The interurban is a type of electric railway, with streetcar-like light electric self-propelled railcars which run within and between cities or towns. They were prevalent in North America between 1900 and 1925 and were used for passenger travel between cities and their surrounding suburban and rural communities. Limited examples existed in Asia. Interurban as a term encompassed the companies, their infrastructure, the cars that ran on the rails; the interurban in the United States, was a valuable cultural institution. Most roads and town streets were unpaved, transportation was by horse-drawn carriages and carts; the interurban provided vital transportation links between the countryside. In 1915, 15,500 miles of interurban railways were operating in the United States. For a time, interurban railways were the fifth-largest industry in the United States. By 1930, most interurbans were gone, with few surviving into the 1950s. Oliver Jensen, author of American Heritage History of Railroads in America, commented that "...the automobile doomed the interurban whose private tax paying tracks could never compete with the highways that a generous government provided for the motorist."
The term "interurban" was coined by a state senator in Indiana. The Latin, inter urbes, means "between cities"; the interurban fit on a continuum between full-fledged railroads. George W. Hilton and John F. Due identified four characteristics of an interurban: Electric power for propulsion. Passenger service as the primary business. Equipment heavier and faster than urban streetcars. Operation on tracks in city streets, in rural areas on roadside tracks or private right-of-way; the definition of "interurban" is blurry. Some town streetcar lines evolved into interurban systems by extending streetcar track from town into the countryside to link adjacent towns together, sometimes by the acquisition of a nearby interurban system. There was a large amount of consolidation of lines following initial construction. Other interurban lines became light rail systems with no street running whatsoever, or they became freight-hauling railroads due to a progressive loss of their initial passenger service over the years.
In 1905 the United States Census Bureau defined an interurban as "a street railway having more than half its trackage outside municipal limits." It drew a distinction between "interurban" and "suburban" railroads. A suburban system was oriented toward a city center in a single urban area and served commuter traffic. A regular railroad moved riders from one city center to another city center and moved a substantial amount of freight; the typical interurban served more than one city, but it served a smaller region and made more frequent stops, it was oriented to passenger rather than freight service. The development of interurbans in the late nineteenth century resulted from the convergence of two trends: improvements in electric traction, an untapped demand for transportation in rural areas in the Midwestern United States; the 1880s saw the first successful deployments of electric traction in streetcar systems. Most of these built on the pioneering work of Frank J. Sprague, who developed an improved method for mounting an electric traction motor and using a trolley pole for pickup.
Sprague's work led to widespread acceptance of electric traction for streetcar operations and end of horse-drawn trams. The late nineteenth century United States witnessed a boom in agriculture which lasted through the First World War, but transportation in rural areas was inadequate. Conventional steam railroads made limited stops in towns; these were supplemented by horse and buggies and steamboats, both of which were slow and the latter of, restricted to navigable rivers. The increased capacity and profitability of the city street railroads offered the possibility of extending them into the countryside to reach new markets linking to other towns; the first interurban to emerge in the United States was the Newark and Granville Street Railway in Ohio, which opened in 1889. It was not a major success; the development of the automobile was in its infancy, to many investors interurbans appeared to be future of local transportation. From 1900 to 1916, a large network of interurban lines was constructed in the United States in the states of Indiana, Pennsylvania, Iowa and California.
In 1900, 2,107 miles of interurban track existed, but by 1916, this had increased to 15,580 miles, a seven-fold expansion. During this expansion, in the regions where they operated in Ohio and Indiana, "...they destroyed the local passenger service of the steam railroad." To show how exceptionally busy the interurbans radiating from Indianapolis were in 1926, the immense Indianapolis Traction Terminal scheduled 500 trains in and out daily and moved 7 million passengers that year. At their peak the interurbans were the fifth-largest industry in the United States; the fortunes of the industry declined during World War I and into the early 1920s. Many interurbans had been hastily constructed without realistic projections of income and expenses, they were financed by issuing stock and selling bonds. The sale of these financial instruments was local with salesmen going door to door aggressively pushing this new and exciting "it can't fail" form of transportation, but many of those interurbans did fail, quickly.
