bring economic, strategic, social and environmental changes to the country. This case aims to present an overview of the strategic management dimensions of the Etihad Rail and the processes involved. This case will analyze whether Etihad’s top management team should make a decision to focus only on freight rail or to include passenger transportation as well. Many questions will be addressed in this paper such as the following: What steps should Etihad take to start passenger rail? Will economical, strategic and environmental aspects affect it? And if so, how? The case will focus on the analysis of the different aspects of Etihad Rail by using strategic management tools as guidance for implementation and determining its success factors. Expected learning outcomes In this case, the students can learn and understand the purpose of commencing cargo rail projects in the region; discuss the mechanisms which help in promoting sustainability and the business growth of Etihad Rail; and identify the challenges and issues freight rail may face in terms of legal, economic and environmental aspects and identify and alternative solutions. Supplementary material Teaching notes are available upon request. Subject code CSS 11: Strategy.
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Dissertations / Theses on the topic "Western Maryland Railway Company"

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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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Books on the topic "Western Maryland Railway Company"

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Western Maryland Railway: Final O.S. [Pennsylvania]: Montour Shops, 2014.

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Jones, Dwight. Western Maryland cabooses. Union Bridge, Md. (PO Box 395, Union Bridge 21791): Western Maryland Railway Historical Society, 1991.

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Sweetland, David R. Western Maryland in color. Edison, N.J: Morning Sun Books, 1995.

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Grenard, Ross. Steam in the Alleghenies: Western Maryland. [S.l.]: Carstens Publications, 1988.

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Stakem, Patrick H. Western Maryland diesel locomotives. Lynchburg, Va: TLC Pub., 1997.

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1934-, Hopkins William E., ed. The Western Maryland Railway in the diesel era. Silver Spring, Md: Old Line Graphics, 1991.

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Oertly, William J. Western Maryland Railway revenue equipment: Boxcars & refrigerator cars. Union Bridge, Md: Western Maryland Railway Historical Society, 2006.

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Paulus, Brian. The Western Maryland Railway: Cumberland to Hagerstown & the New Line. Bloomington, IN: AuthorHouse., 2010.

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Clarke, Alan R. The Western Maryland Railway in West Virginia: The photographs of G.H. Broadwater. Charleston, WV: Quarrier Press, 2006.

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The West Virginia Central and Pittsburgh Railway: A Western Maryland predecessor. Lynchburg, Va: TLC Pub., 2003.

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Book chapters on the topic "Western Maryland Railway Company"

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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, edited by Kathleen Mary Tillotson, Graham Storey, and Nina Burgis. Oxford University Press, 1988. http://dx.doi.org/10.1093/oseo/instance.00113231.

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Brown, Kent Masterson. "You Will Probably Have a Depot at Westminster." In Meade at Gettysburg, 173–89. University of North Carolina Press, 2021. http://dx.doi.org/10.5149/northcarolina/9781469661995.003.0011.

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Beyond the fighting that erupted at Gettysburg and Meade advancing all of his seven corps to Gettysburg, Meade also received word from Quartermaster General Montgomery Meigs in Washington that the War Department had agreed to Meade’s request, made before news of the fighting at Gettysburg reached him, that Westminster and Union Bridge, Maryland be the supply base of the Army of the Potomac, although it was twenty-two miles south of Gettysburg. Meade also learned that General Herman Haupt had been ordered to, among other things, work on the Western Maryland Railroad that ran on a single track from Baltimore to Westminster and Union Bridge. Meade also learned that the Adams Express Company would set up horse relays from Gettysburg to Westminster and from Westminster to Baltimore to allow Meade to communicate with the War Department as there were no telegraph lines.
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Armstrong, John, and 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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