Abstract This paper discusses how the transcontinentalrailroad was a monumental achievement that closed the frontier and provided cross-country access for the first time in the United States. It forever changed the face of the American nation and economy. The paper begins by looking at the importance of the railroad and how the construction of the Pacific railroad in particular effected the life of early settlers. Financing of the railroad is also discussed, as well as a profile of the men who built it.
I. Introduction
II. The Importance of the TranscontinentalRailroad III. The Construction of the Pacific Railroad IV. Financing the Railroad V. Profiles of the Builders
VI. Summary
From the Paper "By the 1860s, the northern and eastern states had a railway system but the West was not as fortunate. With the discovery of gold, the acquisition of Mexican territories and the continued settlement of the West, it became apparent for the need to have a primary railway system.
The idea of building a railway to link the east and west was a daunting task but the nation had railroad fever in the 19th century and wanted to pursuit building a system across the wilderness. Once the project was begun, it took over 20,000 men, the majority who were European or Chinese immigrants, over six years. The cost in life and money has never been calculated but the final product was a railroad that would be the key to westward expansion."
Abstract The escaped slaves who fled through the Underground Railroad to Canada hardly found the promised land they might have sought or expected, but their experience in Canada was invariably better than they had had as slaves in the South or as frightened and endangered fugitives in the North. The paper shows that, at its worst, Canada offered a more free and humane life than did the South under the horrors of slavery. Canada itself was never a major player in the slave trade, although slavery was legal in the nation until well into the 19th century. The paper shows that Canada outlawed slavery more than twenty-five years before it was declared illegal in the United States, and its outlawing did not cause the national division it caused in the United States. The paper discusses how the "promised land" of Canada was still marked by racism and resistance to the influx of slaves fleeing the United States. While some blacks returned to the United States after the Civil War and the end of slavery, many remained in Canada and both benefited from the better conditions in that country (even after the end of slavery in the United States) and contributed to the culture and society of their new nation, Canada. The paper includes an annotated bibliography.
From the Paper "There is no doubt that a great number of slaves fled to Canada in the hope of finding a better life, which they did indeed find. The greatest period of flight to Canada by slaves was the decade from 1850 to just before the start of the Civil War. For example, the black population of New Brunswick doubled to 1600 in the decade in question, and by 1861 blacks in Nova Scotia made up 2% of the population and Canada West's black population had quadrupled from a decade earlier (St. James 1). Clearly, this is a sign that life in Canada was indeed an improvement over life under slavery in the United States or even over life in the North as runaway slaves. If this had not been the case, and if life were not much better in Canada, news would have reached either the fugitive slaves or their helpers in the Underground Railroad in the United States and immigration to Canada would have ceased or been reduced significantly."
Abstract The paper reviews the life of James Hill (1838-1916), founder of the Great Northern railroad, and nicknamed "the Empire Builder". The paper also notes Hill's early involvement with the Canadian Pacific Railway (CPR), and analyzes his successes in building and marketing his rail lines. The paper then analyzes the CPR and its effects on Canadian development, and reviews the earlier development of the canal infrastructure which provided waterways between the United States and Canada at the start of the 19th century. Next, the paper focuses on the Maritime Provinces and what has been written about them by various authors. Then the paper changes focus to what those writers have to say about the rest of Canada, returning to their views of travel on Canada's railroads, and especially the CPR. In conclusion, the paper finds that travel writers describe the country best when they focus on railroads and travel by rail.
From the Paper "A man of penetrating commercial vision, Hill foresaw the growth of trade with the Pacific Rim. His road would bridge this traffic from the Pacific Northwest, where he saw the logical port of entry to markets back east. He would haul cotton from the South for export to the Orient, and his freight cars would return filled with lumber from the Northwest to build the heartland. Notwithstanding his view on trains that carry people, the flagship passenger train of his Great Northern bore his nickname, the Empire Builder."
An analysis of the economic and political structural differences between settlement in North America and Mexico caused by the building of the TranscontinentalRailroad.
Abstract This paper discusses the furtherance of economic political and social structural inequities between Mexico and the U.S., a process which culminated into the establishment and juncture of the TranscontinentalRailroad and various railroads in central Mexico. It examines how from the very beginning, Mexico's economy and government were at a disadvantage while the United States benefited from the growing economic independence that was able to tap the non utilized labor resources of Mexico. It analyzes how this railroad mobilization vented a surplus labor supply which was never and has never been sustained in Mexico, by improvements in its own economy. It evaluates how, if these structural inequities continue to grow unilaterally as they have been to the present day, Mexico will continue to experience an irrecoverable population hemorrhage to the north and a damaged economy.
