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A must for flower and art lovers, Born in the Spring is a unique collection of line drawings and magnificent watercolors of spring wildflowers. All of the drawings and paintings were done from living plants, in minute detail, with complete botanical accuracy. There are over 90 illustrations, 46 of which are in full color. The text accompanying each plate enables the reader to easily locate the flower in its natural setting. The text also includes the origins of the common and botanical names, and bits of history and lore connected with the flowers. Some are hardy aliens that have come from all over the world, while others are fragile natives described by the earliest settlers; some are now becoming rare.

On the morning of May 7, 1965, the American freighter Cedarville collided with the Norwegian vessel Topdalsfjord in heavy fog in the Straits of Mackinac. Ultimately, ten crew members of the Cedarville died and a legal battle ensued implicating U.S. Steel---the company that owned the Cedarville---in the chain of events leading to the tragedy.

The Cedarville Conspiracy is the story of that doomed ship and its crew. It is also the first Great Lakes history to expose the heroism, villainy, courage, and confusion surrounding the Cedarville disaster.

In atmospheric, cinematic style, L. Stephen Cox's gripping page-turner dramatizes the events surrounding the collision between the Norwegian and American freighters. As the mortally wounded Cedarville began to list and sink, U.S. Steel refused to allow the crew to escape to safety, while the captain secretly donned his life jacket and abandoned the sinking ship. Ten seamen died in the frigid waters that morning as the captain and survivors swam to safety.

Researching the story, author L. Stephen Cox interviewed the surviving crew and their rescuers and attorneys, examined more than 20,000 pages of Coast Guard reports, and discovered deposition transcripts and other documentary evidence that detailed the deterioration of the ship, the captain's disregard of Great Lakes navigational rules, the company's participation in the decision to confine the men aboard the sinking vessel, and the subsequent efforts by U.S. Steel to manipulate the evidence.

In the Persian Gulf War, Americans of all races fought in integrated units under the leadership of the first African-American to serve as chairman of the Joint Chiefs of Staff. Indeed, the United States armed forces of the 1990s are arguably the most integrated institution in American society. But it was not always so.

With roots in Fort Wayne, Indiana, the Grand Rapids & Indiana Railroad—nicknamed “The Fishing Line” for its connections to attractive Michigan tourist areas—was organized in the mid–nineteenth century to take advantage of the lucrative logging business of the vast forests of the northern Lower Peninsula of Michigan and other potential freight traffic. Once built into northern Michigan, it had an important role in developing the region’s tourist industry. Financed and built by officials of the mighty Pennsylvania Railroad system, the GR&I eventually was merged into that company. Using a plethora of newspapers, public documents, and other primary source materials, Meints has crafted an engaging narrative that is easily accessible to the lay reader as well as specialists in railroad and local history. Tracing a thorough corporate history of a fascinating but little-known regional line from its beginning through the early twentieth century, The Fishing Line: A History of the Grand Rapids & Indiana Railroad is a must-read.

 

Here, for the first time, is a feast for anyone who has ever been beguiled by the trains that formerly thrummed through the landscapes of our lives. This entertaining and evocative anthology presents the amazing variety of poems and songs written about the American railroad in the last century and a half. Comprised of selections from both oral and written traditions, the volume celebrates the historical and cultural significance of this marvel of engineering skills. Hedin's anthology allows all readers, from the most avid railroad buff to anyone who has fond memories of train travel, to enjoy the romance of trains.

A spectacular example of collective protest, the Great Strike of 1877--actually a sequence of related actions--was America's first national strike and the first major strike against the railroad industry. In some places, non-railroad workers also abandoned city businesses, creating one of the nation's first general strikes. Mobilizing hundreds of thousands of workers, the Great Strikes of 1877 transformed the nation's political landscape, shifting the primary political focus from Reconstruction to labor, capital, and the changing role of the state. 

Probing essays by distinguished historians explore the social, political, regional, and ethnic landscape of the Great Strikes of 1877: long-term effects on state militias and national guard units; ethnic and class characterization of strikers; pictorial representations of poor laborers in the press; organizational strategies employed by railroad workers; participation by blacks; violence against Chinese immigrants; and the developing tension between capitalism and racial equality in the United States. 

