Quotulatiousness

April 27, 2023

QotD: The unexpected sources of musical innovation

Filed under: History, Media, Quotations, USA — Tags: , , , , — Nicholas @ 01:00

First, I need to provide some background on the sources of musical innovation. Over the course of three decades of research into this matter, I kept encountering new styles of song emerging in unexpected places — but these locations always had something in common.

These epicenters of musical innovation are always densely populated cities where different cultures meet and mingle, sharing their distinctive songs and ways of life. This intermixing results in surprising hybrids — new ways of making music that nobody can foresee until it actually happens in this hothouse environment.

New Orleans provides a great example. Around the time jazz originated in New Orleans, it was the most diverse city in the world — an intense intermixing of French, Spanish, African, Caribbean, Latin American, and other cultures. And the mixture was enhanced by the huge number of travelers and traders who came to the region because of the prominence of the Mississippi River as a business and distribution hub.

Here’s how I described this process in the appendix to my book Music: A Subversive History, where I shared 40 precepts on the evolution of human songs.

I wish I had time to defend these assertions here with empirical evidence. But we don’t have the space to do that. Let me say, however, that these statements are amply documented and supported with dozens of examples and case studies in the course of that book.

Ted Gioia, “The Most Important City in the History of Music Isn’t What You Think It Is”, The Honest Broker, 2023-01-26.

February 21, 2023

Medieval Mardi Gras

Tasting History with Max Miller
Published 22 Feb 2022
(more…)

January 9, 2023

QotD: Property is theft

Filed under: Law, Liberty, Quotations, USA — Tags: , , , — Nicholas @ 01:00

The French socialist philosopher who was much ridiculed by Marx as a sentimental petit-bourgeois moralist, Pierre-Joseph Proudhon, is now remembered mainly for his aphorism, so good that he repeated it many times, “Property is theft”. But in the wake of Hurricane Katrina, the reverse of this celebrated but preposterous dictum has actually become true: Theft is property.

Pictures of the looting that followed the devastation in New Orleans have been flashed around the world. Everyone is, or at least pretends to be, shocked and horrified, as if the breakdown of law and order couldn’t happen here, wherever here happens to be. Smugness is, after all, one of the most pleasant of feelings; but for myself, I have very little doubt that it could, and would, happen where I live, in Britain, under the same or similar conditions. New Orleans shows us in the starkest possible way the reality of the thin blue line that protects us from barbarism and mob rule.

Of course, an unknown proportion of the looting must have arisen from genuine need and desperation. Who among us would not help himself to food and water if he and his family were hungry and thirsty, and there were no other source of such essentials to hand?

But the pictures that have been printed in the world’s newspapers are not those of people maddened by hunger and thirst, but those of people wading through water clutching boxes of goods that are clearly not for immediate consumption. There are pictures of people standing outside stores, apparently discussing what to take and how to transport it, and of men loading the trunks of cars with a dozen cartons of nonessentials. They are thinking ahead, to when the normal economy reestablishes itself, and the goods that they have stolen will have a monetary value once more.

Theodore Dalrymple, “The Veneer of Civilization”, Manhattan Institute, 2005-09-26.

July 24, 2021

Fighting for Freedom: The Weapons and Strategies of the 1811 Slave Revolt (feat. InRangeTV)

Filed under: Americas, History, USA — Tags: , , , , — Nicholas @ 06:00

Atun-Shei Films
Published 22 Jul 2021

I highly recommend visiting the 1811 Kid Ory Historic House during your next trip to the New Orleans area! https://www.1811kidoryhistorichouse.com/

Karl from @InRangeTV was recently in town, and we visited the plantation house where the 1811 Slave Revolt began. In this video, we examine the uprising primarily from a military perspective, discussing the weaponry the enslaved army used, the tactics they employed, and the likelihood of the rebels’ long-term success if their battle with the local planter militia had gone a little bit differently.

The 1811 Revolt, despite being the largest rebellion of enslaved people in American history, has not been the subject of much scholarship, and in many ways is still poorly understood. Regardless, we were surprised how much our visit forced us to rethink the conventional historical narrative. In Karl’s companion video, we discuss alternative perspectives of the revolt and speculate about what truths may have been lost to history. Watch Karl’s video [embedded below].

