Need a day away to relax, refresh, renew? Just get in your car and go! This first edition of Day Trips from New Jersey is your guide to hundreds of exciting things to do, see, and discover within New Jersey or a short drive across state lines. With full trip-planning information and tips on where to eat, shop, and stop along the way, you can make the most of your time off and rediscover the simple pleasures of a day trip. Explore places you never knew existed, many free of charge, and most within a 2- to 3-hour drive from points in the Garden State.
Choose your passion among the scenic outdoors, stores, museums, food, wine tours, and betting against the dealer.
Enjoy fascinating historic and cultural treasures.
Explore New Jersey’s maritime marvels from Sandy Hook to Cape May, and from Atlantic City across to “Pennsy". You won’t go far without tripping over something interesting, entertaining, important, or magnificent. Day Trips New Jersey largely takes you up and down and across New Jersey, but some trips invite you across a state line into what is considered part of the neighborhood.
With the grace of a natural storyteller, NASA engineer Homer Hickam paints a warm, vivid portrait of the harsh West Virginia mining town of his youth, evoking a time of innocence and promise, when anything was possible, even in a company town that swallowed its men alive. A story of romance and loss, of growing up and getting out, Homer Hickam's lush, lyrical memoir is a chronicle of triumph—at once exquisitely written and marvelously entertaining.
One of the most beloved bestsellers in recent years, Rocket Boys is a uniquely American memoir. A powerful, luminous story of coming of age at the end of the 1950s, it is the story of a mother's love and a father's fears, of growing up and getting out. With the grace of a natural storyteller, Homer Hickam looks back after a distinguished NASA career to tell his own true story of growing up in a dying coal town and of how, against the odds, he made his dreams of launching rockets into outer space come true.
A story of romance and loss and a keen portrait of life at an extraordinary point in American history, Rocket Boys is a chronicle of triumph.
It is a spellbinding story peopled by a gallery of remarkable characters: the well-bred society ladies of the Married Woman's Card Club; the turbulent young redneck gigolo; the hapless recluse who owns a bottle of poison so powerful it could kill every man, woman, and child in Savannah; the aging and profane Southern belle who is the "soul of pampered self-absorption"; the uproariously funny black drag queen; the acerbic and arrogant antiques dealer; the sweet-talking, piano-playing con artist; young blacks dancing the minuet at the black debutante ball; and Minerva, the voodoo priestess who works her magic in the graveyard at midnight. These and other Savannahians act as a Greek chorus, with Berendt revealing the alliances, hostilities, and intrigues that thrive in a town where everyone knows everyone else.
Midnight in the Garden of Good and Evil is a sublime and seductive reading experience. Brilliantly conceived and masterfully written, this enormously engaging portrait of a most beguiling Southern city has become a modern classic.
No invention, not even the Internet, has ever transformed the way the world traveled, worked, thought, fought, ate, drank, made love--you name it--the way the train did.
From the historic moment in September 1830 when the first train chuffed between Liverpool and Manchester, UK, there was a race to lay down tracks across the planet. Adventurers, visionaries, and rogues were attracted to grandiose projects linking distant corners of the globe in a quest for wealth, power, and national unity. The achievements were heroic: India's railway network was the biggest public works project since the building of the pyramids. But the human costs were huge. In the 1850s, six thousand workers died during the construction of the Panama railway, the world's first transcontinental line--120 for each mile of railroad. The cadavers were pickled and sold to medical schools around the world to defray costs. But for the shareholders, there were fortunes to be made, and at their peak, the railroads represented luxury almost beyond belief.
The Iron Road tells of great invention, grand vision, mind-boggling engineering, military strategy, colonial ambition, groundbreaking trade changes, and social impact--all the ways that railroads utterly changed the world in which we live.
A saga about one of the oldest and most romantic enterprises in the land—America’s railroads—The Men Who Loved Trains introduces the chieftains who have run the railroads, both those who set about grabbing power and big salaries for themselves, and others who truly loved the industry.