Contributors: Joshua Brown, Steven J. Hoffman, Michael Kazin, David Miller, Richard Schneirov, David O. Stowell, and Shelton Stromquist.

The Hocking Valley Railway was once Ohio’s longest intrastate rail line, filled with a seemingly endless string of coal trains. Although coal was the main business, the railroad also carried iron and salt. Despite the fact that the Hocking Valley was such a large railroad, with a huge economic and social impact, very little is known about it. The Hocking Valley Railway traces the journey of a company that began in 1867 as the Columbus & Hocking Valley, built to haul coal from Athens to Columbus. Extensions of the line and consolidation of several branches ultimately created the Columbus, Hocking Valley & Toledo. This was a 345-mile railway, extending from the Lake Erie port of Toledo through Columbus and on to the Ohio River port of Pomeroy. The history of the Hocking Valley, like that of other railroads, is one of boom times and depression. By the 1920s, the Hocking coalfields were largely depleted, and the mass of track south of Columbus became a backwater, while the Toledo Division boomed. The corporate name has been gone for more than three-quarters of a century, but the Hocking Valley lives on as an integral part of railroad successor CSX. The Hocking Valley Railway, complete with 150 photographs and illustrations, also documents a historic transformation in midwestern transportation from slow canalboats to fast passenger trains. Historians and railroad enthusiasts will find much to savor in the story of this ever-changing company and the managers who ran it.

Today American motorists can count on being able to drive to virtually any town or city in the continental United States on a hard surface. That was far from being true in the early twentieth century, when the automobile was new and railroads still dominated long-distance travel. Then, the roads confronting would-be motorists were not merely bad, they were abysmal, generally accounted to be the worst of those of all the industrialized nations.

The plight of the rapidly rising numbers of early motorists soon spawned a “good roads” movement that included many efforts to build and pave long-distance, colorfully named auto trails across the length and breadth of the nation. Full of a can-do optimism, these early partisans of motoring sought to link together existing roads and then make them fit for automobile driving—blazing, marking, grading, draining, bridging, and paving them. The most famous of these named highways was the Lincoln Highway between New York City and San Francisco. By early 1916, a proposed counterpart coursing north and south from Winnipeg to New Orleans had also been laid out.

Called the Jefferson Highway, it eventually followed several routes through Minnesota, Iowa, Missouri, Kansas, Oklahoma, Texas, Arkansas, and Louisiana. The Jefferson Highway, the first book on this pioneering road, covers its origin, history, and significance, as well as its eventual fading from most memories following the replacement of names by numbers on long-distance highways after 1926. Saluting one of the most important of the early named highways on the occasion of its 100th anniversary, historian Lyell D. Henry Jr. contributes to the growing literature on the earliest days of road-building and long-distance motoring in the United States. For readers who might also want to drive the original route of the Jefferson Highway, three chapters trace that route through Iowa, pointing out many vintage features of the roadside along the way. The perfect book for a summer road trip! 

A Junior Library Guild selection
Society of Children’s Book Writers and Illustrators Official 2016 Summer Reading List

In this biography for middle-grade readers, Nancy Roe Pimm tells the story of Geraldine “Jerrie” Mock, the first woman to fly solo around the world. In her trusty Cessna, The Spirit of Columbus—also known as Charlie—she traveled from Columbus, Ohio, on an eastward route that totaled nearly twenty-three thousand miles and took almost a month. Overcoming wind, ice, mechanical problems, and maybe even sabotage, Mock persevered.

Mock caught the aviation bug at seven years old, when she rode in a Ford Trimotor plane with her parents. In high school, she displayed a talent for math and science, and she was the only woman in her aeronautical engineering classes at Ohio State University. Although she then settled into domestic life, she never lost her interest in flying. What began as a joking suggestion from her husband to fly around the world prompted her to pursue her childhood dream. But the dream became a race, as another woman, Joan Merriam Smith, also sought to be the first to circle the globe.

Even though Mock beat Smith and accomplished what her heroine Amelia Earhart had died trying to do, her feat was overshadowed by the Vietnam War and other world events. Now, Pimm introduces Mock to a new generation of adventurers.

