War intensifies industrial development.

Union8448

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Everything required by the war has to be done quickly. And the war administrators have to sort out who and what works, if they are going to maximize their resources.
In the US Civil War that means the men with ability, including Isherwood, Dyer, McCallum and Spencer get sorted up instead of down quickly. Andrew Carnegie, who benefitted from inside knowledge of telegraphic messages, might be included in the list.
Isherwood's work on naval steam engines was practically inventing mechanical engineering.
Dyer, the Virginian, was placed in charge of the Springfield armory by Winfield Scott, and Dyer's work was a long step forward in the development of mass production. Dyer made the parts specifications for the Springfield rifle precise enough that any shop in New England could contribute to the assembly of the weapons.
McCallum was a systems guy, though he did not know. He knew that the tasks of junior managers had to be defined closely enough that the performance of the managers could be measured. That was a big step towards the creating the enormous trust businesses that followed the Civil War.
Spence combined elements of the Sharp carbine, the Henry Repeater, and the Burnside carbine to produce the first practical application of fully enclosed rim fire cartridges. I think enclosed cartridges, and the eventual machine guns that followed killed a lot more soldiers than Oppenheimer's bombs killed civilians.
Carnegie as a young man was close to the information center of the US in the Civil War. He was a genius in being able to see the money that going to be spent on bridge replacement. He also was well read enough to know that the demand for iron and then steel was going to nearly unlimited as the US railroad network expanded.
 

5fish

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Here is a thought...

Conceptually, the total cost of war includes three parts: (1) the opportunity cost of the resources used to prosecute war, (2) the loss of lives and destruction of physical and human capital during the war, and (3) the reduction of GDP per capita as measured during and following the war.
 

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@Union8448 , here is an article that relates to questions about industry and war... The article in an indict of our ability to fight a protracted war...


In 1924, the Army Industrial College opened its doors for the first time. In the wake of the difficulties in mobilizing the American economy and supporting the expeditionary force in World War I, Congress established the college to lay the intellectual foundation for mobilizing the American industrial base in the next war. Seventeen years later, that war came with Japan’s attack on Pearl Harbor. The Army Industrial College proved its value by providing the National Defense Advisory Commission with the baseline for World War II’s economic mobilization. A century after the college’s founding, the lessons that the United States painfully learned on industrial mobilization for great-power conflict have largely been forgotten and a new generation of national security professionals now find themselves in urgent need of its teachings.
 

rittmeister

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Here is a thought...

Conceptually, the total cost of war includes three parts: (1) the opportunity cost of the resources used to prosecute war, (2) the loss of lives and destruction of physical and human capital during the war, and (3) the reduction of GDP per capita as measured during and following the war.
the hardware used?
 

Union8448

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Lives are used up and physical assets are wasted. But the warring belligerents also learn a great deal about warfare, logistics and who has inventive and managerial ability. In the case of the US Civil War telegraphy became faster and more accurate. Duplex and fourplex technology followed the war. The volume of RR traffic increased quicky. The US fast build methods became state of the art.
McCallum's management systems opened the war for corporations that were beyond the capacity of any CEO to personally manage.
I think the US became one of lead manufacturing nations of the world much faster than would have occurred without the Civil War.
 

Union8448

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In a war there is a good deal of discovery of what doesn't work and who doesn't know how to build things.
 

5fish

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The volume of RR traffic increased quicky.
The linking of Telegraph lines and Railroad lines and Time. It started before the Civil War...

.

Telegraphy made it possible for information to travel much faster than the fastest means of transport—the railway. The telegraph became essential to the efficient management of newly emerging railways in Britain, but it quickly expanded to more general communication.O


While early telegraph lines often ran alongside railroad tracks in the United States, it was not until 1851 that the telegraph was first used for train routing by Charles Minot, Superintendent of the Erie Railroad.[1] As the practice gained wider acceptance in the 1860s and 1870s, telegraphers would be stationed in individual depots along the railroad line in order to receive train orders from a centrally located dispatcher and report back on train movements; telegraphed train orders would be written out on paper and "handed up" to the crews of passing trains.


