DOCSLIB.ORG

Read the Full PDF

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Read the Full PDF Job Name:2081773 Date:14-12-05 PDF Page:2081773pbc.p1.pdf Color: Cyan Magenta Yellow Black FREIGHT TRANSPORTATION REGULATION Evaluative Studies This series of studies seeks to bring about greater understanding and promote continuing review of the activities and functions of the federal government. Each study focuses on a specific program, evaluating its cost and effi­ ciency, the extent to which it achieves its objectives, and the major alternative means­ public and private-for reaching those objec­ tives. Yale Brozen, professor of economics at the University of Chicago and an adjunct scholar of the American Enterprise Institute for Public Policy Research, is the director of the program. FREIGHT TRANSPORTATION REGULATION Surface freight and the Interstate Commerce Commission Thomas Gale Moore American Enterprise Institute for Public Policy Research Washington, D. C. Distributed to the Trade by National Book Network, 152.00 NBN Way, Blue Ridge Summit, PA 172.14. To order call toll free 1-800-462.-642.0 or 1-717-794-3800. For all other inquiries please contact the AEI Press, 1150 Seventeenth Street, N.W., Washington, D.C. 2.0036 or call 1-800-862.-5801. Thomas Gale Moore is a professor of economics at Michigan State University and an adjunct scholar of the American Enterprise Institute. Evaluative Studies 3, November 1972 Second printing, December 1974 Third printing, February 1979 Library of Congress Catalog Card No. L.c. 72·93994 © 1972 by American Enterprise Institute for Public Policy Research. Washington, D.C. Permission to quote from or to reproduce materials in this publication is granted when due acknowledgment is made. Printed in the United States of America CONTENTS INTRODUCTION .................................... .. 1 I BACKGROUND OF REGULATION 3 Railroad Interest in Government Help 4 Shipper Support for Government Control .......... .. 6 Economic.Justification for Regulation. ............. .. 9 II THE INTERSTATE COMMERCE ACT .. ............... .. 11 The Act of 1887 ................................ .. 11 Early Actions of the Commission ................. .. 13 The Breakdown of Regulation .................... .. 14 Elkins Act 14 Hepburn Act 15 Mann-Elkins Act of 1910 16 Transportation Act of 1920 18 The Depression and the Railroads ................. .. 23 III THE DEVELOPMENT OF MULTI-MODAL REGULATION 25 Motor Carrier Regulation ........................ .. 25 Water Carrier Regulation ........................ .. 31 Freight Forwarder Regulation 32 Intermodal Regulation 36 Reed-Bulwinkle Act 37 Transportation Act of 1958 38 IV REGULATORY PRACTICES ....... .. 41 Entry . .. 41 Rates . .. 48 Service 55 Mergers . .. 64 V EFFECTS OF REGULATION .......................... .. 71 Prices 71 Service. ....................................... .. 75 Market Share 77 Cost to the Economy 79 VI ALTERNATIVES 83 Surface Transportation Act of 1971 83 Transportation Regulatory Modernization Act 86 Total Deregulation .............................. .. 90 NOTES 95 INTRODUCTION The federal government has regulated U.S. transportation with vary­ ing degrees of stringency since 1887 while state efforts to control rates go back to very early periods. In fact, regulation of transpor­ tation in the form of setting legal maxiInum rates for toll roads probably goes back to colonial days. Systematic national regulation, however, originated with the Act to Regulate Commerce of 1887, which established the Interstate Commerce Commission. From that time to this, regulation of transportation has grown and multiplied in the United States. Recently, there has been increasing agitation to modify or elimi­ nate much of the regulation. Proponents of a free market in trans­ portation have claimed that such markets will provide major savings to shippers, consumers, and carriers. In their view, innovation would be more rapid, service would improve, and costs would decrease in the absence of regulation. The recent bankruptcy of the Penn-Central Railroad, the poor financial condition of other roads, the weak earn­ ings of major airlines in recent years and the decreasingly competi­ tive position of our merchant marine all make it imperative that a thorough examination of the regulatory structure be carried out. It may be that much of the weakness of the transportation indus­ tries can be attributed to regulation. It has been argued that regula­ tion imposes large costs on carriers, shippers, and consumers and, by encouraging cartel behavior, causes higher expenses, less flexi­ bility and, in the long run, reduced profits for the carriers themselves. On the other hand, advocates of regulation have urged that the I would like to thank Yale Brazen, James C. Miller, and George Hilton not only for reading the manuscript but especially for their valuable insights and suggestions. 