 Frederick M. Hubbell, railroad financier and builder, real estate investor, public utilities magnate, leading lawyer, and founder of Iowa’s first life insurance company, the Equitable, was at one time the wealthiest Iowan in the state’s history. Based on his diaries from 1855 to 1927, The Little Man with the Long Shadow tells the story of this industrious and imaginative entrepreneur.

From the intense and brooding Magellan and the glamorous and dashing Sir Francis Drake; to Thomas Cavendish, who set off to plunder Spain’s American gold and the Dutch circumnavigators, whose numbers included pirates as well as explorers and merchants,  Robert Silverberg  captures the adventures and seafaring exploits of a bygone era.

Over the course of a century, European circumnavigators in small ships charted the coast of the New World and explored the Pacific Ocean. Characterized by fierce nationalism, competitiveness, and bloodshed, The Longest Voyage: Circumnavigators in the Age of Discovery  captures the drama, danger, and personalities in the colorful story of the first voyages around the world. These accounts begin with Magellan’s unprecedented 1519–22 circumnavigation, providing an immediate, exciting, and intimate glimpse into that historic venture. The story includes frequent threats of mutiny; the nearly unendurable extremes of heat, cold, hunger, thirst, and fatigue; the fear, tedium, and moments of despair; the discoveries of exotic new peoples and strange new lands; and, finally, Magellan’s own dramatic death during a fanatical attempt to convert native Philippine islanders to Christianity.

Capturing the total context of political climate and historical change that made the Age of Discovery one of excitement and drama, Silverberg brings a motley crew of early ocean explorers vividly to life.

The structure that anchors Chicago

Every day Chicagoans rely on the loop of elevated train tracks to get to their jobs, classrooms, or homes in the city’s downtown. But how much do they know about the single most important structure in the history of the Windy City? In engagingly brisk prose, Patrick T. Reardon unfolds the fascinating story about how Chicago’s elevated Loop was built, gave its name to the downtown, helped unify the city, saved the city’s economy, and was itself saved from destruction in the 1970s.
 
This unique volume combines urban history, biography, engineering, architecture, transportation, culture, and politics to explore the elevated Loop’s impact on the city’s development and economy and on the way Chicagoans see themselves. The Loop rooted Chicago’s downtown in a way unknown in other cities, and it protected that area—and the city itself—from the full effects of suburbanization during the second half of the twentieth century. Masses of data underlie new insights into what has made Chicago’s downtown, and the city as a whole, tick.
 
The Loop features a cast of colorful Chicagoans, such as legendary lawyer Clarence Darrow, poet Edgar Lee Masters, mayor Richard J. Daley, and the notorious Gray Wolves of the Chicago City Council. Charles T. Yerkes, an often-demonized figure, is shown as a visionary urban planner, and engineer John Alexander Low Waddell, a world-renowned bridge creator, is introduced to Chicagoans as the designer of their urban railway.
 
This fascinating exploration of how one human-built structure reshaped the social and economic landscape of Chicago is the definitive book on Chicago’s elevated Loop.
 

The life story of a daredevil who became a war hero will fascinate adventurous young readers with its tales of survival.

At age thirteen, following the death of his father, young Eddie dropped out of school and joined the workforce. Through a combination of smarts, hard work, and perseverance, Rickenbacker would grow up to become an automobile mechanic, a race car driver, a fighter pilot, an entrepreneur, a war hero, a business executive, and a staunch advocate for hard work and personal responsibility.

Along the way he lived on the line between recklessness and courage. He survived dozens of accidents, coming close to death more than once. During the earliest years of American automobile racing, Rickenbacker was “the most daring and withal the most cautious driver” on the circuit. How could he have been both daring and cautious? This book invites young readers to decide for themselves as they follow Rickenbacker on his many hair-raising adventures.

From its incorporation in 1847 in Wisconsin Territory to its first run in 1851—twenty miles between Milwaukee and Waukesha—to its later position of far-flung power, the Chicago, Milwaukee, St. Paul &Pacific Railroad Company had a vivid history. By 1948, the Milwaukee Road had more than 40,000 employees and maintained more than 10,000 miles of line in twelve states from Indiana to Washington.