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~FURTHER READING/VIEWING~

Daniel Rasmussen. American Uprising: The Untold Story of America’s Largest Slave Revolt (2011). Harper Perennial

“Freedom or Death: The Louisiana Slave Revolt of 1811” (2019). Atun-Shei Films https://youtu.be/1zUPNtP3Yn0

“Creoles, Kaintucks, and the Culture War of Early New Orleans” (2020). Atun-Shei Films https://youtu.be/i0mDwK47Qq0

1811 Slave Revolt – An Alternative Perspective (feat. Atun-Shei)

InRangeTV
Published 22 Jul 2021

InRange is entirely viewer supported:
https://www.patreon.com/inrangetv

First off, I must give very special thanks to John McCusker for his gracious hospitality for allowing us to film, as well as for his research and candid approach to the history, and the social ramifications of this topic that resonate still to this day.

If you’re in New Orleans, or visiting, make sure you take time to go see the 1811 Kid Ory House and say hi to John from InRange & Atun-Shei:
https://www.1811kidoryhistorichouse.com/

On one of my more recent trips to New Orleans, I got together with Atun-Shei and we visited the Andry plantation house where the 1811 Slave Revolt began. In this video, we re-examine the uprising with fresh perspectives on what actually may have happened and contrast it to the relatively tiny amount of academic research done in relation to the actual significance of this important American revolt for freedom.

The 1811 Revolt, despite being the largest rebellion of enslaved people in American history, has not been the source of much scholarship, and in many ways is still poorly understood. Regardless, we were surprised how much our visit forced us to rethink the conventional historical narrative. In Atun-Shei’s companion video, we examine the uprising primarily from a military perspective, discussing the weaponry the rebels used, the tactics they employed, and the likelihood of the rebels’ long-term success if their battle with the local planter militia had gone a little bit differently.

~FURTHER READING/VIEWING~

Daniel Rasmussen.
American Uprising: The Untold Story of America’s Largest Slave Revolt (2011). Harper Perennial

July 8, 2021

Fallen Flag — the Illinois Central Railroad

Filed under: History, Railways, USA — Tags: , , , , — Nicholas @ 03:00

Illinois Central Herald from a 1937 Passenger timetable.

This month’s Classic Trains fallen flag feature is the Illinois Central Railroad by George Drury. Of course, to non-railfans, the line is almost certainly best known from Steve Goodman’s melancholy masterpiece “The City of New Orleans“, which was covered by Arlo Guthrie (and was his only top-40 hit). It was certainly the first time I remember hearing the name of the railroad, as the Guthrie version was in regular rotation on Toronto-area radio stations in the early 1970s. If you’re interested in the genesis of the song, there’s a September 2017 Trains article by Craig Sanders, but it’s paywalled unless you’re a subscriber to Kalmbach’s “trains.com Unlimited”. And there’s a grainy live performance by Goodman at the Capitol Theatre in Passaic, N.J. in 1976 here.

The IC (nicknamed the “Main Line of Mid-America”) was originally incorporated in 1836 to build a rail connection from Cairo to Galena with a branch to Chicago, but didn’t receive federal support until 1850 and the company was finally granted a charter in 1851. The IC was the first “land grant” railroad in the United States, and prominent Illinois politicians were deeply involved in the railroad (Senator Stephen Douglas and future President Abraham Lincoln). The line was completed in 1856 and the “branch” to Chicago rapidly became the busiest portion of the line. After the Civil War, the IC expanded out of Illinois into Iowa and then by acquisition and consolidation eventually reached Louisville, Kentucky and New Orleans, Louisiana with many branches and secondary lines throughout the eastern half of the Mississippi valley. In the 1880s, the IC also expanded north and west, reaching locations in Wisconsin, South Dakota, and Nebraska by the end of the century.