1 regulatory agencies' powers be incl'eased to deal with the obvious weaknesses of the current system. It has been shown that regulation falls with unequal vigor on different modes and that this, in turn, distorts transportation decisions. Advocates of regulation have urged that it be extended to the exempt areas, and that the same controls be applied equally to all areas. In addition, many have claimed that without regulation the transportation industries would be chaotic, competition would be cutthroat, and while prices might plummet temporarily, they would subsequently rise to great heights. The end result would be that the consumer would suffer through poor service, fluctuating rates, price discrimination, and inefficiency. Given the poor financial position of the transportation industry and the general agreement that regulation, whether too little or too much, has a role to play, major efforts are currently being made to restructure the regulatory framework. Recently, Senator Vance Hartke (D-Ind.) introduced a bill entitled the Surface Transportation Act of 1972 which would have provided equipment subsidies, would have brought under regulation some now exempt commodities, and would have increased regulation of water carriers. This bill was supported and developed by the American Trucking i\ssociations, the Association of American Railroads, and the \Vater Transport Association. On the other side, the Nixon administration introduced a bill to move toward limited deregulation. This proposal received support from academic economists, shippers, and consumer groups. This paper will explore the issue in general terms, while not dealing explicitly with either the administration's bill or the Hartke bill. Although many of the arguments are applicable to other sectors of transportation, the discussion will be confined to the regulation of surface freight transportation with the exception of pipeline carriage. 2 CHAPTER I BACKGROUND OF REGULATION The current status of regulation in the United States is intelligible only in the context of its origins. While the Interstate Commerce Commission was established in 1887, its origins go back to the early years of railroading. After the Civil War, as railroads spread across the nation tying cities and hamlets together, competition between parallel lines began to develop. Almost simultaneously with the development of commercial rivalry came efforts to eliminate com­ petition or reduce its magnitude.1 Cartel-type activity between railroads goes back to at least the Iowa Pool of 1870 and price collusion originates even earlier. By 1870, freight agents from the New York Central and the Pennsylvania Railroad were meeting to agree on rates from Chicago to the East Coast. Although there were only two railroads, the New York Central and the Pennsylvania, operating over the entire route between Chi­ cago and the Northeast, the Erie Railroad carried freight between New York City, Buffalo, and Cincinnati. At the same time, the Baltimore and Ohio Railroad ran between Baltimore and Pittsburgh with an extension to Columbus and Sandusky, Ohio on Lake Erie. With only two railroads competing on the entire eastbound route out of Chicago, and with the major flow of freight being to the coast, eastbound rates were generally adhered to. On the other hand, since there was considerable excess capacity on the return trip, westbound rates were often cut below agreed-to levels. Even though agreed-upon rates were generally adhered to on the eastbound traffic, on routes where there was competition, posted rates were often considerably less than where there was no com­ petition. For example, the Erie Railroad, which ran from New York City to Buffalo and served intermediate points, charged 29¢ per 3 hundred pounds for the fourth class rate on the competitive route from New York City to Buffalo, a distance of 379 miles. but charged 35(' per hundred pounds between New York City and ,L\ddison (330 miles) and 36(' per hundred pounds between New York City and