They struggled to raise essential further capital. Interurbans were vulnerable to acts of nature
Wisconsin is a U. S. state located in the Midwest and Great Lakes regions. It is bordered by Minnesota to the west, Iowa to the southwest, Illinois to the south, Lake Michigan to the east, Michigan to the northeast, Lake Superior to the north. Wisconsin is the 20th most populous; the state capital is Madison, its largest city is Milwaukee, located on the western shore of Lake Michigan. The state is divided into 72 counties. Wisconsin's geography is diverse, having been impacted by glaciers during the Ice Age with the exception of the Driftless Area; the Northern Highland and Western Upland along with a part of the Central Plain occupies the western part of the state, with lowlands stretching to the shore of Lake Michigan. Wisconsin is second to Michigan in the length of its Great Lakes coastline. During the 19th and early 20th centuries, a large number of European settlers entered the state, many of whom emigrated from Germany and Scandinavia. Like neighboring Minnesota, the state remains a center of German American and Scandinavian American culture.
Wisconsin is known as "America's Dairyland" because it is one of the nation's leading dairy producers famous for its cheese. Manufacturing, information technology, cranberries and tourism are major contributors to the state's economy; the word Wisconsin originates from the name given to the Wisconsin River by one of the Algonquian-speaking Native American groups living in the region at the time of European contact. French explorer Jacques Marquette was the first European to reach the Wisconsin River, arriving in 1673 and calling the river Meskousing in his journal. Subsequent French writers changed the spelling from Meskousing to Ouisconsin, over time this became the name for both the Wisconsin River and the surrounding lands. English speakers anglicized the spelling from Ouisconsin to Wisconsin when they began to arrive in large numbers during the early 19th century; the legislature of Wisconsin Territory made the current spelling official in 1845. The Algonquin word for Wisconsin and its original meaning have both grown obscure.
Interpretations vary. One leading theory holds that the name originated from the Miami word Meskonsing, meaning "it lies red", a reference to the setting of the Wisconsin River as it flows through the reddish sandstone of the Wisconsin Dells. Other theories include claims that the name originated from one of a variety of Ojibwa words meaning "red stone place", "where the waters gather", or "great rock". Wisconsin has been home to a wide variety of cultures over the past 14,000 years; the first people arrived around 10,000 BCE during the Wisconsin Glaciation. These early inhabitants, called Paleo-Indians, hunted now-extinct ice age animals such as the Boaz mastodon, a prehistoric mastodon skeleton unearthed along with spear points in southwest Wisconsin. After the ice age ended around 8000 BCE, people in the subsequent Archaic period lived by hunting and gathering food from wild plants. Agricultural societies emerged over the Woodland period between 1000 BCE to 1000 CE. Toward the end of this period, Wisconsin was the heartland of the "Effigy Mound culture", which built thousands of animal-shaped mounds across the landscape.
Between 1000 and 1500 CE, the Mississippian and Oneota cultures built substantial settlements including the fortified village at Aztalan in southeast Wisconsin. The Oneota may be the ancestors of the modern Ioway and Ho-Chunk tribes who shared the Wisconsin region with the Menominee at the time of European contact. Other Native American groups living in Wisconsin when Europeans first settled included the Ojibwa, Fox and Pottawatomie, who migrated to Wisconsin from the east between 1500 and 1700; the first European to visit what became Wisconsin was the French explorer Jean Nicolet. He canoed west from Georgian Bay through the Great Lakes in 1634, it is traditionally assumed that he came ashore near Green Bay at Red Banks. Pierre Radisson and Médard des Groseilliers visited Green Bay again in 1654–1666 and Chequamegon Bay in 1659–1660, where they traded for fur with local Native Americans. In 1673, Jacques Marquette and Louis Jolliet became the first to record a journey on the Fox-Wisconsin Waterway all the way to the Mississippi River near Prairie du Chien.