Also in 1948, August Derleth's popular and well-crafted corporate history celebrated the strength and status of this mighty carrier. On February 19, 1985, the railroad became a subsidiary of Soo Line Corporation and its identity vanished overnight. Nonetheless, it remains a romantic memory, and Derleth's book remains the only complete history of this innovative and dynamic railroad.

An Extraordinary Rescue and One of the Greatest Human Interest Stories of All Time

“A naturally gripping adventure tale.”—Publishers Weekly 
“Powerful and intensely focused.”—Booklist 
“Tracy's satisfying narrative constitutes the first modern account. A finely detailed maritime history.”—Kirkus Reviews

In 1825, the Kent, an East Indiaman, set sail from England for India with a crew and nearly 600 men, women, and children on board. North of Spain, the ship was slammed by a ferocious gale, and while a sailor was inspecting the hold for damage, his lantern ignited a cask of spirits. A fire quickly erupted, and even with the desperate expedient of opening hatches and flooding the ship, the fire burned out of control. As night wore on, the ship became an inferno, with the flames moving toward stores of gunpowder. At this point, everyone on board knew that they would perish, and they began preparing for their ghastly deaths. Despite the raging tempest a sailor climbed one last time to the top of the Kent’s mainmast and—miraculously—a sail was sighted on the horizon. It was the Cambria, a small brig on its way to Mexico. The Cambriaspied the burning Kentand through determination and dogged seamanship in towering seas, the little brig closed the doomed vessel. Launching their boats, the Kent’s and Cambria’s crews were able to transfer nearly all of the children, women, and men to the brig and pull away before the Kent exploded. Dangerously overloaded, the Cambriamade the Cornish coast three days later.
In The Miracle of the Kent: A Tale of Courage, Faith, and Fire, award-winning historian Nicholas Tracy reconstructs this extraordinary tale through records left by the participants, revealing how those aboard the Kent faced their deaths, and their reactions to being offered a second chance. The story of the Kentis both a page-turning adventure and an inspirational homage to the capacity of the human spirit.

With global demand for energy poised to increase by more than half in the next three decades, the supply of safe, reliable, and reasonably priced gas and oil will continue to be of fundamental importance to modern economies. Central to this supply are the pipelines that transport this energy. And while the fundamental economics of the major pipeline networks are the same, the differences in their ownership, commercial development, and operation can provide insight into the workings of market institutions in various nations.

           

Drawing on a century of the world’s experience with gas and oil pipelines, this book illustrates the importance of economics in explaining the evolution of pipeline politics in various countries. It demonstrates that institutional differences influence ownership and regulation, while rents and consumer pricing depend on the size and diversity of existing markets, the depth of regulatory institutions, and the historical structure of the pipeline businesses themselves. The history of pipelines is also rife with social conflict, and Makholm explains how and when institutions in a variety of countries have controlled pipeline behavior—either through economic regulation or government ownership—in the public interest.

For most people, grocery shopping is a mundane activity. Few stop to think about the massive, global infrastructure that makes it possible to buy Chilean grapes in a Philadelphia supermarket in the middle of winter. Yet every piece of food represents an interlocking system of agriculture, manufacturing, shipping, logistics, retailing, and nonprofits that controls what we eat—or don’t.

The Problem with Feeding Cities is a sociological and historical examination of how this remarkable network of abundance and convenience came into being over the last century. It looks at how the US food system transformed from feeding communities to feeding the entire nation, and it reveals how a process that was once about fulfilling basic needs became focused on satisfying profit margins. It is also a story of how this system fails to feed people, especially in the creation of food deserts. Andrew Deener shows that problems with food access are the result of infrastructural failings stemming from how markets and cities were developed, how distribution systems were built, and how organizations coordinate the quality and movement of food. He profiles hundreds of people connected through the food chain, from farmers, wholesalers, and supermarket executives, to global shippers, logistics experts, and cold-storage operators, to food bank employees and public health advocates. It is a book that will change the way we see our grocery store trips and will encourage us all to rethink the way we eat in this country.

For nearly seventy years, John J. Young Jr. photographed railroads. With unparalleled scope and span, he documented the impact and beauty of railways in American life from 1936 to 2004.

As a child during the Great Depression, J. J. Young Jr. began to photograph railroads in Wheeling, West Virginia. This book collects over one hundred fifty of those images—some unpublished until now—documenting the railroads of Wheeling and the surrounding area from the 1930s until the 1960s.

