GIS data on the evolution of railway networks facilitate the study of the role played by the expansion of transport infrastructure since the industrial revolution. The arrival of the railway transformed economic and social activity and the distribution of population within the territory. Given their importance, we have reconstructed and digitised the layout of the railway lines and the location of the stations and halts that existed from the opening of Spain's first railway line, in 1848, until 2023. We have also added indicators of the quality of the network, more specifically, the dates of its electrification and when the track was doubled to allow two-way traffic. The potential of this database lies in its capacity to analyse the interrelationship between the railway infrastructure and a wide range of elements located in the territory, amongst which it is necessary to highlight other modes of transport, urban expansion and socio-economic development.

Archaeological research of a railroad, although not dissimilar to researching the history of a place, has unique aspects that make it challenging for those not familiar with the subject. Four words are vital to understanding a railroad: economics, operations, infrastructure, and regulation. With exceptions, a railroad in the United States exists only with all four in place. An archaeologist should investigate each to complete a holistic picture, although each may not always be essential for complete understanding of a particular railroad project. The author briefly discusses these issues and then identifies types of relevant historical documents and select archaeological features important in understanding a railroad. A case study of Lampo, a Central Pacific Railroad section station operative from the 1880s to 1942, is included to highlight important links between document research, archaeology, and the key operative aspects of a railroad.

This article explores the development of railway nationalism and «railway imperialism» within Colombian politics during the early 20th century. It uses the experience of the hitherto unstudied Great Northern Central Railway of Colombia British «free-standing company» as a lens to evaluate the way in which these political currents impacted railway development in the Colombian department of Santander. It argues that the rise of railway nationalism intertwined with regionalism and personal interests represents an important and unacknowledged factor in the collapse of the British company, as well as the overall lack of railway expansion and subsequent economic decline in the department.

This paper proposes a methodology for quantifying the territorial impact on population distribution of the railway. The central hypothesis is that access to railway services provides the best-connected areas with a long-term comparative advantage over others that are less accessible. Carrying out a historical analysis and providing comparable data at the municipal level allows us to determine the extent to which the railway has fostered the concentration of population within its immediate surroundings. The case study presented here is that of Spain between 1900 and 2001, but the same methodology could equally be applied to any other country for which the required data are available. In this case, key data included a Geographic Information System with information about both the development of the railway network and census data relating to total population at the municipal level. The results obtained suggest the relevance of this methodology, which makes it possible to identify the periods and areas in which this influence was most significant.

This article estimates the social savings of the railroads in Peru in the late 19th and early 20th centuries. The construction of railroads made it possible for Peruvians to substitute the traditional system of mules and llamas, although only for a few routes. Using primary and secondary sources, I estimate the social savings for 1890, 1904, 1914 and 1918. Social savings ranged between 0.3 per cent and 1.3 per cent of GDP in 1890, but then increased to a range between 3.6 per cent and 9.4 per cent of GDP in 1918. The social savings of railroads in Peru were comparable to those for the United States and Great Britain but were much lower than those for Mexico, Brazil and Argentina, largely because Peru had very few railroads.

Between 1900 and 1935, the Argentine economy experienced important changes. Strongly specialized at first in the exportation of primary goods to European markets, the economy gradually turned to import substitution for the internal market. This transition was accompanied by increases in the number and scope of the functions performed by the State. In this paper we approach this evolution with an analysis of public investment in two critical areas: railways and water and drainage works, both of which resulted in the formation of the first public enterprises. Other aspects of public finances are also examined here: the evolution and structure of tax collection and public debt, both of which experienced an ever increasing complexity and scope.