Frenchmen like Nicholas Perrot continued to ply the fur trade across Wisconsin through the 17th and 18th centuries, but the French made no permanent settlements in Wisconsin before Great Britain won control of the region following the French and Indian War in 1763. So, French traders continued to work in the region after the war, some, beginning with Charles de Langlade in 1764, settled in Wisconsin permanently, rather than returning to British-controlled Canada; the British took over Wisconsin during the French and Indian War, taking control of Green Bay in 1761 and gaining control of all of Wisconsin in 1763. Like the French, the British were interested in little but the fur trade. One notable event in the fur trading industry in Wisconsin occurred in 1791, when two free African Americans set up a fur trading post among the Menominee at present day Marinette; the first permanent settlers French Canadians, some Anglo-New Englanders and a few African American freedmen, arrived in Wisconsin while it was under British control.
Charles Michel de Langlade is recognized as the first settler, establishing a trading post at Green Bay in 1745, moving there permanently in 1764. Settlement began at Prairie du Chien around 1781; the French residents at the trading post in what is now Green Bay, referred to the t
VHS is a standard for consumer-level analog video recording on tape cassettes. Developed by Victor Company of Japan in the early 1970s, it was released in Japan on September 9, 1976 and in the United States on August 23, 1977. From the 1950s, magnetic tape video recording became a major contributor to the television industry, via the first commercialized video tape recorders. At that time, the devices were used only in expensive professional environments such as television studios and medical imaging. In the 1970s, videotape entered home use, creating the home video industry and changing the economics of the television and movie businesses; the television industry viewed videocassette recorders as having the power to disrupt their business, while television users viewed the VCR as the means to take control of their hobby. In the 1970s and early 1980s, there was a format war in the home video industry. Two of the standards, VHS and Betamax, received the most media exposure. VHS won the war, dominating 60 percent of the North American market by 1980 and emerging as the dominant home video format throughout the tape media period.
Optical disc formats began to offer better quality than analog consumer video tape such as VHS and S-VHS. The earliest of these formats, LaserDisc, was not adopted. However, after the introduction of the DVD format in 1997, VHS's market share began to decline. By 2008, DVD had replaced VHS as the preferred low-end method of distribution; the last known company in the world to manufacture VHS equipment, Funai of Japan, ceased production in July 2016. After several attempts by other companies, the first commercially successful VTR, the Ampex VRX-1000, was introduced in 1956 by Ampex Corporation. At a price of US$50,000 in 1956, US$300 for a 90-minute reel of tape, it was intended only for the professional market. Kenjiro Takayanagi, a television broadcasting pioneer working for JVC as its vice president, saw the need for his company to produce VTRs for the Japan market, at a more affordable price. In 1959, JVC developed a two-head video tape recorder, by 1960 a color version for professional broadcasting.
In 1964, JVC released the DV220. In 1969, JVC collaborated with Sony Corporation and Matsushita Electric in building a video recording standard for the Japanese consumer; the effort produced the U-matic format in 1971, the first format to become a unified standard. U-matic was successful in business and some broadcast applications, but due to cost and limited recording time few of the machines were sold for home use. Soon after and Matsushita broke away from the collaboration effort, in order to work on video recording formats of their own. Sony started working on Betamax, while Matsushita started working on VX. JVC released the CR-6060 in 1975, based on the U-matic format. Sony and Matsushita produced U-matic systems of their own. In 1971, JVC engineers Yuma Shiraishi and Shizuo Takano put together a team to develop a consumer-based VTR. By the end of 1971 they created an internal diagram titled "VHS Development Matrix", which established twelve objectives for JVC's new VTR; these included: The system must be compatible with any ordinary television set.
Picture quality must be similar to a normal air broadcast. The tape must have at least a two-hour recording capacity. Tapes must be interchangeable between machines; the overall system should be versatile, meaning it can be scaled and expanded, such as connecting a video camera, or dub between two recorders. Recorders should be affordable, easy to have low maintenance costs. Recorders must be capable of being produced in high volume, their parts must be interchangeable, they must be easy to service. In early 1972, the commercial video recording industry in Japan took a financial hit. JVC restructured its video division, shelving the VHS project. However, despite the lack of funding and Shiraishi continued to work on the project in secret. By 1973 the two engineers had produced a functional prototype. In 1974, the Japanese Ministry of International Trade and Industry, desiring to avoid consumer confusion, attempted to force the Japanese video industry to standardize on just one home video recording format.