The photographs within this book highlight the major railroads of Wheeling: the Baltimore & Ohio, the Pennsylvania, the Wheeling & Lake Erie, the Pittsburgh & West Virginia, the New York Central, and the industrial and interurban rail lines that crisscrossed the region. These images capture the routine activities of trains that carried passengers and freight to and from the city and its industries, as well as more unusual traffic, such as a circus-advertising car, the General Motors Train of Tomorrow, and the 1947 American Freedom Train.

Streetcars played an especially important role in society around the turn of the twentieth century in Detroit, in part because of the downtown hub-and-spoke design of its main streets. During this period the streetcar was the main mode of transportation for the average citizen, as horse-drawn carriages and automobiles were not found outside of the upper class. Control over streetcar franchises was highly coveted—this control was simultaneous with having power over how and where people were transported throughout the city, making it an incredible political tool. The Thirty-Year War was a battle waged between 1892 and 1922 by the City of Detroit against the politically powerful and deeply entrenched corporations that owned streetcar franchises for control of the city’s streetway system. This compelling history shows how and why the owners of monopoly franchises of great public utilities such as bridges, street railways, electricity, natural gas, and cable television will protect and defend their privilege against public ownership or control, and is an example of how one city successfully fought back.
 

Histories of the plantations sector in Malaysia have largely focused on the rubber industry and on the rise and fall of big British-owned colonial enterprises. But since independence, the sector has entered a new phase of spectacular growth founded on the oil palm. This volume offers a radically different history of a firm which spans both eras. The fascinating story of United Plantations Berhad (UP) highlights a Scandinavian-founded firm that evolved along quite different lines from the normal models of British imperial business. Tracing the company’s origins before the First World War, it describes the crisis years of economic depression and Japanese occupation then on to the years of spectacular growth which has lasted since the time of the Emergency and Merdeka right up to the present day. The success of this firm - based not just on an extraordinary combination of agricultural, engineering and marketing innovation but also on the company’s engagement and commitment to its local environment - provides a glowing example of a partnership between Europeans and Asians which has benefited both sides.

Best known for his Jimmie Dale series of books, which have sold more than 3 million copies worldwide, Frank L. Packard first published The Wire Devils in 1918. A “wire thriller” that uses the booming railroads and telegraph lines of the old West as its backdrop for fast-paced adventure, The Wire Devils follows a criminal gang of the same name who hijack a railroad’s telegraph lines to glean information about profitable shipments. But foiling them again and again is the Hawk, the outlaw hero who robs from the robbers and is ultimately on the side of law and order.

Combining elements from dime-store novels and Packard’s own experience on the rails, The Wire Devils is at once a hybrid western and a thriller still worth reading nearly a century after it was written.

For better or worse, the view through a car’s windshield has redefined how we see the world around us. In some cases, such as the American parkway, the view from the road was the be-all and end-all of the highway; in others, such as the Italian autostrada, the view of a fast, efficient transportation machine celebrating either Fascism or its absence was the goal. These varied environments are neither necessary nor accidental but the outcomes of historical negotiations, and whether we abhor them or take delight in them, they have become part of the fabric of human existence.

The World beyond the Windshield: Roads and Landscapes in the United States and Europe is the first systematic, comparative look at these landscapes. By looking at examples from the United States and Europe, the chapters in this volume explore the relationship between the road and the landscape thatit traverses, cuts through, defines, despoils, and enhances. The authors analyze the Washington Beltway and the Blue Ridge Parkway, as well as iconic roads in Italy, Nazi Germany, East Germany, and Great Britain. This is a story of the transatlantic exchange of ideas about environment and technology and of the national and nationalistic appropriations of such landscaping.

Fresh from successful flights before royalty in Europe, and soon after thrilling hundreds of thousands of people by flying around the Statue of Liberty, in the fall of 1909 Wilbur and Orville Wright decided the time was right to begin manufacturing their airplanes for sale. Backed by Wall Street tycoons, including August Belmont, Cornelius Vanderbilt III, and Andrew Freedman, the brothers formed the Wright Company. The Wright Company trained hundreds of early aviators at its flight schools, including Roy Brown, the Canadian pilot credited with shooting down Manfred von Richtofen—the “Red Baron”—during the First World War; and Hap Arnold, the commander of the U.S. Army Air Forces during the Second World War. Pilots with the company’s exhibition department thrilled crowds at events from Winnipeg to Boston, Corpus Christi to Colorado Springs. Cal Rodgers flew a Wright Company airplane in pursuit of the $50,000 Hearst Aviation Prize in 1911.