As a journalist and associate editor of Fortune magazine who covered the demise of Penn Central and the creation of Conrail, Rush Loving often had a front-row seat to the foibles and follies of this group of men. He uncovers intrigue, greed, lust for power, boardroom battles, and takeover wars and turns them into a page-turning story.
He recounts how the chairman of CSX Corporation, who later became George W. Bush’s Treasury secretary, managed to make millions for himself while his company drifted in chaos. Yet there were also those who loved trains and railroading—and who played key roles in reshaping transportation in the northeastern United States. This book will delight not only the rail fan, but anyone interested in American business and history.
Two of the tunnels were built by the Hudson and Manhattan Railroad, a company headed by William Gibbs McAdoo, a man who later served as U.S. Secretary of the Treasury and even mounted a campaign for the Democratic presidential nomination at one point. McAdoo's H&M remains in service today as the PATH System of the Port Authority of New York and New Jersey.
The other tunnel was opened in 1910 by the Pennsylvania Railroad, led to the magnificent Penn Station on Eighth Avenue and 33rd Street, and remains in daily service today for both Amtrak and New Jersey Transit.
The author has updated this new edition with additional photographs, a concluding chapter on recent developments, and a Preface that recounts the last trains of September to the World Trade Center Terminal.
In 1904, the brilliant and driven entrepreneur Henry Flagler, partner to John D. Rockefeller, dreamed of a railway connecting the island of Key West to the Florida mainland, crossing a staggering 153 miles of open ocean—an engineering challenge beyond even that of the Panama Canal. Many considered the project impossible, but build it they did. The railroad stood as a magnificent achievement for more than twenty-two years, heralded as “the Eighth Wonder of the World,” until its total destruction in 1935's deadly storm of the century.
In Last Train to Paradise, Standiford celebrates this crowning achievement of Gilded Age ambition, bringing to life a sweeping tale of the powerful forces of human ingenuity colliding with the even greater forces of nature’s wrath.
In February 1910, a monstrous blizzard centered on Washington State hit the Northwest, breaking records. The world stopped—but nowhere was the danger more terrifying than near a tiny town called Wellington, perched high in the Cascade Mountains, where a desperate situation evolved minute by minute: two trainloads of cold, hungry passengers and their crews found themselves marooned without escape, their railcars gradually being buried in the rising drifts. For days, an army of the Great Northern Railroad's most dedicated men—led by the line's legendarily courageous superintendent, James O'Neill—worked round-the-clock to rescue the trains. But the storm was unrelenting, and to the passenger's great anxiety, the railcars—their only shelter—were parked precariously on the edge of a steep ravine. As the days passed, food and coal supplies dwindled. Panic and rage set in as snow accumulated deeper and deeper on the cliffs overhanging the trains. Finally, just when escape seemed possible, the unthinkable occurred: the earth shifted and a colossal avalanche tumbled from the high pinnacles, sweeping the trains and their sleeping passengers over the steep slope and down the mountainside.
Centered on the astonishing spectacle of our nation's deadliest avalanche, Gary Krist's The White Cascade is the masterfully told story of a supremely dramatic and never-before-documented American tragedy. An adventure saga filled with colorful and engaging history, this is epic narrative storytelling at its finest.
Both the North and the South invested in railroads to serve their larger purposes, Thomas contends. Though railroads are often cited as a major factor in the Union's victory, he shows that they were also essential to the formation of "the South" as a unified region. He discusses the many--and sometimes unexpected--effects of railroad expansion and proposes that America's great railroads became an important symbolic touchstone for the nation's vision of itself.
Please visit the Railroads and the Making of Modern America website at http: //railroads.unl.edu.
Building the city's first subway in the early years of the twentieth century required delicate collaboration between public and private interests and called for the expenditure of considerable sums of both public and private money. The book introduces us to Abram S. Hewitt, a late nineteenth-century mayor of New York City. It was Hewitt who realized that, while private capital alone had been perfectly adequate for building elevated rapid transit lines in New York as early as the 1870s, the more costly construction of underground rapid transit lines was far beyond the ability of private corporations to finance. Hewitt set in motion a chain of events that sanctioned the use of public funds for subway construction, with the completed facility then to be leased to a private company for day-to-day operation.