Sony had a functional prototype of the Betamax format, was close to releasing a finished product. With this prototype, Sony persuaded the MITI to adopt Betamax as the standard, allow it to license the technology to other companies. JVC believed that an open standard, with the format shared among competitors without licensing the technology, was better for the consumer. To prevent the MITI from adopting Betamax, JVC worked to convince other companies, in particular Matsushita, to accept VHS, thereby work against Sony and the MITI. Matsushita agreed out of concern that Sony might become the leader in the field if its proprietary Betamax format was the only one allowed to be manufactured. Matsushita regarded Betamax's one-hour recording time limit as a disadvantage. Matsushita's backing of JVC persuaded Hitachi and Sharp to back the VHS standard as well. Sony's release of its Betamax unit to the Japanese market in 1975 placed further pressure on the MITI to side with the company. However, the collaboration of
A calendar is used to display dates and related information in a table format. Calendars are used to plan future events and keep track of appointments, so a typical calendar will include days of the week, week numbering, public holidays and clock changes. Printed calendars often contain additional information relevant for specific groups – for instance, a Christian liturgical calendar will show holy days and liturgical colours, while a calendar for amateur astronomers will highlight phases of the moon and eclipses. Alongside their practical uses, calendars have taken on a decorative purpose, offering an easy way to introduce changing artwork to a space, have influenced art and sexuality by popularizing the pin-up style. Ancient documents and inscriptions, such as from Rome and China, include early forms of calendars. Printing gave rise to many related types of publication which track dates, of which calendars are just one; the modern calendar evolved alongside others such as almanacs, which collected religious, meteorological and astrological information in a table format.
The introduction of broadside printing allowed a calendar to be printed on a single large sheet of paper, differentiating the basic calendar from more detailed diaries and practica. In the absence of accurate clocks, calendars doubled as timekeeping aids - by noting the times of sunrise and moonrise, calendars helped farmers tell the time while in the fields. Alongside their practical use, calendars have developed into a decorative item; each page will include a new image, which may be related to the season. Common subjects include landscapes, wildlife, male or female models, popular culture. Businesses give wall calendars branded with their names and contact information away for free to customers as promotional merchandise. An influential type of calendar is the nude calendar or pin-up calendar - a calendar containing images of scantily-clad or naked models; some are pornographic in nature, but a more recent evolution is calendars featuring people in comic situations and published for charity.
There are many types of calendar, serving a wide variety of uses
Rail transportation in the United States
Rail transportation in the United States consists of freight shipments, while passenger service, once a large and vital part of the nation's passenger transportation network, plays a limited role as compared to transportation patterns in many other countries. A railroad was used in the construction of the French fortress at Louisburg, Nova Scotia in 1720. Between 1762 and 1764, at the close of the French and Indian War, a gravity railroad was built by British military engineers up the steep riverside terrain near the Niagara River waterfall's escarpment at the Niagara Portage in Lewiston, New York. During this period, Americans watched the development of railways in the United Kingdom; the main competition came from canals, many of which were in operation under state ownership, from owned steamboats plying the nation's vast river system. In 1829, Massachusetts prepared an elaborate plan. Government support, most the detailing of officers from the Army Corps of Engineers – the nation's only repository of civil engineering expertise – was crucial in assisting private enterprise in building nearly all the country's railroads.
Army Engineer officers surveyed and selected routes, planned and constructed rights-of-way and structures, introduced the Army's system of reports and accountability to the railroad companies. More than one in ten of the 1,058 graduates from the U. S. Military Academy at West Point between 1802 and 1866 became corporate presidents, chief engineers, treasurers and general managers of railroad companies. Among the Army officers who thus assisted the building and managing of the first American railroads were Stephen Harriman Long, George Washington Whistler, Herman Haupt. State governments granted charters that created the business corporation and gave a limited right of eminent domain, allowing the railroad to buy needed land if the owner objected; the Baltimore and Ohio Railroad was chartered in 1827 to build a steam railroad west from Baltimore, Maryland, to a point on the Ohio River. It began scheduled freight service over its first section on May 24, 1830; the first railroad to carry passengers, and, by accident, the first tourist railroad, began operating 1827.