Bath, New York (350 miles). On both of the shorter routes the Erie had a monopoly.:! Coincidental with the establishment of one of thp first formal cartels in October 1874-the Western Railroad Bureau-the B & 0 Railroad extended its lines to Chicago. The Baltimore and Ohio at first refused to join the Western Railroad Bureau and offered lower freight rates than the cartel had posted. As a consequence, the posted rate from Chicago to the East Coast fell from 56(' to 40,1. and indica­ tions were that actual rates paid were reduced considnrably below tha1.;; Shortly thereafter an attempt was made to stabilize this trans­ portation market with the establishment, under the direction of Colonel Albert Fink, of a pool to assure each road a certain
Load more

Recommended publications
  • The Square Deal
    Teddy Roosevelt - The Trust Buster Teddy Roosevelt was one American who believed a revolution was coming. He believed Wall Street financiers and powerful trust titans to be acting foolishly. He believed that large trusts and monopolies were harmful to the economy and especially to the consumer. While they were eating off fancy china on mahogany tables in marble dining rooms, the masses were roughing it. There seemed to be no limit to greed. If docking wages would increase profits, it was done. If higher railroad rates put more gold in their coffers, it was done. How much was enough, Roosevelt wondered? The President's weapon was the Sherman Antitrust Act, passed by Congress in 1890. This law declared illegal all combinations "in restraint of trade." For the first twelve years of its existence, the Sherman Act was a paper tiger. United States courts routinely sided with business when any enforcement of the Act was attempted. 1. What belief guided President Theodore Roosevelt’s efforts as a trustbuster? 2. What is a monopoly? Why are they harmful to the economy and to the consumer? 3. What piece of legislation did Roosevelt use to break up monopolies? The Square Deal The Square Deal was Roosevelt's domestic program formed on three basic ideas: conservation of natural resources, control of corporations, and consumer protection. In general, the Square Deal attacked plutocracy and bad trusts while simultaneously protecting businesses from the most extreme demands of organized labor. In contrast to his predecessor William McKinley, Roosevelt believed that such government action was necessary to mitigate social evil, and as president denounced “the representatives of predatory wealth” as guilty of “all forms of iniquity from the oppression of wage workers to defrauding the public." Trusts and monopolies became the primary target of Square Deal legislation.
    [Show full text]
  • Time Line of the Progressive Era from the Idea of America™
    Time Line of The Progressive Era From The Idea of America™ Date Event Description March 3, Pennsylvania Mine Following an 1869 fire in an Avondale mine that kills 110 1870 Safety Act of 1870 workers, Pennsylvania passes the country's first coal mine safety passed law, mandating that mines have an emergency exit and ventilation. November Woman’s Christian Barred from traditional politics, groups such as the Woman’s 1874 Temperance Christian Temperance Union (WCTU) allow women a public Union founded platform to participate in issues of the day. Under the leadership of Frances Willard, the WCTU supports a national Prohibition political party and, by 1890, counts 150,000 members. February 4, Interstate The Interstate Commerce Act creates the Interstate Commerce 1887 Commerce act Commission to address price-fixing in the railroad industry. The passed Act is amended over the years to monitor new forms of interstate transportation, such as buses and trucks. September Hull House opens Jane Addams establishes Hull House in Chicago as a 1889 in Chicago “settlement house” for the needy. Addams and her colleagues, such as Florence Kelley, dedicate themselves to safe housing in the inner city, and call on lawmakers to bring about reforms: ending child labor, instituting better factory working conditions, and compulsory education. In 1931, Addams is awarded the Nobel Peace Prize. November “White Caps” Led by Juan Jose Herrerra, the “White Caps” (Las Gorras 1889 released from Blancas) protest big business’s monopolization of land and prison resources in the New Mexico territory by destroying cattlemen’s fences. The group’s leaders gain popular support upon their release from prison in 1889.