During the 1880s, the IC came under the control of E.H. Harriman and as a result were one of the railroads that were involved in the union actions that ran from 1911 until 1915. The IC and the other Harriman-controlled railways had existing contracts with the individual trade unions representing workers on each line, but the unions hoped to force the railways to recognize a “System Federation” of the separate unions that would negotiate as a single unit. The IC refused and hired strikebreakers to fill the positions vacated by striking union members — including many African-American men who would not normally have been allowed to work in those positions on southern railways. Sporadic violence in 1911 and 1912 resulted in the deaths of at least 12 men and 30 others were killed in a steam locomotive boiler explosion in San Antonio, Texas. It was generally seen as a failure by mid-1912, but the strike didn’t formally end until 1915. The unions tried again in 1922 in the Great Railroad Strike, which was an even larger attempt by the unions to operate as a single bargaining unit, and another ten people were killed during the conflict but it lasted only a couple of months and failed to achieve its aims.

Although the major portions of the system were in place by World War 1, there were some additional lines added through to the 1960s, merging or acquiring control of lines like the Yazoo & Mississippi Valley, the Gulf & Ship Island, the Chicago, St. Louis & New Orleans, the Alabama & Vicksburg, and the Vicksburg, Shreveport & Pacific. George Drury picks up the story in mid-century:

In the 1950s and early ’60s IC purchased several short lines: former interurban Waterloo, Cedar Falls & Northern (jointly with the Rock Island through a new subsidiary, Waterloo Railroad); Tremont & Gulf in Louisiana; Peabody Short Line, a coal-hauler at East St. Louis, Ill.; and Louisiana Midland.

In 1968 Illinois Central acquired the western third — Nashville to Hopkinsville, Ky. — of the Tennessee Central when that financially ailing line was split among IC, Louisville & Nashville, and Southern.

Illinois Central Gulf

Illinois Central and parallel Gulf, Mobile & Ohio merged on August 10, 1972, to create the Illinois Central Gulf Railroad, a wholly owned subsidiary of Illinois Central Industries. GM&O was a likely merger partner for Illinois Central, as it was a north-south railroad through much the same area as IC. As part of the merger, ICG took over three Mississippi lines: Bonhomie & Hattiesburg Southern; Columbus & Greenville; and Fernwood, Columbia & Gulf.

The north-south lines of ICG’s map resembled an hourglass. Driving across Mississippi or Illinois from east to west, you could encounter as many as eight ICG lines. The former IC system converged at Fulton, Ky., and the former GM&O main line was less than 10 miles west of Fulton at Cayce.

[…]

On Feb. 29, 1988, the railroad changed its name back to Illinois Central, having divested itself of nearly all the former GM&O routes it acquired in 1972, when it added “Gulf” to its name. At the end of 1988 the Whitman Corp. (formerly IC Industries) spun off the railroad, which then dropped “Gulf” from the name, and in August 1989 control of the railroad was gained by the Prospect Group, which formerly controlled spinoff MidSouth Rail.

IC managers eventually turned their eyes west, to the Chicago, Central & Pacific, which it had sold in 1985. It saw CC&P’s route as a source of grain traffic and perhaps a way to get some of the coal moving east from Wyoming. In June 1996 IC purchased the CC&P. The line remains active.

In February 1998 Canadian National Railway agreed to purchase the IC, creating a 19,000-mile railroad. CN absorbed IC in July 1999, and IC lost its own identity within the CN system.

The Illinois Central’s City of New Orleans at Kankakee, Illinois in August, 1964. The train is led by EMD E7 #4017.
Photo by Lawrence and David Barera via Wikimedia Commons.

April 16, 2021

Following Bienville: The Founding of New Orleans

Filed under: France, History, Humour, USA — Tags: , , , — Nicholas @ 06:00

Atun-Shei Films
Published 15 Apr 2021

The origin story of New Orleans is a tale of rampant corruption, unchecked greed, fiendish vice, and gross incompetence – not much has changed!

Join me on an epic journey of discovery as I trace the route of the first French explorers to this area by paddling down Bayou St. John and walking overland to the French Quarter, exploring the geography and history of the city along the way.