It was the Lehigh Coal & Navigation Company a gravity road feeding anthracite coal downhill to the Lehigh Canal and using mule-power to return nine miles up the mountain. Renamed the Summit Hill & Mauch Chunk Railroad, it added a steam powered cable-return track for true two-way operation by 1843, ran as a common carrier and tourist road from the 1890s to 1937. Lasting 111 years, the SH&MC is described by some to be the world's first roller coaster; the first purpose-built common carrier railroad in the northeast was the Hudson Railroad. Soon, a second passenger line, the Saratoga & Schenectady Railroad, started service in June 1832. In 1835 the B&O completed a branch from Baltimore southward to Washington, D. C; the Boston & Providence Railroad was incorporated in 1831 to build a railroad between Boston and Providence, Rhode Island. Numerous short lines were built in the south, to provide connections to the river systems and the river boats common to the era. In Louisiana, the Pontchartrain Rail-Road, a 5-mile route connecting the Mississippi River with Lake Pontchartrain at New Orleans was completed in 1831 and provided over a century of operation.
Completed in 1830, the Tuscumbia, Courtland & Decatur Railroad became the first railroad constructed west of the Appalachian Mountains. Soon, other roads that would themselves be purchased or merged into larger entities, formed; the Camden & Amboy Railroad, the first railroad built in New Jersey, completed its route between its namesake cities in 1834. The C&A ran for decades connecting New York City to the Delaware valley, would become part of the Pennsylvania Railroad. By 1850, over 9,000 miles of railroad lines had been built; the B&O's westward route reached the Ohio River in 1852, the first eastern seaboard railroad to do so. Railroad companies in the North and Midwest constructed networks that linked nearly every major city by 1860; the First Transcontinental Railroad in the U. S. was built across North America in the 1860s, linking the railroad network of the eastern U. S. with California on the Pacific coast. Finished on May 10, 1869 at the Golden spike event at Promontory Summit, Utah, it created a nationwide mechanized transportation network that revolutionized the population and economy of the American West, catalyzing the transition from the wagon trains of previous decades to a modern transportation system.
It achieved the status of first transcontinental railroad by connecting myriad eastern U. S. railroads to the Pacific. However it was not the world's longest railroad, as the Canadian Grand Trunk Railway had, by 1867 accumulated more than 2,055 kilometres of track by connecting Portland and the three northern New England states with the Canadian Atlantic provinces, west as far as Port Huron, through Sarnia, Ontario. Authorized by the Pacific Railway Act of 1862 and backed by the federal government, the first transcontinental railroad was the culmination of a decades-long movement to build such a line and was one of the crowning achievements of the presidency of Abraham Lincoln, com
Los Angeles Times
The Los Angeles Times is a daily newspaper, published in Los Angeles, since 1881. It has the fourth-largest circulation among United States newspapers, is the largest U. S. newspaper not headquartered on the East Coast. The paper is known for its coverage of issues salient to the U. S. West Coast, such as immigration trends and natural disasters, it has won more than 40 Pulitzer Prizes for its coverage of other issues. As of June 18, 2018, ownership of the paper is controlled by Patrick Soon-Shiong, the executive editor is Norman Pearlstine. In the nineteenth century, the paper was known for its civic boosterism and opposition to unions, the latter of which led to the bombing of its headquarters in 1910; the paper's profile grew in the 1960s under publisher Otis Chandler, who adopted a more national focus. In recent decades, the paper's readership has declined and it has been beset by a series of ownership changes, staff reductions, other controversies. In January 2018, the paper's staff voted to unionize, in July 2018 the paper moved out of its historic downtown headquarters to a facility near Los Angeles International Airport.