    [Show full text]
  • APUSH 3 Marking Period Plan of Study WEEK 1: PROGRESSIVISM
    APUSH 3rd Marking Period Plan of Study Weekly Assignments: One pagers covering assigned reading from the text, reading quiz or essay covering week‘s topics WEEK 1: PROGRESSIVISM TIME LINE OF EVENTS: 1890 National Women Suffrage Association 1901 McKinley Assassinated T.R. becomes President Robert LaFollette, Gov. Wisconsin Tom Johnson, Mayor of Cleveland Tenement House Bill passed NY 1902 Newlands Act Anthracite Coal Strike 1903 Women‘s Trade Union founded Elkin‘s Act passed 1904 Northern Securities vs. U.S. Hay-Bunau Varilla Treaty Roosevelt Corollary Lincoln Steffens, Shame of Cities 1905 Lochner vs. New York 1906 Upton Sinclair, The Jungle Hepburn Act Meat Inspection Act Pure Food and Drugs Act 1908 Muller vs. Oregon 1909 Croly publishes, The Promises of American Life NAACP founded 1910 Ballinger-Pinchot controversy Mann-Elkins Act 1912 Progressive Party founded by T. R. Woodrow Wilson elected president Department of Labor established 1913 Sixteenth Amendment ratified Seventeenth Amendment ratified Underwood Tariff 1914 Clayton Act legislated Federal Reserve Act Federal Trade Commission established LECTURE OBJECTIVES: This discussion will cover the main features of progressivism and the domestic policies of Theodore Roosevelt, William Howard Taft, and Woodrow Wilson. It seeks to trace the triumph of democratic principles established in earlier history. A systematic attempt to evaluate progressive era will be made. I. Elements of Progressivism and Reform A. Paradoxes in progressivism 1. A more respectable ―populism‖ 2. Elements of conservatism B. Antecedents to progressivism 1. Populism 2. The Mugwumps 3. Socialism C. The Muckrakers 1. Ida Tarbell 2. Lincoln Stephens - Shame of the Cities 3. David Phillips - Treasure of the Senate 4.
    [Show full text]
  • Remembering Ludlow but Forgetting the Columbine: the 1927-1928 Colorado Coal Strike
    Remembering Ludlow but Forgetting the Columbine: The 1927-1928 Colorado Coal Strike By Leigh Campbell-Hale B.A., University of Arkansas, Fayetteville, 1977 M.A., University of Colorado, Boulder, 2005 A dissertation submitted to the Faculty of the Graduate School of the University of Colorado and Committee Members: Phoebe S.K. Young Thomas G. Andrews Mark Pittenger Lee Chambers Ahmed White In partial fulfillment of the requirement for the degree of Doctor of Philosophy Department of History 2013 This thesis entitled: Remembering Ludlow but Forgetting the Columbine: The 1927-1928 Colorado Coal Strike written by Leigh Campbell-Hale has been approved for the Department of History Phoebe S.K. Young Thomas Andrews Date The final copy of this thesis has been examined by the signatories, and we Find that both the content and the form meet acceptable presentation standards Of scholarly work in the above mentioned discipline. ii Campbell-Hale, Leigh (Ph.D, History) Remembering Ludlow but Forgetting the Columbine: The 1927-1928 Colorado Coal Strike Dissertation directed by Associate Professor Phoebe S.K. Young This dissertation examines the causes, context, and legacies of the 1927-1928 Colorado coal strike in relationship to the history of labor organizing and coalmining in both Colorado and the United States. While historians have written prolifically about the Ludlow Massacre, which took place during the 1913- 1914 Colorado coal strike led by the United Mine Workers of America, there has been a curious lack of attention to the Columbine Massacre that occurred not far away within the 1927-1928 Colorado coal strike, led by the Industrial Workers of the World (IWW).
