Vance, North American Railroad, maps 114-15.
George Rogers Taylor and Irene D. Neu, The American Railroad Network, 1861-1890 (Cambridge: Harvard Univ. Press, 1956), 11-14, 35-41, 53-54.
Alfred Chandler, The Visible Hand: The Managerial Revolution in American Business (Cambridge: Harvard Univ. Press, 1977), 90-109.
Thomas Weber, The Northern Railroads in the Civil War, 1861-65 (New York: Kings Crown Press, Columbia Univ., 1952) 127-28.
Kamm, Civil War Career of Thomas A. Scott.
This argument while largely true had a caveat. A freight car on a long haul route would not be switched just once but potentially would be switched every one hundred miles or so at each divisional point.
William Z. Ripley, Railroads: Rates and Regulation (New York: Longmans, Green and Co., 1916), 101-103.
George H. Miller, Railroads and Granger Laws (Madison: University of Wisconsin Press, 1971), 109.
Here I have followed the argument of Horace White, an attorney for the bondholders of the Kansas Pacific.
"Arguments of Horace White... House Committee on the Pacific Railroad, Union Pacific Railroad Discriminations," 45th Congress, 2nd session, 1878, 1-3, copy in C.B. & Q, 63, 1870, 6.8, Pacific Railroad File, no. 29.