The Times was first published on December 4, 1881, as the Los Angeles Daily Times under the direction of Nathan Cole Jr. and Thomas Gardiner. It was first printed at the Mirror printing plant, owned by Jesse Yarnell and T. J. Caystile. Unable to pay the printing bill and Gardiner turned the paper over to the Mirror Company. In the meantime, S. J. Mathes had joined the firm, it was at his insistence that the Times continued publication. In July 1882, Harrison Gray Otis moved from Santa Barbara to become the paper's editor. Otis made the Times a financial success. Historian Kevin Starr wrote that Otis was a businessman "capable of manipulating the entire apparatus of politics and public opinion for his own enrichment". Otis's editorial policy was based on civic boosterism, extolling the virtues of Los Angeles and promoting its growth. Toward those ends, the paper supported efforts to expand the city's water supply by acquiring the rights to the water supply of the distant Owens Valley; the efforts of the Times to fight local unions led to the October 1, 1910 bombing of its headquarters, killing twenty-one people.
Two union leaders and Joseph McNamara, were charged. The American Federation of Labor hired noted trial attorney Clarence Darrow to represent the brothers, who pleaded guilty. Otis fastened a bronze eagle on top of a high frieze of the new Times headquarters building designed by Gordon Kaufmann, proclaiming anew the credo written by his wife, Eliza: "Stand Fast, Stand Firm, Stand Sure, Stand True." Upon Otis's death in 1917, his son-in-law, Harry Chandler, took control as publisher of the Times. Harry Chandler was succeeded in 1944 by his son, Norman Chandler, who ran the paper during the rapid growth of post-war Los Angeles. Norman's wife, Dorothy Buffum Chandler, became active in civic affairs and led the effort to build the Los Angeles Music Center, whose main concert hall was named the Dorothy Chandler Pavilion in her honor. Family members are buried at the Hollywood Forever Cemetery near Paramount Studios; the site includes a memorial to the Times Building bombing victims. The fourth generation of family publishers, Otis Chandler, held that position from 1960 to 1980.
Otis Chandler sought legitimacy and recognition for his family's paper forgotten in the power centers of the Northeastern United States due to its geographic and cultural distance. He sought to remake the paper in the model of the nation's most respected newspapers, notably The New York Times and The Washington Post. Believing that the newsroom was "the heartbeat of the business", Otis Chandler increased the size and pay of the reporting staff and expanded its national and international reporting. In 1962, the paper joined with The Washington Post to form the Los Angeles Times–Washington Post News Service to syndicate articles from both papers for other news organizations, he toned down the unyielding conservatism that had characterized the paper over the years, adopting a much more centrist editorial stance. During the 1960s, the paper won four Pulitzer Prizes, more than its previous nine decades combined. Writing in 2013 about the pattern of newspaper ownership by founding families, Times reporter Michael Hiltzik said that: The first generations bought or founded their local paper for profits and social and political influence.
Their children enjoyed both profits and influence, but as the families grew larger, the generations found that only one or two branches got the power, everyone else got a share of the money. The coupon-clipping branches realized that they could make more money investing in something other than newspapers. Under their pressure the companies split apart, or disappeared. That's the pattern followed over more than a century by the Los Angeles Times under the Chandler family; the paper's early history and subsequent transformation was chronicled in an unauthorized history Thinking Big, was one of four organizations profiled by David Halberstam in The Powers That Be. It has been the whole or partial subject of nearly thirty dissertations in communications or social science in the past four decades; the Los Angeles Times began a decline with Los Angeles itself with the decline in military production at the end of the Cold War. It faced hiring freezes in 1991-1992. Another major decision at the same time was to cut the range of circulation.