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Maps by Carl Churchill ► https://twitter.com/Cchurchili​
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~REFERENCES~

[1] B.F. French. Historical Collections of Louisiana and Florida, Including Translations of Original Manuscripts Relating to Their Discovery and Settlement (1875). Albert Mason, Page 24-25

[2] Lawrence N. Powell. The Accidental City: Improvising New Orleans (2012). Harvard University Press, Page 11-15

[3] Philomena Hauck. Bienville: Father of Louisiana (1998). Center for Louisiana Studies, University of Louisiana at Lafayette, Page 12-13

[4] Richard Campanella. “Link to the Past: From French Colonists to the Beginnings of Jazz, Spanish Fort Traces its History Across Three Centuries” (2019). Times Picayune/New Orleans Advocate https://richcampanella.com/wp-content…

[5] Hauck, Page 23-25

[6] Hauck, Page 6

[7] Hauck, Page 44-57

[8] Powell, Page 25-32

[9] Richard Campanella. Bienville’s Dilemma: A Historical Geography of New Orleans (2008). Center for Louisiana Studies, University of Louisiana at Lafayette, Page 109-110

[10] Campanella, Page 77-78

[11] Andrea P. White. “Archaeology of the New Orleans Area.” 64Parishes https://64parishes.org/entry/archaeol…​

[12] Campanella, Page 111

[13] Powell, Page 43-51

[14] Powell, Page 68-73

[15] Karen Ordahl Kupperman. A True and Exact History of the Island of Barbados by Richard Ligon (2011). Hackett Publishing Company, Page 19

[16] Hauck, Page 89

[17] Powell, Page 56-58

February 27, 2021

Q&A: Shooting the $ɦ!☦ with InRangeTV

Filed under: Food, History, USA — Tags: , , , , , — Nicholas @ 04:00

Atun-Shei Films
Published 26 Feb 2021

See the rest of our conversation over on Karl’s channel ► https://youtu.be/3sgc0BckrB8​

Atun-Shei and InRange finally got together for a chat! In this video we answer questions from our generous patrons, discussing New Orleans culture, Creole food, the gunfight at the OK Corral, urban life in the ancient world, Confederate monuments, historical justifications for slavery, Louisiana Voodoo, Cajun French, Ron Maxwell movies, and the importance of compassion and empathy.

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February 19, 2021

Freddie DeBoer’s arguments against successful charter schools

Filed under: Books, Education, USA — Tags: , , , , — Nicholas @ 03:00

Scott Alexander’s extensive review of Freddie DeBoer’s book The Cult of Smart includes this discussion of DeBoer’s belief that American charter schools are fraudulent and only manage their headline-worthy educational outcomes by “cooking the books”:

I think DeBoer would argue he’s not against improving schools. He just thinks all attempts to do it so far have been crooks and liars pillaging the commons, so much so that we need a moratorium on this kind of thing until we can figure out what’s going on. But I’m worried that his arguments against existing school reform are in some cases kind of weak.

DeBoer does make things hard for himself by focusing on two of the most successful charter school experiments. If he’d been a little less honest, he could have passed over these and instead mentioned the many charter schools that fail, or just sort of plod onward doing about as well as public schools do. I think the closest thing to a consensus right now is that most charter schools do about the same as public schools for white/advantaged students, and slightly better than public schools for minority/disadvantaged students. But DeBoer very virtuously thinks it’s important to confront his opponents’ strongest cases, so these are the ones I’ll focus on here.

Success Academy is a chain of New York charter schools with superficially amazing results. They take the worst-off students — “76% of students are less advantaged and 94% are minorities” — and achieve results better than the ritziest schools in the best neighborhoods — it ranked “in the top 1% of New York state schools in math, and in the top 3% for reading” — while spending “as much as $3000 to $4000 less per child per year than their public school counterparts.” Its supporters credit it with showing “what you can accomplish when you are free from the regulations and mindsets that have taken over education, and do things in a different way.”

DeBoer will have none of it. He thinks they’re cooking the books by kicking out lower-performing students in a way public schools can’t do, leaving them with a student body heavily-selected for intelligence. Any remaining advantage is due to “teacher tourism”, where ultra-bright Ivy League grads who want a “taste of the real world” go to teach at private schools for a year or two before going into their permanent career as consultants or something. This would work — many studies show that smarter teachers make students learn more (though this specifically means high-IQ teachers; making teachers get more credentials has no effect). But it doesn’t scale (there are only so many Ivy League grads willing to accept low salaries for a year or two in order to have a fun time teaching children), and it only works in places like New York (Ivy League grads would not go to North Dakota no matter how fun a time they were promised).