The private firm that emerged, both to build and to operate the first subway in New York, was called the Interborough Rapid Transit Company, a name that would later be rendered more crisply as the IRT. The City of New York and the Interborough Rapid transit Company inaugurated service over the city's first subway line on Thursday afternoon, October 27, 1904. Mayor George B. McClellan, son of the Civil War general, took the controls of the first ceremonial train at City Hall Station in downtown Manhattan and headed north. In one way or another, the subway has been going ever since.
The book also presents important tabular and statistical information, as well as clear and concise narrative descriptions of technical details.
The Moffat Line tells the story of David Moffat and the impossible dream that led to the 1927 completion of the Moffat Tunnel. The story is also about the men who drove the trains and built and operated the railroad under incredible weather and equipment challengesday and night. Together, Moffats vision and the exploits of the railroad workers combine to produce a fascinating chapter in the history of the American West.
New Orleans, 1900. Mary Deubler makes a meager living as an “alley whore.” That all changes when bible-thumping Alderman Sidney Story forces the creation of a red-light district that’s mockingly dubbed “Storyville.” Mary believes there’s no place for a lowly girl like her in the high-class bordellos of Storyville’s Basin Street, where Champagne flows and beautiful girls turn tricks in luxurious bedrooms. But with gumption, twists of fate, even a touch of Voodoo, Mary rises above her hopeless lot to become the notorious Madame Josie Arlington.
Filled with fascinating historical details and cameos by Jelly Roll Morton, Louis Armstrong, and E. J. Bellocq, Madam is a fantastic romp through The Big Easy and the irresistible story of a woman who rose to power long before the era of equal rights.
Empire of Sin re-creates the remarkable story of New Orleans’ thirty-years war against itself, pitting the city’s elite “better half” against its powerful and long-entrenched underworld of vice, perversity, and crime. This early-20th-century battle centers on one man: Tom Anderson, the undisputed czar of the city's Storyville vice district, who fights desperately to keep his empire intact as it faces onslaughts from all sides. Surrounding him are the stories of flamboyant prostitutes, crusading moral reformers, dissolute jazzmen, ruthless Mafiosi, venal politicians, and one extremely violent serial killer, all battling for primacy in a wild and wicked city unlike any other in the world.
The notorious Central Pacific Railroad riveted the attention of two great American writers: Ambrose Bierce and Frank Norris. In The Great American Railroad War, Dennis Drabelle tells a classic story of corporate greed vs. the power of the pen. The Central Pacific Railroad accepted US Government loans; but, when the loans fell due, the last surviving founder of the railroad avoided repayment. Bierce, at the behest of his boss William Randolph Hearst, swung into action writing over sixty stinging articles that became a signal achievement in American journalism. Later, Norris focused the first volume of his trilogy, The Octopus, on the freight cars of a thinly disguised version of the Central Pacific.
The Great American Railroad War is a lively chapter of US history pitting two of America's greatest writers against one of America's most powerful corporations.
"Readers with interests in western American history or the origins of today’s political quagmires will find much to relish. " - Publishers Weekly
In his wide-ranging and entertaining new book, Tom Zoellner—coauthor of the New York Times–bestselling An Ordinary Man—travels the globe to tell the story of the sociological and economic impact of the railway technology that transformed the world—and could very well change it again. From the frigid trans-Siberian railroad to the antiquated Indian Railways to the Japanese-style bullet trains, Zoellner offers a stirring story of this most indispensable form of travel. A masterful narrative history, Train also explores the sleek elegance of railroads and their hypnotizing rhythms, and explains how locomotives became living symbols of sex, death, power, and romance.
The Ontario & Western Railway Northern Division features photographs of the Ontario & Western, a railroad long on scenery but short on freight. The Ontario & Western inherited a railroad in search of revenue and a circuitous route that passed through one small community after another. Small wooden country depots dotted the line, locomotives of meager proportions pulled the trains, and dedicated employees did their best to keep the railroad solvent. The railroad is still fondly remembered today by those who rode its cars and witnessed its passing trains.