They cut circulation in California's Central Valley, Nevada and the San Diego ed
Rail transport is a means of transferring of passengers and goods on wheeled vehicles running on rails known as tracks. It is commonly referred to as train transport. In contrast to road transport, where vehicles run on a prepared flat surface, rail vehicles are directionally guided by the tracks on which they run. Tracks consist of steel rails, installed on ties and ballast, on which the rolling stock fitted with metal wheels, moves. Other variations are possible, such as slab track, where the rails are fastened to a concrete foundation resting on a prepared subsurface. Rolling stock in a rail transport system encounters lower frictional resistance than road vehicles, so passenger and freight cars can be coupled into longer trains; the operation is carried out by a railway company, providing transport between train stations or freight customer facilities. Power is provided by locomotives which either draw electric power from a railway electrification system or produce their own power by diesel engines.
Most tracks are accompanied by a signalling system. Railways are a safe land transport system. Railway transport is capable of high levels of passenger and cargo utilization and energy efficiency, but is less flexible and more capital-intensive than road transport, when lower traffic levels are considered; the oldest known, man/animal-hauled railways date back to the 6th century BC in Greece. Rail transport commenced in mid 16th century in Germany in the form of horse-powered funiculars and wagonways. Modern rail transport commenced with the British development of the steam locomotives in the early 19th century, thus the railway system in Great Britain is the oldest in the world. Built by George Stephenson and his son Robert's company Robert Stephenson and Company, the Locomotion No. 1 is the first steam locomotive to carry passengers on a public rail line, the Stockton and Darlington Railway in 1825. George Stephenson built the first public inter-city railway line in the world to use only the steam locomotives all the time, the Liverpool and Manchester Railway which opened in 1830.
With steam engines, one could construct mainline railways, which were a key component of the Industrial Revolution. Railways reduced the costs of shipping, allowed for fewer lost goods, compared with water transport, which faced occasional sinking of ships; the change from canals to railways allowed for "national markets" in which prices varied little from city to city. The spread of the railway network and the use of railway timetables, led to the standardisation of time in Britain based on Greenwich Mean Time. Prior to this, major towns and cities varied their local time relative to GMT; the invention and development of the railway in the United Kingdom was one of the most important technological inventions of the 19th century. The world's first underground railway, the Metropolitan Railway, opened in 1863. In the 1880s, electrified trains were introduced, leading to electrification of tramways and rapid transit systems. Starting during the 1940s, the non-electrified railways in most countries had their steam locomotives replaced by diesel-electric locomotives, with the process being complete by the 2000s.
During the 1960s, electrified high-speed railway systems were introduced in Japan and in some other countries. Many countries are in the process of replacing diesel locomotives with electric locomotives due to environmental concerns, a notable example being Switzerland, which has electrified its network. Other forms of guided ground transport outside the traditional railway definitions, such as monorail or maglev, have been tried but have seen limited use. Following a decline after World War II due to competition from cars, rail transport has had a revival in recent decades due to road congestion and rising fuel prices, as well as governments investing in rail as a means of reducing CO2 emissions in the context of concerns about global warming; the history of rail transport began in the 6th century BC in Ancient Greece. It can be divided up into several discrete periods defined by the principal means of track material and motive power used. Evidence indicates that there was 6 to 8.5 km long Diolkos paved trackway, which transported boats across the Isthmus of Corinth in Greece from around 600 BC.
Wheeled vehicles pulled by men and animals ran in grooves in limestone, which provided the track element, preventing the wagons from leaving the intended route. The Diolkos was in use for over 650 years, until at least the 1st century AD; the paved trackways were later built in Roman Egypt. In 1515, Cardinal Matthäus Lang wrote a description of the Reisszug, a funicular railway at the Hohensalzburg Fortress in Austria; the line used wooden rails and a hemp haulage rope and was operated by human or animal power, through a treadwheel. The line still exists and is operational, although in updated form and is the oldest operational railway. Wagonways using wooden rails, hauled by horses, started appearing in the 1550s to facilitate the transport of ore tubs to and from mines, soon became popular in Europe; such an operation was illustrated in Germany in 1556 by Georgius Agricola in his work De re metallica. This line used "Hund" carts with unflanged wheels running on wooden planks and a vertical pin on the truck fitting into the gap between the planks to keep it going the right way.
The miners called the wagons Hunde from the noise. There are many references to their use in central Europe in the 16th century; such a transport system was used by German miners at Cal