From the Paper "The very beginnings of a diverted relationship in the development of nation-building between the U.S. and Mexico goes as far back to initial colonization efforts by both Great Britain and Spain leading to opposing economic footholds. It is quite surprising to note that by the 1607 establishment of Jamestown, the first American colony in North America, Spanish colonialism had been in effect since 1536 (Saragoza 2). With a time differential of 71 years, it would be logical to believe Spanish settlements would thrive sooner than those of American origin. However, in order to understand why that was exactly what did not happen, we must observe the circumstances under which each government saw their new territory's raw economic potential. In Latin America, Spain found what they called the ?El Dorado,? an abundant source of gold and silver."
Abstract Railroads were first constructed in southern Brazil to serve primarily as growing coffee production industry in S?o Paulo state. Railroad growth in the region, however, facilitated the growth and development of other economic activities such as communication and agriculture. In its early stages of development, Brazil's socioeconomic activities were separated. According to the paper, railroadsdeveloped in response to the needs of an agrarian economy but served also to support the development of industry in Southern Brazil. The paper argues that the railroad aided in the integration of the economies of the states in southern Brazil.
From the Paper "According to Poppino, because of the economic ascendance of Southern Brazil from the late-nineteenth century through 1920, which was facilitated by railroad development, "the locus of political power shifted permanently to the South, where S?o Paulo became the economic heart of the country, and a new class of industrialists, drawn from immigrants and the land holding elite, competed with plantation owners for prestige and political influence. Railroads, thus, developed in response to the needs of an agrarian economy but served also to support the development of industry in Southern Brazil."
An examination of the living conditions for slaves escaped through the Underground Railroad, compared to life in U.S. as slaves in the South or fugitives in North.
1,125 words (approx. 4.5 pages), 4 sources, 2000, $ 39.95
Abstract The escaped slaves who fled through the Underground Railroad to Canada hardly found the promised land they might have sought or expected, but their experience in Canada was invariably better than they had had as slaves in the South or as frightened and endangered fugitives in the North.
From the Paper "The escaped slaves who fled through the Underground Railroad to Canada hardly found the promised land they might have sought or expected, but their experience in Canada was invariably better than they had had as slaves in the South or as frightened and endangered fugitives in the North. At its worst, Canada offered a more free and humane life than did the South under the horrors of slavery. Canada itself was never a major player in the slave trade, although slavery was legal in the nation until well into the 19th century. Still, it outlawed slavery more than twenty-five years before it was declared illegal in the United States, and its outlawing did not cause the national division it caused in the United States. Nevertheless, the "promised land" of Canada was still marked by racism and resistance to the influx of slaves fleeing the United States. While some blacks returned to..."
Abstract In this article, the writer explains that the economic growth the entire state of New York experienced as a result of railroad infrastructure, can be seen in the exponential growth of the relatively rural cities on its borders that went from populations of sustained and slow growth to urban centers teaming with industry. The writer notes that in the overall population growth of New York State one can see the exponential growth, especially in relation to railroaddevelopment, which by 1853 had developed into a collective network crossing the state. The writer concludes that the foundational expansion of the transportation system in New York State made possible economic growth that was unmatched in many regional locations and allowed for the support of one of the largest metropolitan areas in the world. Further, the writer points out that with the culmination of the railroad infrastructure came jobs in manufacturing and maintenance of the rail lines that were open to diverse populations that had been underserved in the labor market.
From the Paper "Lastly the development of the railroad as a collective source of the growth of tourism, reshaped the lands surrounding New York city and allowed city and rural dwellers alike to interact and spend leisure time visiting places in the state they had not seen before. The real initial development of tourism, and especially national tourism could easily be linked to the development of the railroads. This industry being almost a completely new economic avenue, would transform how people thought of travel, previously thought of as a necessity to relocation, now it could be a temporary extended visit to those who had resulted before or to see places that had only been read about in books up to this point. The flyer, reproduced here is one that demonstrates this new emphasis on rail travel as a way to rather quickly leave the city behind and seek a calmer venue for leisure time."
Abstract This research examines the role of railroads in the economic development of southern Brazil from 1875-1930. For purposes of this research, southern Brazil is defined as the five southernmost states in the country, which are S"o Paulo, Mato Grosso do Sul, Paran", Santa Catarina, and Rio Grande do Sul.
From the Paper "The Role of Railroads in The Economic Development of Southern Brazil
Introduction
This research examines the role of railroads in the economic development of southern Brazil from 1875-1930. For purposes of this research, southern Brazil is defined as the five southernmost states in the country, which are S"o Paulo, Mato Grosso do Sul, Paran", Santa Catarina, and Rio Grande do Sul. A map of Brazil with these five states identified may be found below on this page.
MAP OF BRAZIL
Economic Growth and Development
Economic growth is defined in positive terms as the rate of..."
