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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 19th century, the two lines were among America’s largest businesses and would soon become legendary archrivals. The Pennsylvania Railroad (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 another quarter century.

The Green Hornet Streetcar Disaster tells the riveting tale of this calamity. Combing through newspaper accounts as well as the Chicago Transit Authority’s official archives, Craig Cleve vividly brings to life this horrific catastrophe. Going beyond the historical record, he tracks down individuals who were present on that fateful day on State and 62nd: eyewitnesses, journalists, and even survivors whose lives were forever changed by the accident.

Imagine you are traveling west from Independence, Missouri, on a 2,000 mile trip to Oregon in the mid 1800s. Since there are no cars, trains, or passenger jet services you take the most reliable and speedy form of transportation available at the time: a wagon. After completing this dangerous trip you hear about the new cutting edge technology that has just reduced the dangerous 2,000 mile trip down to a week, all for the price of one ticket. In 1869, after decades of travel, the Oregon Trail fell into disuse.

When Robert D. Krebs joined the ranks of Southern Pacific Railroad in 1966, the industry had been in decline for decades, and the future of trains was in peril. Despite these obstacles, Krebs fell in love with the rugged, competitive business of railroads and was determined to overcome its resistance to change and put rail transportation back on track. Riding the Rails details Krebs' rise to a position of influence in the recovery of America's railroads and offers a unique insider's view into the boardrooms where executives and businessmen reimagined transportation in the US.

The Spokane & Inland Empire Railroad started as a streetcar line, used largely for real estate development, and grew into a regional electric railway noted for its cutting edge technology and elegant sense of style. Jay P. Graves and the other men connected with the railroad, created land improvement companies designed to provide luxury resorts, as well as plan small towns. Within a few years, the rail lines would stretch from Spokane to Coeur d'Alene, and Hayden lakes to the east, with another line heading south through the Palouse, splitting at Spring Valley, to Colfax, and Moscow.

At the height of the Great Depression, 250,000 teenagers were roaming America. Some left home because they felt they were a burden to their families; some fled homes shattered by the shame of unemployment and poverty; some left because it seemed a great adventure. Whether with the blessings of parents or as runaways, they hit the road and went in search of a better life. By summer 1932, the "roving boy" had become a fixture on the American landscape. The occasional girl was sighted, too, most passing unrecognized in male garb.

Growing up in the bustling railroad town of Norfolk, Virginia, and joining his conductor grandfather on overnight runs, future Fortune journalist Rush Loving was enchanted with railroads at an early age. In this extraordinary inside look at eight decades of the railroad industry and some of its greatest leaders, Loving reminisces about his colorful people, and fascinating anecdotes. Chatting with brakemen, engineers, and executives, Loving shares stories he collected in locomotive cabs, business cars, executive suites, and even the White House.

L.T.C. Rolt was one of a small group of amateur railwaymen who made their dream of running their own railway come true. His vivid and often amusing account of this unique achievement is a record of individual enterprise and creative effort as refreshing as it is rare. Established by Act of Parliament in 1865 and unaffected by mergers and nationalisation, the Talyllyn Railway has been serving a remote and beautiful valley in the Merioneth mountains ever since.

The matter-of-fact descriptive title of this interesting little volume on railroading in the pre-Civil War South does not do justice to Alvarez's coverage of the subject. Along with his full account of trains and train accommodations, he manages to encompass a number of social, political, and even ideological subjects.

This book encompasses in brief the story of Madame Queen and embraces steam locomotive development on the Santa Fe from 1869 to the officially announced end of steam operations in 1953. The actual end date of steam operation was August 1957. Presented for the first time in chronological order in one publication, here is a brief story of motive power development on the Atchison, Topeka, & Santa Fe Railway.

No. 1472 was the third of a class of steam locomotives that was eventually to number 79 engines, and did not originally even carry a name. The Great Northern Railway A1 4-6-2, though, was the biggest express steam engine ever to have been seen in Britain at the time. It was chosen to be displayed at a major exhibition at Wembley in 1924, and for this it was given the name Flying Scotsman.

In one of the most inventive travel books in years, Ina Caro invites listeners on 25 one-day train trips that depart from Paris and transport us back through 700 years of French history. Whether taking us to Orléans to evoke the visions of Joan of Arc or to the Place de la Concorde to witness the beheading of Marie Antoinette, Caro animates history with her lush descriptions of architectural splendors and tales of court intrigue. "[An] enchanting travelogue" (Publishers Weekly), Paris to the Past has become one of the classic guidebooks of our time.

On December 18, 1867, the Buffalo and Erie Railroad's eastbound New York Express derailed as it approached the high truss bridge over Big Sister Creek, just east of the small settlement of Angola, New York, on the shores of Lake Erie. The last two cars of the express train were pitched completely off the tracks and plummeted into the creek bed below. When they struck bottom, one of the wrecked cars was immediately engulfed in flames as the heating stoves in the coach spilled out coals and ignited its wooden timbers

In this social history of the impact of railroads on American life, H. Roger Grant concentrates on the railroad's "golden age," 1830-1930. To capture the essence of the nation's railroad experience, Grant explores four fundamental topics - trains and travel, train stations, railroads and community life, and the legacy of railroading in America. Grant recalls the lasting memories left by train travel, both of luxurious Pullman cars and the grit and grind of coal-powered locals.

When Felix arrived at Huddersfield Railway Station as a kitten, no-one knew how important she would become. She has a vital job as 'Senior Pest Controller' - but Felix is more than just an employee of TransPennine Express. She has changed her colleagues' lives and saved the day time and again: from bringing a boy with autism out of his shell to comforting a runaway child. When tragedy hits the team, they rely on Felix to pull them together. But it is a chance friendship with a commuter that catapults her to international stardom....

The paths of the great American robber barons were paved with riches, and though ordinary citizens paid for them, they also profited. Les Standiford, author of the John Deal thrillers, tells how the man who turned Florida's swamps into the playgrounds of the rich performed the almost superhuman feat of building a railroad from the mainland to Key West at the turn of the century.

India was the jewel in the crown of the British Empire. There were vast riches to be exploited and vast numbers of people to be subjugated. How better to achieve these aims than by building a rail network that facilitated the export of raw material and made it easier for troops to travel around the country to tackle uprisings? India joined the railway age late: the first line was not completed until 1853, but, by 1929, 41,000 miles of track served the country.

In the seven decades since the darkest moments of the Second World War it seems every tenebrous corner of the conflict has been laid bare, prodded and examined from every perspective of military and social history. But there is a story that has hitherto been largely overlooked. It is a tale of quiet heroism, a story of ordinary people who fought, with enormous self-sacrifice, not with tanks and guns, but with elbow grease and determination. It is the story of the British railways...

The transcontinental railroads of the late 19th century were the first corporate behemoths. Their attempts to generate profits from proliferating debt sparked devastating panics in the US economy. Their dependence on public largess drew them into the corridors of power, initiating new forms of corruption. Their operations rearranged space and time, and remade the landscape of the West. As wheel and rail, car and coal, they opened new worlds of work and ways of life.

Nothing Like It in the World is the story of the men who built the transcontinental railroad. In Ambrose's hands, this enterprise comes to life. The U.S. government pitted two companies - the Union Pacific and the Central Pacific railroads - against each other in a race for funding, encouraging speed over caution. As its peak the work force approached the size of Civil War armies, with as many as 15,000 workers on each line. The surveyors, the men who picked the route, lived off buffalo, deer, and antelope.