Which of the following is NOT true of railroads during the late nineteenth century
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journal article Show The Economic History Review Vol. 25, No. 3 (Aug., 1972) , pp. 471-488 (18 pages) Published By: Wiley https://doi.org/10.2307/2593433 https://www.jstor.org/stable/2593433 Journal Information The Economic History Review publishes articles based on original research on all aspects of economic and social history. The Review is edited on behalf of the Economic History Society by leading scholars. It has been published since 1927 and is one of the world's leading journals in the field. The Review welcomes contributions based on the full range of methodological approaches used by economic and social historians and is pleased to publish high quality research on the economic and social history of any area of the world. The emphasis is on broad coverage of themes of economic and social change, including their intellectual, political and cultural implications. In addition to regular papers, some issues contain contributions to a series of 'Surveys and Speculations' which are more reflective survey articles. For many years past a comprehensive annual list of publications on the economic and social history of Great Britain and Ireland has been published. Each issue also contains a substantial number of book reviews. JSTOR provides a digital archive of the print version of Economic History Review. The electronic version of Economic History Review is available at http://www.interscience.wiley.com. Authorized users may be able to access the full text articles at this site. Publisher Information Wiley is a global provider of content and content-enabled workflow solutions in areas of scientific, technical, medical, and scholarly research; professional development; and education. Our core businesses produce scientific, technical, medical, and scholarly journals, reference works, books, database services, and advertising; professional books, subscription products, certification and training services and online applications; and education content and services including integrated online teaching and learning resources for undergraduate and graduate students and lifelong learners. Founded in 1807, John Wiley & Sons, Inc. has been a valued source of information and understanding for more than 200 years, helping people around the world meet their needs and fulfill their aspirations. Wiley has published the works of more than 450 Nobel laureates in all categories: Literature, Economics, Physiology or Medicine, Physics, Chemistry, and Peace. Wiley has partnerships with many of the world’s leading societies and publishes over 1,500 peer-reviewed journals and 1,500+ new books annually in print and online, as well as databases, major reference works and laboratory protocols in STMS subjects. With a growing open access offering, Wiley is committed to the widest possible dissemination of and access to the content we publish and supports all sustainable models of access. Our online platform, Wiley Online Library (wileyonlinelibrary.com) is one of the world’s most extensive multidisciplinary collections of online resources, covering life, health, social and physical sciences, and humanities. Rights & Usage This item is part of a JSTOR Collection.
Under a Creative Commons license Open access AbstractRailways transformed inland transport during the nineteenth century. In this paper, we study how railways led to local population change and divergence in England and Wales as it underwent dramatic urbanization. We make use of detailed data on railway stations, population, and occupational structure in more than 9000 spatial units. A network of least cost paths based on major towns and the length of the 1851 rail network is also created to address endogeneity. Our instrumental variable estimates show that having a railway station in a locality by 1851 led to significantly higher population growth from 1851 to 1891 and shifted the male occupational structure out of agriculture. Moreover, we estimate that having stations increased population growth more if localities had greater initial population density and for those 3–15 km from stations, they had less growth compared to localities more distant from stations. Overall, we find that railways reinforced the population hierarchy of the early nineteenth century and contributed to further spatial divergence. Their implications for the geographic distribution of population were large. KeywordsUrbanization Railways Transport Reorganization Divergence Population change Occupational structure Cited by (0)© 2021 The Author(s). Published by Elsevier Inc. What were the major impacts of railroads in the late 19th century?The railroad opened the way for the settlement of the West, provided new economic opportunities, stimulated the development of town and communities, and generally tied the country together.
Which statement is not true about the development of railroads in the first half of the 19th century?Which of the following is not true about the development of railroads in the first half of the nineteenth century? Railroad companies could never agree to use the same gauge - the space between the rails.
What were all 19th century railroads powered by?In America during the 19th century, the invention of the steam engine dramatically improved shipping by water and created a new transportation industry—the railroad. By the end of the century, some steam locomotives began to be powered by electricity.
How did the growth of the railroads affect the economy?Railroads became a major industry, stimulating other heavy industries such as iron and steel production. These advances in travel and transport helped drive settlement in the western regions of North America and were integral to the nation's industrialization.
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