I’m not sure I share this perspective. Success Academy isn’t just cooking the books — you would test for that using a randomized trial with intention-to-treat analysis. The one that I found is small-n, short timescale, and a little ambiguous, but I think basically supports the contention that there’s something there beyond selection bias. Teacher tourism might be a factor, but hardly justifies DeBoer’s “charter schools are frauds, shut them down” perspective. Even if Success Academy’s results are 100% because of teacher tourism, they found a way to educate thousands of extremely disadvantaged minority kids to a very high standard at low cost, a way public schools had previously failed to exploit. That’s not “cheating”, it’s something exciting that we should celebrate. If it doesn’t scale, it doesn’t scale, but maybe the same search process that found this particular way can also find other ways? Surely it doesn’t seem like the obvious next step is to ban anyone else from even trying?

And we only have DeBoer’s assumption that all of this is teacher tourism. Success Academy itself claims that they have lots of innovative teaching methods and a different administrative culture. If this explains even 10% of their results, spreading it to other schools would be enough to make the US rocket up the PISA rankings and become an unparalleled educational powerhouse. I’m not claiming to know for sure that this is true, but not even being curious about this seems sort of weird; wanting to ban stuff like Success Academy so nobody can ever study it again doubly so.

DeBoer’s second tough example is New Orleans. Hurricane Katrina destroyed most of their schools, forcing the city to redesign their education system from the ground up. They decided to go a 100% charter school route, and it seemed to be very successful. Unlike Success Academy, this can’t be selection bias (it was every student in the city), and you can’t argue it doesn’t scale (it scaled to an entire city!). But DeBoer writes:

    After Hurricane Katrina, the neoliberal powers that be took advantage of a crisis (as they always do) to enforce their agenda. The schools in New Orleans were transformed into a 100% charter system, and reformers were quick to crow about improved test scores, the only metric for success they recognize. Whether these gains stand up to scrutiny is debatable. But even if these results hold, the notion of using New Orleans as a model for other school districts is absurd on its face. When we make policy decisions, we want to isolate variables and compare like with like, to whatever degree possible. The story of New Orleans makes this impossible. Katrina changed everything in the city, where 100,000 of the city’s poorest residents were permanently displaced. The civic architecture of the city was entirely rebuilt. Billions of dollars of public and private money poured in. An army of do-gooders arrived to try to save the city, willing to work for lower wages than they would ordinarily accept. How could these massive overall social changes possibly be replicated elsewhere? And how could we have any faith that adopting the New Orleans schooling system — without the massive civic overhaul — would replicate the supposed advantages?

These are good points, and I would accept them from anyone other than DeBoer, who will go on to say in a few chapters that the solution to our education issues is a Marxist revolution that overthrows capitalism and dispenses with the very concept of economic value. If he’s willing to accept a massive overhaul of everything, that’s failed every time it’s tried, why not accept a much smaller overhaul-of-everything, that’s succeeded at least once? There are plenty of billionaires willing to pour fortunes into reforming various cities — DeBoer will go on to criticize them as deluded do-gooders a few chapters later. If billions of dollars plus a serious commitment to ground-up reform are what we need, let’s just spend billions of dollars and have a serious commitment to ground-up reform! If more hurricanes is what it takes to fix education, I’m willing to do my part by leaving my air conditioner on “high” all the time.

October 29, 2020

The Curse of the Mad Butcher: A New Orleans Folktale

Filed under: History, USA — Tags: , , , — Nicholas @ 02:00

Atun-Shei Films
Published 22 Oct 2019

Spooky season is upon us, and leading up to Halloween, I’ll be sharing with you “true” New Orleans folktales and ghost stories popular among our city’s ghost tour guides. The 700 block of Ursulines Avenue in the French Quarter would be completely unremarkable… if not for the three eerily similar murders that have been committed there over the last 120 years.

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October 25, 2020

The Crimes of Madame Delphine LaLaurie: The Truth Behind the Legends

Filed under: History, USA — Tags: , , , , — Nicholas @ 02:00

Atun-Shei Films
Published 16 Dec 2019

Madame Delphine LaLaurie, New Orleans’ most reviled serial killer, has become world famous thanks to American Horror Story and the wildly popular French Quarter ghost tour industry. The story of this deranged socialite who tortured, mutilated, and murdered her slaves has lost none of its horrifying bite, and the supposedly haunted mansion where her home once stood has become a major tourist attraction. Despite its popularity (or perhaps because of it), this story is steeped in legend and folklore. Most online sources about LaLaurie’s crimes are outdated, wrong, or both. In this video I attempt to separate the truth from the myth, and tell a purely historical account of the crimes of Delphine LaLaurie.

