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KILBOURN, BYRON [CHIEF ENGINEER, MILWAUKEE AND MISSISSIPPI RAIL ROAD]Biblio.com

189840873N.P.: Sentinel and Gazette Steam Press 1851. 1898. 8 1/2" x 5 1/2" in light peach wrappers though missing the front wrapper. 15 pp. Illustrations. Map. Although it eventually became a transcontinental railroad the railroad that became the Milwaukee Road began as the Milwaukee and Waukesha Railroad whose goal was to link the developing Lake Michigan port city of Milwaukee Wisconsin with the Mississippi River. The company incorporated in 1847 but changed its name to the Milwaukee and Mississippi Railroad in 1850 before construction began. A report to the Board of Directors explaining that the railroad is not completed to Waukesha as was expected and offering reasons for the delay in its completion. "Considering our small beginning only a little over one year ago - that we have relied solely on the resources of the people of Wisconsin for the means of prosecuting this enterprise - without seeking foreign aid - with only the small contributions of each of our thousand Stockholders and the credits based on the securities of our city and citizens we have in that time completed the grade of our Road for twenty and a half miles laid the Track and brought into actual use the half of that distance - and will have the whole completed and in successful operation by the middle of February next." Information on estimated and actual costs of the First Division extending the road from Milwaukee to Waukesha. It appears that actual costs far exceeded estimates "but that has been the result of peculiar circumstances under which the work has been performed and by the adoption of a rail of greater weight than that estimated." It was determined that the contractors to whom jobs had been given at lower costs were inexperienced and inefficient resulting in their work having to be re-done. Furthermore the delay was caused by some stockholders not promptly paying the small installment of only 5% every three months thus leaving a deficit. Also a bank in a marsh sunk and had to be built back up. Th cost of constructing the first twenty and 1/2 miles is only $9495 per mile. Report ends with the reassurance that the Road will be complete by February and if weather permits perhaps even earlier. 8 1/4" x 21 1/2" map of the Milwaukee and Mississippi Rail-Road. Map is neatly torn in half at one fold and has 1 1/2 - 2" closed tears to tops of a couple folds. Front wrapper missing along with 3" split to toe of spine and with light wear to the extremities. Sentinel and Gazette Steam Press, 1851]. unknown

[Mississippi River]. [Hydroelectricity]Biblio.com

Electric Power from the Mississippi River Bulletin No.1 -10

19135027Keokuk Ia: Mississippi River Power Company 1913. Very good. Ten volumes complete. Profusely illustrated. Oblong folio. Each issue measuring 9 x 12 inches in original pictorial wrappers two holes punched along spines and bound together in a later gray cloth Tatum-style Y binder with leather corners. Minor edge wear and staining to boards. Light edge wear to contents. A couple of panoramic photographs detached but present. A complete run of bulletins tracking the progress of construction on the Keokuk Dam & Power Plant which was then the longest monolithic concrete dam in the world and a pioneering effort in large-scale low-head hydroelectric power. Still in operation today the dame served as a prototype for many future power plants harnessing the power of the Mississippi River between Keokuk Iowa and Hamilton Illinois generating clean low cost and reliable energy enough to power 75000 homes. The present bulletins are chock full of facts figures photographs renderings and progress reports intended to familiarize the public with the project by illustrating the methods employed in its construction from beginning to completion. The bulletins are about equal parts text and photographs providing an easy-to-follow format for learning about the Keokuk project. Some of the issues also have folding maps or larger-format photographs which provide further visual accompaniment to the explanatory text. Known as a "run-of-river" plant the Keokuk Dam uses the natural energy of falling water to generate electricity. The power of this part of the river was identified by none other than Robert E. Lee in 1836 when he was serving as a surveyor for the U.S. War Department. Lee called attention to the turbulent waters but found no way to control it. In 1899 a group of leaders from Keokuk and Hamilton teamed up raised the backing funds received governmental approval for the dam and hired Hugh L. Cooper to oversee the project. Cooper had previously engineered construction of a hydroelectric plant at Niagara Falls. Interestingly an observation tower was also built on both sides of the river to allow the public to watch the progress of the Keokuk project then the largest privately-funded construction effort in the world. In addition to the dam a powerhouse and a new lock and dry system to accommodate river traffic were also built. The final bulletin includes comments from the chief engineer who noted that in the first bulletin it was stated that the project would be completed by July 1 1913. He remarks: "It is naturally a source of great satisfaction to all concerned with construction to see this prediction fulfilled." An informative and substantial production relating to a major construction project on the Mississippi River in the early-20th century. OCLC records a smattering of institutional holdings but complete runs appear to be rather rare. Mississippi River Power Company unknown

McBride Rare Books · États-Unis1 750,00 $US≈ 1 480,68 €

Virginia; Mississippi; New OrleansBiblio.com

Domestic Slave Trade History 1848 Letter Ordering Shipment of Enslaved Boys from Virginia to Mississippi Through New Orleans

1848215241848. J.E. Eggleston correspondence dated 24 November 1848 documents the commercial shipment and sale of enslaved boys from Virginia to Mississippi within the interstate slave trade that expanded across the American South during the nineteenth century. The letter records logistical arrangements for transporting enslaved individuals through New Orleans before forwarding them by steamboat into the Mississippi interior. Written during a period when enslaved people were regularly moved from the Upper South to expanding plantation regions in the Deep South the document illustrates the economic and geographic structure of the domestic slave trade and reveals how enslaved children were treated as movable property within commercial networks linking Virginia Louisiana and Mississippi. The letter also directly references the relationship between the cotton market and the price of enslaved labor demonstrating how fluctuations in the agricultural economy shaped the buying and selling of enslaved people. Eggleston J.E. Autograph Letter Signed to "Messrs. Buckannon Carrol & Co." New Orleans. Richmond Virginia: 24 November 1848. One and one quarter pages written on a bifolium with address panel and postal markings. Eggleston informs the New Orleans firm that "a friend of mine will ship in a few days four Negro Boys to New Orleans to the care of your house" instructing them to receive the boys upon arrival and arrange onward shipment by steamboat to Mississippi. He directs the firm to "take charge of them & ship them on the first safe Boat to Chula Holms County Mississippi to the care of Stansbuary & Williams" with alternate instructions if river traffic permits delivery through another route. The letter treats the boys as financial cargo noting that the shipping record should state "the amount to be paid for the passage of the Negroes" and instructing the firm to cover any temporary expenses and charge them to the Eggleston account. Eggleston further notes that he will insure the enslaved individuals during the journey indicating the practice of protecting enslaved property through commercial insurance policies during transport. The letter also connects the purchase of enslaved labor directly to the speculative cotton economy of the nineteenth century South. Eggleston explains that falling cotton prices influenced his purchasing decisions writing that "owing to the low price of cotton I determined to purchase no more negroes at present. They are selling too high for the prospect of the price of cotton." Such remarks demonstrate the close relationship between commodity markets and the valuation of enslaved people within the plantation economy. Correspondence documenting the logistics of the interstate slave trade provides direct evidence of how enslaved individuals were transported through commercial networks linking coastal ports and inland plantations. Bifolium measuring approximately 6.5 x 8.75 inches with address panel postmark and "Paid 10" postal marking. Light creasing and toning with minor ink bleed through; folded for mailing. Overall very good condition. The letter preserves firsthand documentation of the commercial mechanisms that sustained the nineteenth century domestic slave trade. unknown

Max Rambod Inc. · États-Unis1 280,00 $US≈ 1 083,01 €

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