An examination of the history and role of the railway in the nation's economic development with development theory, population, water, geography and trade.
2,475 words (approx. 9.9 pages), 15 sources, 2000, $ 87.95
Abstract This research examines the role of railroads in the economic development of southern Brazil. For purposes of this research, southern Brazil is defined as the three southernmost states in the country, which are Parana, Rio Grande do Sul, and Santa Catarina (Ashford, 1991). The period of interest examined extends through 1930.
From the Paper "The Role of Railroads in the Economic Development of Southern Brazil: Parana, Rio Grande Do Sol, and Santa Catarina States
Introduction
This research examines the role of railroads in the economic development of southern Brazil. For purposes of this research, southern Brazil is defined as the three southernmost states in the country, which are Parana, Rio Grande do Sul, and Santa Catarina (Ashford, 1991). The period of interest examined extends through 1930.
Economic Growth and Development
Economic growth is defined in positive terms as the rate of change in gross national product (GNP). Within this definition, a decline in GNP would be referred to as negative growth. There are two general types of economic growth. "
Abstract A look at the modern railway system of Japan presents a very impressive picture of technological development. Known today as the Shinkansen (translated to mean "new trunk line" or "new main line"), the record of the Japanese train system is amazing. The paper shows that since its induction in 1964, the Shinkansen has never had a passenger related fatality (meaning there has never been a major train wreckage which caused the deaths of passengers on board the train since its commencement in 1964). This is a remarkable achievement considering that it was one of the first modern railway systems to be built in the world. The paper shows that the safety and reliability of the Shinkansen bears a reflection of the Japanese culture and its people's desire for harmony and an ideal state.
From the Paper "Soon after the Meiji Restoration, the new government initiated plans for Japan's railway system. One of the more influential leaders of that early period, Okubo Toshimichi, pushed for the direct involvement of the government in railway construction. He said that to industrialize Japan, "Industrial Initiatives" alone were not adequate. What was required, according to Toshimichi, was "the patronage and encouragement of the government and its officials" (Beasley 103-104). Early on, leaders in the Meiji government recognized the political and economic benefits of a railway. A strong military needed a railroad system, and the railway would strengthen the central government."
Abstract This paper examines how the coming of the railroads changed the Industrial Revolution as it allowed the Industrial Revolution to maintain its momentum, and how railroads changed because of the Industrial Revolution.
From the Paper "The onset of the Industrial Revolution predated the emergence of the railroad by more than years. Even so the railroad did as much to enable the Industrial Revolution to maintain its momentum as any other single innovation of the ..."
Abstract Using Ben Carniol's "Case Critical: Challenging Social Services in Canada", as well as Larry Jonston's "Politics: An Introduction to the Modern Democratic State," this paper discusses the welfare state in Canada, the development of it and its shrinkage within the past one hundred year. The author shows evidence that the modern welfare state is shrinking in today's society because of the advancement of right wing politics and the decline of Keynesianism as a solution to the problems of the people of Canada.
From the Paper "It is important to remember that Canada did not invent the welfare state, it was merely adopted during the development of the country. It was the adoption of these welfare state ideals, that has lead Canada to develop things such as free public Health Care, Employment Insurance, public education and welfare itself. Ben Carniol (2000) explains the welfare states creation in the terms of industrial England where it first surfaced in the modern form. The creation of a welfare state began when the capitalistic owners of large factories in England were beginning to become disgruntled by the constant visitation of representatives from the numerous charitable organizations that had formed in the country to help the poor and underprivileged survive in the new society that saw the factory owners compete for profits at the expense of the men who worked for them under sometimes extremely harsh conditions. It was agreed upon that some sort of central organization for the collection of charity from the owners would be necessary to ensure that the money was going to charity and not people who had begun cheating the system in order to make money for themselves."
Abstract The pre-1850 economic history of the Atlantic Provinces of Canada is discussed with ample reference to Staple theory. It is argued that the early experience of Atlantic Canada contrasted markedly with more often analyzed realities in central and Western Canada. Regular mention is made of how the differing early development of the Atlantic Provinces can be seen as extending into patterns of the present.
Abstract This paper explores regional development in Canada and Australia. It summarizes some of the main characteristics of regional development policy in Australia and in Canada and provides an example from each which highlights a major difference.
From the Paper "Canada and Australia have many things in common making the differences between these two countries even more striking. For example both nations are large and resource rich. Both nations have relatively small ..."
Tags:canada, australia, regional development policies, government intervention, wealth redistribution, global economy, competitiveness
Abstract The 1900 to 1930 period was one of economic boom in Canada. This period, therefore, marks the era of modern real estate. This brief paper looks at the development of property and real estate during this 30 year period. In doing so, a very brief historical sketch of urban development is given, along with the factors that led to extensive urbanization and property development.