Unlike the Titanic disaster, however, the Malbone Street Wreck has received scant attention from scholars and historians over the years. As is so often the case, popular accounts of the tragedy have managed to enshrine as dogma thinkgs that are absolutely untrue.
Now, Fordham University Press is proud to present Brian J. Cudahy's long-awaited account of the Malbone Street Wreck, a book that recounts the events leading up to the disaster, describes the faithful trip from its beginning to end, and reviews efforts conducted after the tragedy to fix blame and establish liability.
Could the Malbone Stret Wreck have been avoided? Clearly yes, is Cudahy's answer. Had any number of factors not combined in precisely the way that they did, the five-car train might have well continued its journey to Brighton Beach in a completely uneventful manner.
But they did happen exactly as they happened, and that is why The Malbone Street Wreck makes such arresting reading. Could another Malbone Street Wreck happen at some future time in New York, or on any other U.S. Mass Transit System? Transit professionals will have to answer this question after they read Cudahy's account of how and why November 1, 1918 has become such an important day in transportation history.
Analyzing the origins, growth, and eventual dismantling of the Iowa Central Railway, which traversed the state from Ackley to Zearing and Mason City to Marshalltown, Don Hofsommer examines how this unremarkable, “plain vanilla” railway was an example of the life cycle of the American railroad industry. The Hook & Eye demonstrates its symbiotic relationship with its customers. Born in ambition but never rising far above its obscure origins, the Iowa Central eventually fell to outside competition from railroads based in greater metropolitan areas and was made part of the Minneapolis & St. Louis Railway in 1912.
Drawing the story from station records, annual reports, newspaper articles, and interviews with former employees, The Hook & Eye brings both the industry and human sides of railroading into sharp and memorable view.
Don L. Hofsommer is a native Iowan and professor of history at St. Cloud State University.
Nothing Like It in the World is the story of the men who built the transcontinental railroad -- the investors who risked their businesses and money; the enlightened politicians who understood its importance; the engineers and surveyors who risked, and lost, their lives; and the Irish and Chinese immigrants, the defeated Confederate soldiers, and the other laborers who did the backbreaking and dangerous work on the tracks.
The Union had won the Civil War and slavery had been abolished, but Abraham Lincoln, who was an early and constant champion of railroads, would not live to see the great achievement. In Ambrose's hands, this enterprise, with its huge expenditure of brainpower, muscle, and sweat, comes to life.
The U.S. government pitted two companies -- the Union Pacific and the Central Pacific Railroads -- against each other in a race for funding, encouraging speed over caution. Locomo-tives, rails, and spikes were shipped from the East through Panama or around South America to the West or lugged across the country to the Plains. This was the last great building project to be done mostly by hand: excavating dirt, cutting through ridges, filling gorges, blasting tunnels through mountains.
At its peak, the workforce -- primarily Chinese on the Central Pacific, Irish on the Union Pacific -- approached the size of Civil War armies, with as many as fifteen thousand workers on each line. The Union Pacific was led by Thomas "Doc" Durant, Oakes Ames, and Oliver Ames, with Grenville Dodge -- America's greatest railroad builder -- as chief engineer. The Central Pacific was led by California's "Big Four": Leland Stanford, Collis Huntington, Charles Crocker, and Mark Hopkins. The surveyors, the men who picked the route, were latter-day Lewis and Clark types who led the way through the wilderness, living off buffalo, deer, elk, and antelope.
In building a railroad, there is only one decisive spot -- the end of the track. Nothing like this great work had been seen in the world when the last spike, a golden one, was driven in at Promontory Summit, Utah, in 1869, as the Central Pacific and the Union Pacific tracks were joined.
Ambrose writes with power and eloquence about the brave men -- the famous and the unheralded, ordinary men doing the extraordinary -- who accomplished the spectacular feat that made the continent into a nation.
ingenuity in peace. From 1942 to 1945, the 727th Railway Operating Battalion'sponsored by the Southern Railway'served in North Africa and up the spine of Italy into Germany. The courageous unit received a citation from Gen. George S. Patton for its involvement in the Sicily Campaign.