    [Show full text]
  • Roosevelt Becomes a Progressive Leader
    ROOSEVELT BECOMES A PROGRESSIVE LEADER Directions: Read the two articles about Roosevelt and answer the questions which follow. Roosevelt the Progressive Theodore Roosevelt, a Harvard graduate and Conservationist, was viewed as the most important representative of Progressivism. He came to people’s attention at the time of the Spanish-American War. His courageous charge up San Juan Hill during that war made him a hero. Roosevelt was elected Republican governor of New York, partly through the efforts of Senator Thomas C. Platt. Platt was the Republican boss of New York State who thought that Roosevelt could help his business interests. However, Roosevelt had no intention of serving Platt’s interests. He attacked the ties between business and government and refused to appoint Platt’s choice for state insurance commissioner. To get Roosevelt out of the governorship, the Republican party nominated him as Vice-President to run with William McKinley. The VP was considered a dead end job; but when McKinley was assassinated in 1901, Roosevelt became President. Roosevelt was an active and strong President. He believed that the Federal Government should become involved when states were unable to deal with problems. He also believed the President should help shape legislative policy. Roosevelt promised farmers, workers, and small business people a “square deal.” When a 1902 coal strike could not be resolved, Roosevelt appointed a commission to make recommendations for settling the strike. For the first time, the federal government intervened in a strike in order to protect the public welfare. Roosevelt worked to curb trusts when they became harmful to the public interest.
    [Show full text]
  • Interstate Commerce. Restraint of Trade. Dividends from Oil Pipe Line Subsidiaries Rebates Under Elkins
    RECENT CASES give flexibility to the trust and discretion to the donee; 26 a donee would seldom wish his appointment to be irrevocable, even though he might foresee no need for revoca- tion. These considerations apply to the instant case and should have created a pre- sumption in favor of revocability. Interstate Commerce-Restraint of Trade-Dividends from Oil Pipe Line Sub- sidiaries Rebates under Elkins Act-[Federal].--On September 30, 1940, the Anti- Trust Division of the Department of Justice brought suits in the name of the United States under the Elkins Act" against certain shipper-owner oil companies and subsidi- ary pipe line companies.2 The shipper-owner oil companies were receiving dividends or profits from their subsidiary common carrier pipe line companies or from the operation of common carrier pipe line departments, which, the complaints alleged, were pro- hibited by the Interstate Commerce Act3 and the Elkins Act as rebates from the rates filed by the common carrier with the ICC.4 The United States asked that the defend- ant pipe lines and shippers be enjoined from granting and receiving the alleged rebates and that the defendant shippers be required, as provided by Section 1(3) of the Elkins Act,s to pay the United States three times the total amount of rebates found to have been illegally paid since January 1, 1939. A consent decree was entered into on De- cember 23, I94I, in a new action filed for this purpose by the United States against twenty major oil companies and fifty-nine pipe line companies.
    [Show full text]
  • Ap® United States History 2006 Scoring Guidelines
    AP® UNITED STATES HISTORY 2006 SCORING GUIDELINES Question 4 Historians have argued that Progressive reform lost momentum in the 1920’s. Evaluate this statement with respect to TWO of the following: Regulation of business Labor Immigrants The 8–9 Essay • Contains a clear, well-developed thesis that evaluates whether or not Progressive reform lost momentum in the 1920’s. • Develops the thesis with substantial and specific relevant historical information. • Provides effective analysis of Progressive reform before and during the 1920’s; treatment may be somewhat uneven. • Provides effective analysis of TWO topics (regulation of business/labor/immigrants); treatment of topics may be somewhat uneven. • May contain minor errors that do not detract from the overall quality of the essay. • Is well organized and well written. The 5–7 Essay • Contains a thesis that partially evaluates whether or not Progressive reform lost momentum in the 1920’s. • Supports the thesis with some relevant and specific historical information. • Provides some analysis of Progressive reform before and during the 1920’s; treatment may be substantially uneven. • Provides some analysis of TWO topics (regulation of business/labor/immigrants); treatment of topics may be substantially uneven. • May contain errors that do not seriously detract from the quality of the essay. • Has acceptable organization and writing. The 2–4 Essay • Contains a confused or unfocused thesis or may simply restate the question. • Provides minimal relevant information or lists facts with little or no application to the question. • Offers minimal consideration of Progressive reform before and during the 1920’s or consideration of Progressive reform only before the 1920’s.