But all was not well in Dayton, a city that hummed with industry, producing cash registers, railroad cars, and many other products. The brothers found it hard to transition from running their own bicycle business to being corporate executives responsible for other people’s money. Their dogged pursuit of enforcement of their 1906 patent—especially against Glenn Curtiss and his company—helped hold back the development of the U.S. aviation industry. When Orville Wright sold the company in 1915, more than three years after his brother’s death, he was a comfortable man—but his company had built only 120 airplanes at its Dayton factory and Wright Company products were not in the U.S. arsenal as war continued in Europe.

Edward Roach provides a fascinating window into the legendary Wright Company, its place in Dayton, its management struggles, and its effects on early U.S. aviation.

Fresh from successful flights before royalty in Europe, and soon after thrilling hundreds of thousands of people by flying around the Statue of Liberty, in the fall of 1909 Wilbur and Orville Wright decided the time was right to begin manufacturing their airplanes for sale. Backed by Wall Street tycoons, including August Belmont, Cornelius Vanderbilt III, and Andrew Freedman, the brothers formed the Wright Company. The Wright Company trained hundreds of early aviators at its flight schools, including Roy Brown, the Canadian pilot credited with shooting down Manfred von Richtofen — the “Red Baron”— during the First World War; and Hap Arnold, the commander of the U.S. Army Air Forces during the Second World War. Pilots with the company’s exhibition department thrilled crowds at events from Winnipeg to Boston, Corpus Christi to Colorado Springs. Cal Rodgers flew a Wright Company airplane in pursuit of the $50,000 Hearst Aviation Prize in 1911.

But all was not well in Dayton, a city that hummed with industry, producing cash registers, railroad cars, and many other products. The brothers found it hard to transition from running their own bicycle business to being corporate executives responsible for other people’s money. Their dogged pursuit of enforcement of their 1906 patent — especially against Glenn Curtiss and his company — helped hold back the development of the U.S. aviation industry. When Orville Wright sold the company in 1915, more than three years after his brother’s death, he was a comfortable man — but his company had built only 120 airplanes at its Dayton factory and Wright Company products were not in the U.S. arsenal as war continued in Europe.

Edward Roach provides a fascinating window into the legendary Wright Company, its place in Dayton, its management struggles, and its effects on early U.S. aviation.

Size is usually the first thing that comes to mind when we ponder the great airships. In war and peace, to most people they seem bigger than life itself, bright, wondrous, sometimes dangerous apparitions that engender a religious awe. They remain the largest crafts that have ever been launched into the sky. Tracing the history of the airship from its beginning in the nineteenth century to its fiery conclusion in 1937, Robert Hedin has gathered the finest stories, descriptions, poems, music, and illustrations about what the era was like in fact and in spirit.

Included are vivid accounts by such legendary figures as Count Ferdinand von Zeppelin, Hugo Eckener, and Alberto Santos-Dumont as well as memoirs, logs, journals, and diaries by Zeppelin commanders, crew, explorers, journalists, and survivors of ill-fated flights. The great airships inspired poets and writers old and new; here are works by such diverse writers as Robinson Jeffers, Kay Boyle, Bernard Shaw, D. H. Lawrence, Rita Dove, Richard Brautigan, and many others. There is a rich sampling of airship musical scores and lyrics; the music constitutes a kind of recovered history and helps recapture the emotional range of the era. Rounding out the gathering, The Zeppelin Reader is illustrated with stunning photographs, advertisements, drawings, and cartoons from the glorious age of airships.