Interestingly enough, it was this need for a tightly controlled train schedule that created the modern fixation with time. Conductors on trains and dispatchers sitting in their offices were the first to need watches so that they could keep to the schedule. Railroad companies would issue pocket watches to these officials for use in completing their duties. These railroad pocket watches are rather valuable today, with some selling for over $10,000.

While this was so unorthodox at the time that the train’s engineer refused to obey the superintendent’s order, it immediately proved successful. The superintendent’s impatience proved the possibility of controlling trains and making adjustments to the schedule in real time, which was something that had been unaccomplishable before.
 
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Union8448

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The linking of Telegraph lines and Railroad lines and Time. It started before the Civil War...

.

Telegraphy made it possible for information to travel much faster than the fastest means of transport—the railway. The telegraph became essential to the efficient management of newly emerging railways in Britain, but it quickly expanded to more general communication.O


While early telegraph lines often ran alongside railroad tracks in the United States, it was not until 1851 that the telegraph was first used for train routing by Charles Minot, Superintendent of the Erie Railroad.[1] As the practice gained wider acceptance in the 1860s and 1870s, telegraphers would be stationed in individual depots along the railroad line in order to receive train orders from a centrally located dispatcher and report back on train movements; telegraphed train orders would be written out on paper and "handed up" to the crews of passing trains.


Interestingly enough, it was this need for a tightly controlled train schedule that created the modern fixation with time. Conductors on trains and dispatchers sitting in their offices were the first to need watches so that they could keep to the schedule. Railroad companies would issue pocket watches to these officials for use in completing their duties. These railroad pocket watches are rather valuable today, with some selling for over $10,000.

While this was so unorthodox at the time that the train’s engineer refused to obey the superintendent’s order, it immediately proved successful. The superintendent’s impatience proved the possibility of controlling trains and making adjustments to the schedule in real time, which was something that had been unaccomplishable before.
And in due course, Grant, Sherman, Mcclernand and McPherson attempted to use their watches to co-ordinate their attack on the Vicksburg trenches. The timing was OK, but the result was negative nevertheless.
 

Union8448

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The railroads in the US became larger companies. One of their main vendors, the steel industry also became a near monopoly under Carnegie, and one of their main customers, the oil industry monopolized too just to retain some bargaining power over freight rates.
 

rittmeister

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The railroads in the US became larger companies. One of their main vendors, the steel industry also became a near monopoly under Carnegie, and one of their main customers, the oil industry monopolized too just to retain some bargaining power over freight rates.
there's no way railroads wouldn't have become big around those times as it was the way to securely travel 'on time' in these days


... and after all the continental army had destroyed the airports earlier
 

Union8448

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there's no way railroads wouldn't have become big around those times as it was the way to securely travel 'on time' in these days


... and after all the continental army had destroyed the airports earlier
It wasn't inevitable that the industry develop as privately owned. But it seems as if the railroads generated enough money that they could buy state and federal legislators. There was some blurring of the distinction between state interests and railroad interests.
 

rittmeister

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It wasn't inevitable that the industry develop as privately owned. But it seems as if the railroads generated enough money that they could buy state and federal legislators. There was some blurring of the distinction between state interests and railroad interests.
there's no way the us would have gotten a state owned railway system - most railways were privately run in germany, too until the military deemed that not helpfull for the next round with the french
 

Union8448

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there's no way the us would have gotten a state owned railway system - most railways were privately run in germany, too until the military deemed that not helpfull for the next round with the french
The states may have not owned the railroads in the US, but the railroads nearly owned the state legislatures.
 

rittmeister

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The states may have not owned the railroads in the US, but the railroads nearly owned the state legislatures.
that belongs into a corruption thread then
 
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