    [Show full text]
  • The Origin and Development of the Interstate Commerce Commission
    The Origin and Development of the Interstate Commerce Commission and Its Impact on the Origination of Independent Regulatory Commisssions in the American Legal System: A Historical Perspective. The Harvard community has made this article openly available. Please share how this access benefits you. Your story matters Citation Zucker, David K. 2016. The Origin and Development of the Interstate Commerce Commission and Its Impact on the Origination of Independent Regulatory Commisssions in the American Legal System: A Historical Perspective.. Master's thesis, Harvard Extension School. Citable link http://nrs.harvard.edu/urn-3:HUL.InstRepos:33797258 Terms of Use This article was downloaded from Harvard University’s DASH repository, and is made available under the terms and conditions applicable to Other Posted Material, as set forth at http:// nrs.harvard.edu/urn-3:HUL.InstRepos:dash.current.terms-of- use#LAA The Origin and Development of the Interstate Commerce Commission and Its Impact on the Origination of Independent Regulatory Commissions in the American Legal System: A Historical Perspective David K. Zucker A Thesis in the Field of History for the Degree of Master of Liberal Arts in Extension Studies Harvard University March 2016 Abstract The early history of the Interstate Commerce Commission is usually presented as the Congressional response to the oppressed American farmers and small commercial shippers due to the exorbitant rates and exploitation by the railroads. Later it is seen as an example of how powerful industrial interests have shaped and dominated government agencies. The results of the research reported in the current thesis indicates that both of these representations are gross over simplifications that require reconsideration.
    [Show full text]
  • Antitrust and Regulation
    This PDF is a selecon from a published volume from the Naonal Bureau of Economic Research Volume Title: Economic Regulaon and Its Reform: What Have We Learned? Volume Author/Editor: Nancy L. Rose, editor Volume Publisher: University of Chicago Press Volume ISBN: 0‐226‐13802‐X (cloth); 978‐0‐226‐13802‐2 (cloth); 978‐0‐226‐13816‐9 (EISBN) Volume URL: hp://www.nber.org/books/rose05‐1 Conference Date: September 9‐10, 2005 Publicaon Date: June 2014 Chapter Title: Antrust and Regulaon Chapter Author(s): Dennis W. Carlton, Randal C. Picker Chapter URL: hp://www.nber.org/chapters/c12565 Chapter pages in book: (p. 25 ‐ 61) 1 Antitrust and Regulation Dennis W. Carlton and Randal C. Picker Within a brief span of time, Congress adopted the Interstate Commerce Act (1887) and the Sherman Act (1890). In imposing federal regulation on railroads, the Interstate Commerce Act inaugurated the era of substantial federal regulation of individual industries, while the Sherman Act created a baseline for the control of competition in the United States by generally bar- ring contracts in restraint of trade and forbidding monopolization. The rise of the railroads and the great trusts raised concerns about economic power and spurred politicians to formulate a national policy toward competition. Since 1890, policymakers have been forced repeatedly to work through how to interleave a fully general approach to competition under the antitrust laws with industry- specifi c approaches to competition under regulatory statutes. This has been a learning process, but even without learning, shifting po- litical winds would naturally lead to fi ts and starts as antitrust and specifi c regulatory statutes have jostled and combined and sometimes even com- peted in establishing a framework for controlling competition.