The Fascinating History of the Rapid Expansion of Roads, Canals, and Railways in the First Decades of the United States
While the great overland migration routes to America’s far west are well known and documented—the California, Oregon, Mormon, and Santa Fe Trails, the Central Overland and Pony Express—less attention has been given to how Americans in the first decades of the republic traveled across the western frontiers of the original colonies. Following the revolution, Americans began to seek their fortunes to the west in greater numbers. Land grants to veterans inspired others to move, including tradesmen, merchants, and tavern owners. With the Louisiana Purchase in 1803, the country doubled in size, and the rate of migration became extraordinary, with wider and more durable roads built, ferries installed at river crossings, canals cut to move goods, regular stage routes established, and ultimately the first railroad tracks laid down. Entire regions that supported few communities in the 1790s exploded in population, and as a result seven new states were admitted to the Union in the decade following the War of 1812. John Bradbury, who traveled through the United States between 1809 and 1811, wrote that “In passing through the upper parts of Virginia, I observed a great number of farms that had been abandoned, on many of which good houses had been erected, and fine apple and peach orchards had been planted. On enquiring the reason, I was always informed that the owners had gone to the western country.” In Maryland, a newspaper reporter wrote, “The time is close at hand when the region west of the Allegheny mountains will sway the destinies of the nation.” By 1839, the National Road extended more than 700 miles from Washington, DC, to central Illinois, New York’s Erie Canal operated from Albany to Buffalo, and the Baltimore and Ohio Railroad carried passengers briskly west, ultimately to the Ohio River.

     To the Wide Missouri: Traveling in America During the First Decades of Westward Expansion by Louis Garavaglia covers the routes and methods that emigrants used to reach the west in the forty-year period following the Louisiana Purchase. Using contemporary maps and the graphic descriptions found in diaries, journals, letters, and newspaper accounts, the author details not only the land and water routes that led settlers to the western country, but also illustrates the hardship, perseverance, humor, and romance that colored their journey.

From Mohandas Gandhi’s nineteenth-century tour in a third-class compartment to the recent cinematic shenanigans of Wes Anderson’s The Darjeeling Limited, the railway has been one of India’s most potent emblems of modern life. In the first in-depth analysis of representations of the Indian railway, Marian Aguiar interprets modernity through the legacy of this transformative technology.

Since the colonial period in India, the railway has been idealized as a rational utopia—a moving box in which racial and class differences might be amalgamated under a civic, secular, and public order. Aguiar charts this powerful image into the postcolonial period, showing how the culture of mobility exposes this symbol of reason as surprisingly dynamic and productive. Looking in turn at the partition of India, labor relations, rituals of travel, works of literature and film, visual culture, and the Mumbai train bombings of 2006, Aguiar finds incongruities she terms “counternarratives of modernity” to signify how they work both with and against the dominant rhetoric.  Revealing railways as a microcosm of tensions within Indian culture, Aguiar demonstrates how their representations have challenged prevailing ideas of modernity.

When construction of the Madeira-Mamoré Railroad began in 1867, Bolivia had lost its war with Chile, causing it to become landlocked and unable to ship its minerals and other products from the Pacific Coast. Since Bolivia needed to find a way to move products from the Atlantic Coast, the government decided a railroad should be built around the Madeira River—which originates in Bolivia and travels almost 2,000 miles through Brazil to the Amazon—facilitating shipment to foreign markets via the Amazonian waterway. Completion of the railroad was initially stalled by lack of funding, but the project was resurrected in the early twentieth century and completed in 1912. Intended as an integral piece of the rubber export industry, the railroad became unnecessary once the world supply of rubber moved from Brazil to Asia.

Although there have been many brief chronicles and writings about the Madeira-Mamoré Railroad over the years, most barely scratch the surface of this incredible story. Of particular import in Tracks in the Amazon are the photographs—which until now have rarely been seen—taken by Dana Merrill, a New York photographer hired to document the construction of the railroad. It also includes reproductions of the Porto Velho Marconigram, an English-language newspaper written for and by the American expatriates who lived in the construction headquarters at Porto Velho. Because this unique railroad traversed the densest tropical jungle on earth, more than 10,000 workers lost their lives laying the first five miles of track. The images and descriptions of the life of the workers on the railroad illustrate the challenges of working in the jungles—the unforgiving climate, malaria and yellow feverbearing mosquitoes, and the threat of wild animals—which made conditions for the workers next to impossible.

Finalist for the International Latino Book Awards: Best Book in Nonfiction in Portuguese.