Christian Wolmar Blood, Iron,

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.28 George Tabor, The Cape to Cairo Railway and River Routes, p.150.29 From his journal, quoted in George Tabor, The Cape to Cairo Railway and River Routes, p.175.30 Now in the Democratic Republic of Congo.31 Now Ilebo.32 Now Shaba.33 Then Portuguese East Africa.34 Although it was not until a battle further south in November 1899 at Umm Diwaykarat that the Mahdi’s forces were finally defeated.35 About which he wrote a book, The River War: An Historical Account of the Reconquest of the Sudan, Longmans, Green & Co., 1899.36 George Tabor, The Cape to Cairo Railway and River Routes, p.237.37 M.F.Hill, Permanent Way Volume II: The Story of the Tanganyika Railway, East African Railways and Harbours, 1957, p.83.38 Remarkably, he had not lost a single man to disease or hostile action.39 The distance varies according to different sources, ranging from 297 to 309 miles.40 3ft 6ins, 4ft 8½ ins and 5ft 3ins.EIGHT: The Invasion of the Railway1 These figures are taken from O.S.Nock, World Atlas of Railways.This refers to route miles rather than the length of track which, of course, would be far greater given that some railways were double tracked and huge sidings were already being built in goods yards.2 Ignoring tiny states like Gibraltar or Andorra.3 Albania did not exist as a separate state until 1912 and only built its first railway in 1947.4 As with many stories of early pioneering railways, this version of events is challenged but no coherent explanation has been given for such an odd choice of gauge.5 Not including Alaska.6 Now called states.7 From the Correio Mercantil, quoted in Pedro C.da Silva Telles, A History of Brazilian Railways, Part 1: The First Railways, translated by Dr Paul E.Waters, Waters Consulting Engineers, 1987, p.55.8 Just as with the Argentinian story relating to its adoption of 5ft 6ins, this tale has also been challenged and historians of the Brazilian railway confess to be uncertain of the reason for using 5ft 3ins.9 Later called the Santos a Jundiaí Railway.10 Pedro C.da Silva Telles, A History of Brazilian Railways, Part 1: The First Railways, translated by Dr Paul E.Waters, p.42.11 Indeed, a bizarre campaign has been waged by a few eccentrics in Britain for many years advocating that the railways be concreted over and used by buses and lorries, an utterly unworkable concept.12 Pedro C.da Silva Telles, A History of Brazilian Railways, Part 1: The First Railways, translated by Dr Paul E.Waters, p.56.13 Oscar Zanetti and Alejandro García, Sugar and Railroads: A Cuban History, 1837–1959, University of North Carolina Press, 1998, p.80.14 Manuel Moreno Fraginals, quoted in Oscar Zanetti and Alejandro García, Sugar and Railroads: A Cuban History, 1837–1959, p.99.15 The list is contained in John Marshall, The Guinness Book of Rail Facts and Figures, Guinness, 1975, p.71.The exceptions are Pike’s Peak on the Manitou and Pike’s Peak Railway in Colorado (14,109 feet) and the Climax Spur on the Colorado & Southern (11,465 feet).16 Brian Fawcett, Railways of the Andes, Plateway Press, 1997 (first published 1963), p.27.17 A maximum of 4.4 per cent was specified in the contract but in truth there were several stretches of 4.9 per cent.18 It stayed British for nearly a century until it was taken over by a Chilean company in 1980.19 D.Trevor Rowe, The Railways of South America, Locomotives International, 2000, p.46.20 P.M.Kalla-Bishop, Mediterranean Island Railways, David & Charles, 1970, p.97.21 Ibid., p.19.22 The towns are 268 miles apart on today’s highway.23 Quoted from The Railway Magazine, March 1898, in O.S.Nock, Railways of Asia and the Far East, Adam and Charles Black, 1998, p.148.24 Then sited further inland than today.25 Quoted in Ralph William Huenemann, The Dragon and the Iron Horse: The Economics of Railroads in China, 1876–1937, Harvard University Press, 1984, p.38.26 Ibid., p.5.27 Ibid., p.38.28 Nicholas Faith, The World the Railways Made, p.159.29 Neill Atkinson, Trainland: How Railways Made New Zealand, Random House, 2007, p.39.30 Quoted in ibid., p.30.31 Ibid., p.13.32 Ibid., p.57.NINE: The Railway Revolution1 Ernest de Selincourt (ed.), Wordsworth’s Guide to the Lakes, fifth edition (1835), Oxford University Press, 1970, p.156.2 Albro Martin, Railroads Triumphant: The Growth, Rejection and Rebirth of a Vital American Force, p.13 [ Pobierz całość w formacie PDF ]

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