“The constantly shifting cultural landscape of contemporary Georgia,” writes James C. Cobb, “presents a jumbled panorama of anachronism, contradiction, contrast, and peculiarity.” A Georgia native, Cobb delights in debunking familiar myths about his state as he brings its past to life and makes it relevant to today. Not all of that past is pleasant to recall, Cobb notes. Moreover, not all of today’s Georgians are as unequivocal as the tobacco farmer who informed a visiting journalist in 1938 that “we Georgians are Georgian as hell.” That said, a great many Georgians, both natives and new arrivals, care deeply about the state’s identity and consider it integral to their own. Georgia Odyssey is the ideal introduction to our past and a unique and often provocative look at the interaction of that past with our present and future.
Norma Wallace grew up fast. In 1916, at fifteen years old, she went to work as a streetwalker in New Orleans’ French Quarter. By the 1920s, she was a “landlady”—or, more precisely, the madam of what became one of the city’s most lavish brothels. It was frequented by politicians, movie stars, gangsters, and even the notoriously corrupt police force. But Wallace acquired more than just repeat customers. There were friends, lovers . . . and also enemies.
Wallace’s romantic interests ran the gamut from a bootlegger who shot her during a fight to a famed bandleader to the boy next door, thirty-nine years her junior, who became her fifth husband. She knew all of the Crescent City’s dirty little secrets, and used them to protect her own interests—she never got so much as a traffic ticket, until the early 1960s, when District Attorney Jim Garrison decided to clean up vice and corruption. After a jail stay, Wallace went legitimate as successfully as she had gone criminal, with a lucrative restaurant business—but it was love that would undo her in the end.
The Last Madam combines original research with Wallace’s personal memoirs, bringing to life an era in New Orleans history rife with charm and decadence, resurrecting “a secret world, like those uncovered by Luc Sante and James Ellroy” (Publishers Weekly). It reveals the colorful, unforgettable woman who reigned as an underworld queen and “capture[s] perfectly the essential, earthy complexity of the most fascinating city on this continent” (Robert Olen Butler).
Two months later:
“Charlotte Murray Pace fought from one room of that apartment to the other,” Prosecutor John Sinquefield told jurors as they blinked tears away. “She clawed, she hit, she fought. As her young, strong heart pumped its last blood out of the holes he cut out of her, she fought. And in the fight, he took her life, her body. But he could not take her honor. She preserved her honor by the way she lived and the way she died. That fight is not over, ladies and gentlemen of the jury. Charlotte Murray Pace has brought her fight to you.”
These crimes are vividly depicted in this first comprehensive book about Derrick Todd Lee. I’ve Been Watching You—The South Louisiana Serial Killer dramatically tells the story of Lee’s life and follows the timeline of his reign of terror over South Louisiana. Readers will become intimately acquainted with the seven victims who have been linked to Lee by DNA, along with the frustrated investigators who could not catch this diabolical killer. This recounting also details the murders of ten other women who were not connected by DNA, but whom these authors believe should be included on the list of Lee’s victims due to strong circumstantial evidence.
There are many unanswered questions regarding these series of killings. How did Lee find his victims, and why did he choose them? Why didn’t the Multi-Agency Homicide Task Force believe he was the killer when his name was brought repeatedly to its attention? What evil possessed him to rape and murder so many women? All of these questions are answered as I’ve Been Watching You journeys for more than a decade through the small towns and swamps of South Louisiana to create a graphic accounting of Lee’s vicious rapes and homicides.
I’ve Been Watching You vividly paints the portrait of this monster and the beautiful women who died as a result of his twisted compulsion to kill.
Immortalized in blues songs and movies like Cool Hand Luke and The Defiant Ones, Mississippi’s infamous Parchman State Penitentiary was, in the pre-civil rights south, synonymous with cruelty. Now, noted historian David Oshinsky gives us the true story of the notorious prison, drawing on police records, prison documents, folklore, blues songs, and oral history, from the days of cotton-field chain gangs to the 1960s, when Parchman was used to break the wills of civil rights workers who journeyed south on Freedom Rides.