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October 24, 2020

The LaLaurie Mansion: A New Orleans Ghost Story

Filed under: History, USA — Tags: , , , , — Nicholas @ 02:00

Atun-Shei Films
Published 25 Mar 2019

Thought I’d try something different with this video. This is the story of famous serial killer Delphine LaLaurie and her allegedly haunted mansion.

Sorry for the background noises… such are the pitfalls of filming in the French Quarter.

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September 30, 2020

New Orleans History 101

Atun-Shei Films
Published 2 Apr 2019

A brief crash course in the history of the city, from the founding in 1718 to the 20th century.

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September 14, 2020

That Time the Ladies of New Orleans Peed on Union Soldiers

Filed under: History, Humour, Military, USA — Tags: , , , — Nicholas @ 02:00

Atun-Shei Films
Published 24 Sep 2019

In 1862, shortly after the capture of New Orleans by Union forces during the Civil War, General Benjamin “the Beast” Butler issued the infamous “woman order” because the wealthy ladies of the city wouldn’t stop dumping pee on his men.

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August 22, 2020

Creoles, Kaintucks, and the Culture War of Early New Orleans (feat. The Cynical Historian)

Filed under: Americas, France, History, Humour, USA — Tags: , , , , , — Nicholas @ 06:00

Atun-Shei Films
Published 21 Aug 2020

For #ProjectFrance, I collaborated with @The Cynical Historian to teach y’all about the cosmopolitan cultural exchange between revolutionary France and a country called the United States of America in the late 18th and early 19th century. In this video, I discuss the contentious relationship between Anglo-Americans and French Creoles in New Orleans in the years after the Louisiana Purchase.

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#NewOrleans #History

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~REFERENCES~

[1] Lo Faber. “Anglo-Americans” (2018). 64Parishes https://64parishes.org/entry/anglo-am…

[2] Richard Campanella. Bienville’s Dilemma: A Historical Geography of New Orleans (2008). University of Louisiana at Lafayette, Page 170-171

[3] Peter J. Kastor. “Louisiana Purchase and Territorial Period” (2018). 64Parishes https://64parishes.org/entry/louisian…

[4] Daniel Rasmussen. American Uprising: The Untold Story of America’s Largest Slave Revolt (2011). Harper Perennial, Page 16

[5] Kimberly S. Hanger. Bounded Lives, Bounded Places: Free Black Society in Colonial New Orleans, 1769-1803 (1997). Duke University Press, Page 54-56

[6] Mary Gehman. The Free People of Color of New Orleans (2009). Sheridan Books, Page 49-51

[7] Rasmussen, Page 159-163

June 4, 2020

Fallen flag — the Texas & Pacific Railway

Filed under: Business, History, Railways, USA — Tags: , , , , — Nicholas @ 05:00

This month’s fallen flag article for Classic Trains is the story of the Texas & Pacific Railway by J. Parker Lamb:

Decorative ticket cover for a Texas & Pacific passenger train. T&P passenger trains were called “Eagles”, as in the Texas Eagle.
Image via Wikimedia Commons.

What grew to become the 20th century’s Texas & Pacific Railway sprouted from some of Texas’s earliest railroads. The Lone Star State’s pre-Civil War network included 11 operating companies. One of the earliest was the Texas Western Railroad, chartered in 1850 and soon renamed Vicksburg & El Paso. In 1856 its name changed again, to Southern Pacific Railroad Company. Of course, this SP had no relation to the Southern Pacific incorporated in 1865 in California, although the convoluted histories of their successors later would intersect.

Backers of this railroad envisioned it as part of a southern transcontinental route from the Mississippi River to San Diego. By 1860, construction of 27 miles was completed between Waskom, on the Louisiana border, and Marshall. The eastern connection was planned as the Vicksburg, Shreveport & Pacific, which already stretched from Waskom across Louisiana to the west bank of the Mississippi at Vicksburg (later part of Illinois Central, it is now part of Kansas City Southern’s “Meridian Speedway”).

