Franklin, who was on his way home from working a shift at a Mexican restaurant, was angry: The dispute, police later said, was over whether one car had cut off the other.
Steel sold for twenty-five cents a pound. The ironmasters mined little coal and baked no coke. Not an ounce of iron had been made in Wheeling, Youngstown, Cleveland, or Chicago--the latter being a fur-trading village, without harbour or railroad. Birmingham, Alabama, was not on the map until two-score years later.
There was not a foot of railroad near Pittsburgh, and not one rail, either of iron or steel, had been produced in any part of the country. As late as the beginning of the Civil War, what was called a first-class furnace would cost about fifty thousand dollars, employ seventy men, and produce a thousand tons of iron a year.
The business was conducted, not by corporations, but by individual ironmasters, who ruled in a truly feudal way over their small communities. There were no millionaires, and what little money an iron-maker had was liable to become waste paper at any moment by the collapse of a rickety bank.
Four furnaces out of five were haunted by the spectre of debt; and in a bad year, like orscores of furnaces were blown out.
The tariff, too, was even more variable than the currency. It was raised and lowered by the fitful gusts of politics untilwhen the Morrill tariff first gave some chance of stability to the unfortunate industry.
With the Civil War came the first large orders and continuous business. Every plant was run night and day. Of the three billion dollars that the war cost the Federal Government, a goodly share went to the iron men.
Uncle Sam was the best customer they had ever known. They had a surplus in the bank, at last--a store of capital which enabled them to do business on a larger scale. When the smoke of battle had cleared away, Captain Eber B. Ward, of Detroit, loomed up as the first of the iron kings, with several millions to his credit and three flourishing plants, in Chicago, Detroit, and Milwaukee.
The marvellous modern expansion of the iron and steel industry was now about to begin. The germ of its stupendous growth lay in the invention of the Bessemer process.
This was more than a trade problem. The railroads were using iron rails, which wore out in less than two years. The largest locomotive of that time would today be considered little more than a toy.This article may rely excessively on sources too closely associated with the subject, potentially preventing the article from being verifiable and neutral.
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Roadrage is a Problem Every year, thousands of people are injured or killed in car wrecks caused by road rage/ aggressive driving.
Despite this fact many people still are impatient and become angry on the road. "Road Rage" is the label that emerged to describe the angry and violent behaviors at the extreme of the aggressive driving continuum. Graduating From Traffic Violation to Criminal Offense The NHTSA defines aggressive driving as, "The operation of a motor vehicle in a manner that endangers or is likely to endanger persons or property.".
Jul 31, · Episode #78 of bad driving on the North American roads in new compilation - "ROAD RAGE IN AMERICA #78 / BAD DRIVERS USA, CANADA / NORTH AMERICAN DRIVING FAIL. National Road Rage Statistics Increasing numbers of road rage reports in the media point to a growing problem with driver frustration and aggression on the road.
Sometimes that aggression can take a deadly turn. - Road rage is a major problem in the United States, anger causes stress, fear, and accidents to our roadways everyday. In this essay we will define road rage, look at the causes and effects, and come up with solutions on how to avoid an altercation with an aggressive driver who has road rage.