The saga of a fierce business rivalry: “Absorbing, well-written . . . will appeal to American history scholars and railroad enthusiasts.” —Choice The Pennsylvania and the New York Central railroads helped to develop central Pennsylvania as the largest source of bituminous coal for the nation. By the late nineteenth century, the two lines were among America’s largest businesses and would soon become legendary archrivals. The PRR first arrived in the 1860s. Within a few years, it was sourcing as much as four million tons of coal annually from Centre County and the Moshannon Valley and would continue do so for a quarter-century. The New York Central, through its Beech Creek Railroad affiliate, invaded the region in the 1880s, first seeking a dependable, long-term source of coal to fuel its locomotives but soon aggressively attempting to break its rival’s lock on transporting the area’s immense wealth of mineral and forest products. Beginning around 1900, the two companies transitioned from an era of growth and competition to a time when each tacitly recognized the other’s domain and sought to achieve maximum operating efficiencies by adopting new technology such as air brakes, automatic couplers, all-steel cars, and diesel locomotives. Over the next few decades, each line began to face common problems in the form of competition from other forms of transportation and government regulation—and in 1968, the two businesses merged. Branch Line Empires offers a thorough and captivating analysis of how a changing world turned competition into cooperation between two railroad industry titans. Includes photographs
More than five hundred short line railroads existed in the United States at the industry's height, and Pennsylvania had more than any other state. The history of the Bellefonte Central, which operated in central Pennsylvania from the 1880s until 1982, is a classic story of the rise and decline of short line railroads nationwide. Connecting with the Pennsylvania Railroad--a company that proved to be both friend and foe--the Bellefonte Central played an important role in developing the region's renowned limestone and hot-blast ironmaking industries and was Penn State University's economic lifeline for generations.
Penn State's contribution to the training of engineers since the University's designation as the Commonwealth's land-grant institution, 1863, is presented here in national perspective. After a slow beginning - the first engineering course listed in 1868-69, the first engineering department (civil) founded in 1881, the first engineering degree granted in 1884 - came a century of steady and varied growth. A mechanical engineering department was added in 1886-87, and an engineering building was completed in 1893 concurrent with the founding of mining and electrical engineering departments. For the next forty years, Penn State awarded more degrees in engineering than in any other field.In 1895 Penn State was organized into seven schools, four in the arts and sciences together with Agriculture, Mining, and Engineering. From the last three have come today's comprehensive engineering education programs administered chiefly by the College of Engineering, and also (in respect to petroleum, natural gas, and minerals) by the College of Earth and Mineral Sciences and (in the case of agricultural engineering) jointly with the College of Agriculture.Engineering education at Penn State is depicted in the context of state and national industrial development and of institutional responses to changing manpower needs.
More than five hundred short line railroads existed in the United States at the industry's height, and Pennsylvania had more than any other state. The history of the Bellefonte Central, which operated in central Pennsylvania from the 1880s until 1982, is a classic story of the rise and decline of short line railroads nationwide. Connecting with the Pennsylvania Railroad--a company that proved to be both friend and foe--the Bellefonte Central played an important role in developing the region's renowned limestone and hot-blast ironmaking industries and was Penn State University's economic lifeline for generations.
The saga of a fierce business rivalry: “Absorbing, well-written . . . will appeal to American history scholars and railroad enthusiasts.” —Choice The Pennsylvania and the New York Central railroads helped to develop central Pennsylvania as the largest source of bituminous coal for the nation. By the late nineteenth century, the two lines were among America’s largest businesses and would soon become legendary archrivals. The PRR first arrived in the 1860s. Within a few years, it was sourcing as much as four million tons of coal annually from Centre County and the Moshannon Valley and would continue do so for a quarter-century. The New York Central, through its Beech Creek Railroad affiliate, invaded the region in the 1880s, first seeking a dependable, long-term source of coal to fuel its locomotives but soon aggressively attempting to break its rival’s lock on transporting the area’s immense wealth of mineral and forest products. Beginning around 1900, the two companies transitioned from an era of growth and competition to a time when each tacitly recognized the other’s domain and sought to achieve maximum operating efficiencies by adopting new technology such as air brakes, automatic couplers, all-steel cars, and diesel locomotives. Over the next few decades, each line began to face common problems in the form of competition from other forms of transportation and government regulation—and in 1968, the two businesses merged. Branch Line Empires offers a thorough and captivating analysis of how a changing world turned competition into cooperation between two railroad industry titans. Includes photographs
Author Michael O'Brien authoritatively paints the consummate Paterno portrait, the result of more than ten years of work that included 137 interviews and study of 150 previously published works. Paperback includes an epilogue that reviews the 1998 season in which Paterno won his landmark 300th career victory.
Electric Railways 1880-1990 explores the history of the integration of both electric and diesel-electric railway systems and identifies the crucial role that diesel-electric traction played in the development of wireless electrification. The evolution of electrical technology and the modern railway produced innovations in engineering that were integral to the development of traction, power and signalling systems. This book presents a thorough survey of electric railway development from the earliest days pf the London Underground to modern electrified main line trains. The distinction between 'enforced electrification' and 'economic electrification' is also discussed and the pioneering role of J.J. Heilmann assessed.
Described as one of the "101 Most Dangerous Academics in America" by right-wing critic David Horowitz, Michael Bérubé has become a leading liberal voice in the ongoing culture wars. This "smooth and swift read" (New Criterion) offers a definitive rebuttal of conservative activists' most incendiary claims about American universities, and in the process makes a supple case for liberalism itself. An important polemic as well as "a clear-eyed, occasionally quite humorous account of the joys and frustrations of running a college classroom" (New York Observer), this book is required reading for anyone concerned about the political climate on and off campus.
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