    [Show full text]
  • Fdr Terms Served As President
    Fdr Terms Served As President Pigeon-breasted Sasha usually bully-off some Ovid or masticates frankly. Jens unveil wavily. Walnut Aguinaldo blazon unperceivably. FDR and Cox lost the election. They also suggested that the way in which government deployed its taxing and spending powers was a significant determinant of the level of economic activity. Churchill and Roosevelt would meet ten more times in person. Democrats picked up seats in both houses of Congress. She was at ease with herself and for the first time in her life, himself, and incidentally about agriculture. Kennedy felt resentment towards political attacks Mrs. One reason these issues were difficult to address was that each State had its own statutory requirements, and computers. Climate Crisis newsletter and get weekly updates from inside the climate movement. The Federal Government rightly assumed the duty of promoting business and relieving depression by giving subsidies of land and other resources. Although the genealogy of some other First Ladies can be traced to have distant family connections to Presidents other than their husbands, Federalist enclaves in Maryland and North Carolina. Carter ran a feeble campaign and then conceded on election night while the polls were still open in California, you said that wrong. Despite the paralysis, admit it frankly and try another, but she had no outlet for her energy. Pick a still with the key democratic candidates typically call or acting as for as fdr president. Father worried about his ability. Would FDR have dropped the atomic bomb? Dewey to run for the White House. The Texas Gate is the primary entrance to the historic grounds at Mount Vernon.
    [Show full text]
  • APUSH Review Packet of Doom
    APUSH Review Packet of Doom Informational material in this packet is a compilation of work by Keith Wood at Murray High School, Margaret Bramlett at St. Paul’s Episcopal School, and Lizz Bramlett at Bayside Academy, Tim Cullen at Leonia High School and Paul Savage at the Academy for Information Technology. AP U.S. Exam Overview On the day of the test, bring a watch, multiple pens, multiple pencils, and nothing else. The test will last 3 hours and 15 minutes. Your final score of 1-5 will be assigned based on how you performed in comparison to other students. You will not know everything on the test. This is normal. I. Section One: Multiple Choice: 55 Minutes: 80 Questions: 50% of Score A. Question Spread 1. Questions are divided into groups based on difficulty level 2. About 17% of the questions will cover 1600-1789 3. About 50% of the questions will cover 1790-1914 4. About 33% of the questions will cover 1915-present 5. Typically, 35% of the questions are on political themes 6. Typically, 35% of the questions are on social change 7. Typically, 15% of the questions are on diplomatic relations and international affairs 8. Typically, 10% of the questions are on economic themes 9. Typically, 5% of the questions are on cultural and intellectual themes B. What Isn’t on the Test 1. Obscure Trivia 2. Military History II. Section Two: Free-Response Questions: 130 Minutes: 3 Essays: 50% of Score A. General Advice 1. The first 15 minutes are a mandatory reading period for all questions.
    [Show full text]
  • Minnesota Statewide Historic Railroads Study Final MPDF
    NPS Form 10-900-a OMB No. 1024-0018 (8-86) Expires 12-31-2005 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section: E Page 5 Railroads in Minnesota, 1862-1956 Name of Property Minnesota, Statewide County and State Section E. Statement of Historic Contexts I. Railroad Development in Minnesota, 1862-1956 Setting the Stage: Early Railroads Due to the country’s vast geographic expanse, transportation has always been a significant issue in America, influencing production, trade, travel, and communication in ways unknown to more compact European nations. In particular, as Euro-American settlers streamed into the trans-Appalachian west during the early nineteenth century, the United States needed an overland transportation system to link different regions of the country. From early roads to canals and finally to railroads, Americans built a transportation system by the turn of the twentieth century that was larger and more complex than any other in the world. The transformation of transportation in America began with the era of canal building. Although a system of roads extending westward from the major seaports had been established by 1820, water-borne transportation was more efficient for shipping heavy freight and generally faster than overland transport. Completion of the Erie Canal in 1825 demonstrated that canals could be built over long distances to connect major waterways and could be operated profitably. The immediate success of the Erie Canal led to a canal building boom that lasted through the 1830s. The network of canals and natural waterways provided antebellum America with important interregional links to exchange raw materials and manufactured goods, to transport passengers, and to deliver mail.
    [Show full text]