The Memphis, El Paso & Pacific, chartered in 1856, planned to start at the Red River near Texarkana and build to a connection with the SP near Dallas, thereby bringing Midwestern traffic into the transcontinental route. Little progress was made before the Civil War, however, with only 5 miles of track built, near Jefferson.

Within a decade after the war, these two lines would be fused into one company. In 1870 the Memphis road was renamed Southern Transcontinental Railroad, and in 1872 Congress issued a charter for the Texas & Pacific Railway, which soon acquired both the ST and SP. The new charter approved a route from Marshall to El Paso and San Diego, and required 100 consecutive miles of construction by 1882. Backers hired Gen. Grenville Dodge, who had been chief engineer of Union Pacific’s recently completed transcontinental line to Utah.

The route of the Texas & Pacific from the back of a ticket.
Image via Wikimedia Commons.

In 1880, the infamous “Robber Baron” Jay Gould joined the board and quickly became the president, and the T&P became a key part of his corporate empire (he already controlled the Union Pacific after 1873 and the Missouri Pacific from 1879):

“Jay Gould’s Private Bowling Alley.” Financier and stock speculator Jay Gould is depicted on Wall Street, using bowling balls titled “trickery,” “false reports,” “private press” and “general unscrupulousness” to knock down bowling pins labeled as “operator,” “broker,” “banker,” “inexperienced investor,” etc. A slate shows Gould’s controlling holdings in various corporations, including Western Union, Missouri Pacific Railroad, and the Wabash Railroad.
From the cover of Puck magazine Vol. XI, No 264 via Wikimedia Commons.

Meantime, Gould directed Chief Engineer Dodge to begin an all-out effort to lay rails through the vast and nearly uninhabited desert of west Texas. Construction crews reached Big Spring, 267 miles, in April 1881 and Sierra Blanca (522) on December 16, 1881. However, it was at Sierra Blanca where Gould’s dream of a transcontinental railroad evaporated. He had been bested by Collis P. Huntington, another determined and ruthless railroad tycoon. Huntington’s eastward construction crews had passed through Sierra Blanca three weeks earlier, on November 25, en route to their own “last spike” ceremony of the Sunset Route at the Pecos River (west of Del Rio) in January 1883.

Under the banner of the Galveston, Harrisburg & San Antonio, controlled by Huntington and T. W. Pierce, construction crews had left El Paso in June 1881. When it was clear that Huntington was winning the race for a transcontinental line, a series of court battles ensued, followed by nefarious delaying tactics (including sabotage) by each construction crew, and finally by personal negotiation between the two principals. Gould’s legal case was based on T&P’s 1870 charter to build to San Diego, whereas Huntington’s Southern Pacific charter allowed him to meet the T&P at the Colorado River (between California and Arizona).

Wikipedia provides this sketch of Gould’s railway activities after his involvement in the Erie War:

After being forced out of the Erie Railroad, Gould started to build up a system of railroads in the midwest and west. He took control of the Union Pacific in 1873 when its stock was depressed by the Panic of 1873, and he built a viable railroad that depended on shipments from farmers and ranchers. He immersed himself in every operational and financial detail of the Union Pacific system, building an encyclopedic knowledge and acting decisively to shape its destiny. Biographer Maury Klein states that “he revised its financial structure, waged its competitive struggles, captained its political battles, revamped its administration, formulated its rate policies, and promoted the development of resources along its lines.”

By 1879, Gould gained control of three more important western railroads, including the Missouri Pacific Railroad. He controlled 10,000 miles (16,000 km) of railway, about one-ninth of the rail in the United States at that time, and he had controlling interest in 15 percent of the country’s railway tracks by 1882. The railroads were making profits and set their own rates, and his wealth increased dramatically. He withdrew from management of the Union Pacific in 1883 amid political controversy over its debts to the federal government, but he realized a large profit for himself. He obtained a controlling interest in the Western Union telegraph company and in the elevated railways in New York City after 1881. In 1889, he organized the Terminal Railroad Association of St. Louis which acquired a bottleneck in east–west railroad traffic at St. Louis, but the government brought an antitrust suit to eliminate the bottleneck control after Gould died.

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