The Buffalo Central Terminal and Economic Development

BCT was completed in 1929 by New York Central Railroad, shortly before the stock market crash leading to the Great Depression. Between 1929 and 1933 the railroads’ gross operating and net revenues fell; costs dramatically increased while passenger’s disposable incomes decreased. The railroads were responsible for their own maintenance and capital improvements, while the Federal Government was actively subsidizing auto, bus and air travel. In addition, taxes paid by the railroads to federal, state and municipal governments were being used to pay for their competitors’ infrastructure. The U.S.’s entry into World War II brought an increase in freight and passenger rail traffic because rails were an effective way to move war goods and there were gasoline rations as well as rubber and metal shortages. While the railroads were now increasing income like never before, they were stretched near to capacity in addition to the fact that resources were not available to maintain the trains (materials were being used to manufacture war goods). Once the war ended, the railroads’ freight and passenger traffic once again declined

Determinants of Railroad Capital Structure, 1830-1885

U.S. Railroads suffered repeated financial crises in the 19th and 20th Centuries. These crises were caused by a combination of high debt levels and strongly procyclical revenues and profits. Given the inherent instability of profits, why did railroads depend primarily on debt to finance their initial growth? I find that, over 1830-1885, railroads faced significant agency and control problems, which were partially mitigated by the use of debt. Around 1885, new developments reinforced the initial tendency towards debt-heavy capital structures.

Update : Progress of Southeast rail corridor

Railroads

Raise the roof: Tunnel clearance could open access to Southern West Virginia

Railroads ; Federal Reserve District, 5th

Competition at work : railroads vs. monopoly in the U.S. shipping industry

This study primarily establishes two things: (1) that monopoly has been pervasive in the U.S. water transportation industry in both the 19th and 20th centuries and has led to prices above competitive levels and the adoption of inefficient technologies and (2) that the competition of railroads has greatly weakened this monopolistic tendency, leading to lower water transport prices and fewer inefficient technologies. The study establishes these points using standard economic theory and extensive historical U.S. data on the behavior of unions and shipping companies. These gains from competition have been ignored by researchers studying the contribution of railroads to U.S. economic growth. Researchers have assumed that if railroads had not been developed, the long-distance transportation industry would have been competitive. This study shows that it would not have been. The quantitative estimates of previous studies thus are likely to have significantly understated the gains from the development of railroads.Transportation ; Monopolies

Dakota, Minnesota and Eastern Railroad: 1997

Approximately twenty-five years ago, a majority of the railroads in the industry were either in or near bankruptcy. As a partial cure, a series of federal and state legislation was enacted which freed the industry from archaic laws passed in the days railroads enjoyed a virtual monopoly in U.S. transportation. One of the outcomes of this new legislation was the freedom granted major railroads to abandon or sell off excess trackage to entrepreneurs. The Dakota Minnesota & Eastern (DM&E) is a regional railroad that was spun off from the Chicago and North Western(C&NW) Railroad in 1986 and purchased by a group of entrepreneurs. The railroad’s mainline extends from the Mississippi River at Winona, Minnesota across southern Minnesota and central South Dakota to Rapid City. In 1996, the DM&E acquired more than 200 miles of track from Union Pacific Railroad, extending from Colony, Wyoming through Rapid City to Crawford, Nebraska. Grain currently accounts for more than 40 percent of the railroad’s 60,000 annual carloadings, which have increased more than 40 percent since 1987—DM&E’s first full year of operation. The DM&E began operations with 130 employees, 37 locomotives and no freight cars. The DM&E now employs 350 people, and owns or leases 70 locomotives and almost 30,000 freight cars. The case traces DM&E’s first eleven years of operations from its chaotic beginnings to its development as a profitable railroad, to its recent apparent unraveling. (Contact author for a copy of the complete report.)Strategic Mgmt, Regional Railroads

End of the line: Railroads in Chile

Between 1860 and 1950, railroads in Chile were synonym of modernization, integration, and economic development. By the 1970s railroads were bankrupt and socially discredited, surviving out of government subsidies. By 2000, passenger services had disappeared but private sector freight operations were revitalized after swift reforms. We review the Chilean reforms and experience, focusing on regulation, public sector involvement and political interference, market entry, vertical integration, and externalities. Perhaps uniquely, two different forms of private sector participation in freight operations emerge after reforms: a vertically integrated, privatized railroad and a state-owned, open-access, concession system.Railways, divestiture, regulation, industrial organization

The Rise and Fall of Bank Control in the United States: 1890-1939

This article studies how equity ownership and corporate control were separated in the United States. Initially, railroads and industrial firms were tightly controlled by a few shareholders; this situation was altered in the 1890s by massive mergers and reorganizations, which allowed private banks to control railroads and industrial firms. Between 1912 and 1939, bank control faded away as a result of a political reaction against financial institutions. Using stock market data from 1914, I show that the eviction of banks from corporate boards depressed firm values by about 7 percent, and that part of this value came from cartelization.