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The Louisiana Purchase was a transaction between France and the United States for 828,000 square miles of land west of the Mississippi River for $15 million, or 4 cents an acre. When this purchase was complete, the United States nearly doubled in size and added territory, which today would cost over 23 times the cost as it was.

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A major route for settlers moving west to Oregon for farmland and a better life. It was dangerous, with risks like disease and harsh weather.

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The Acquisition of Florida was an event in which Minister Onís and John Quincy Adams reached an agreement where Spain ceded East Florida to the United States and renounced all claims to West Florida. This allowed the United States complete control over the Mississippi River.

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It was the transformation of the American economy. There was a huge shift from people making clothes and substance farming to buying things and consumerism. This led to changes in technology, transportation, and communication.

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This law forced Native American tribes to leave their lands in the southeastern U.S. and move west to what is now Oklahoma. Thousands suffered and died on the journey, known as the "Trail of Tears."

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Used by people heading to California, especially after the Gold Rush started. It was a long, tough journey, but many took the risk for the chance of wealth or new opportunities.

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The Annexation of Texas was an event in which the United States officially took control over Texas and it became a US State. Texas was originally a part of Mexico, ending up in a huge land gain for the United States. Along with that, it added tension between Mexico and the United States and became a contributor to the Mexican-American War from 1846 to 1848.

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Mexican-American War: April 25, 1846 - February 2, 1848

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Mexican-American War: April 25, 1846 - February 2, 1848

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This war happened because the U.S. and Mexico disagreed over land, especially Texas. The U.S. won and took a large part of Mexico’s northern territory, including California, Arizona, and New Mexico. It ended with the Treaty of Guadalupe Hidalgo.

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The Acquisition of Oregon was the result of the treaty signed between Britain and the United States which set the border between the U.S. and what British North America (what would become Canada) at the 49th parallel though it didn't include Vancouver Island which remained British territory.

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Gold was discovered in California, bringing thousands of people hoping to get rich quickly. Towns grew rapidly, and California's population grew rapidly. This event helped the U.S. economy but also led to conflicts with Native Americans and environmental damage.

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This was a war between the North and South states over the issue of slavery. President Abraham Lincoln wanted to abolish slavery and because of this southern states known as the Confederate States threatened to secede and become their own country. In the end, the Confederates lost the war, and slavery was abolished.

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This act gave citizens up to 160 acres of public land. The act stated that once they had this land they had to improve it, care for it, live on it, and pay a small fee.

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May 10, 1869 - Completion of the Transcontinental Railroad

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May 10, 1869 - Completion of the Transcontinental Railroad

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The Completion of the Transcontinental Railroad was when the last rails were laid and a ceremony took place in Utah to celebrate it. This eventually led to 4 transcontinental railroads being created. The railroad changed the way Americans lived, majorly advanced westward expansion, and made travel more affordable.

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The Exoduster Movement was the mass migration of African Americans from the South to Kansas. They moved because they wanted to escape the oppressive conditions in the South. This helped to improve the social and economic lives of African Americans.

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1879 - Opening of the Carlisle Industrial School

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1879 - Opening of the Carlisle Industrial School

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The Carlisle Industrial School was a school Native American children were forced to go to to unlearn their Native ways and bring out the "western man" within them. Their philosophy was to "kill the Indian in him, and save the man."

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This authorized the president to break up land that was a part of reservations and break it up to give to other citizens. The Native Americans were only given a small amount to keep.

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The American Frontier was the area also known as the Wild West. It closed due to the effects of the new railroads. The population grew very dense in the area leading the frontier line to disappear.

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Federal Indian policy during the period from 1870 to 1900 marked a departure from earlier policies that were dominated by removal, treaties, reservations, and war. The new policy focused specifically on breaking up reservations and tribal lands by granting land allotments to individual Native Americans and encouraging them to take up agriculture. It was reasoned that if a person adopted "White" clothing and ways, and was responsible for their own farm, they would gradually drop their "Indian-ness" and be assimilated into White American culture. Then it would no longer be necessary for the government to oversee Indian welfare in the paternalistic ways it had previously done, including providing meager annuities, with American Indians treated as dependents.

On February 8, 1887, Congress passed the Dawes Act, named for its author, Senator Henry Dawes of Massachusetts. Also known as the General Allotment Act, the law authorized the President to break up reservation land, which was held in common by the members of a tribe, into small allotments to be parceled out to individuals. Thus, Native Americans registering on a tribal "roll" were granted allotments of reservation land. "To each head of a family, one-quarter of a section; To each single person over eighteen years of age, one-eighth of a section; To each orphan child under eighteen years of age, one-eighth of a section; and To each other single person under eighteen years now living, or who may be born prior to the date of the order of the President directing an allotment of the lands embraced in any reservation, one-sixteenth of a section."

Section 8 of the act specified groups that were to be exempt from the law. It stated that "the provisions of this act shall not extend to the territory occupied by the Cherokees, Creeks, Choctaws, Chickasaws, Seminoles, and Osage, Miamies and Peorias, and Sacs and Foxes, in the Indian Territory, nor to any of the reservations of the Seneca Nation of New York Indians in the State of New York, nor to that strip of territory in the State of Nebraska adjoining the Sioux Nation on the south."

Subsequent events, however, extended the act's provisions to these groups as well. In 1893, President Grover Cleveland appointed the Dawes Commission to negotiate with the Cherokees, Creeks, Choctaws, Chickasaws, and Seminoles, who were known as the Five Civilized Tribes. As a result of these negotiations, several acts were passed that allotted a share of common property to members of the Five Civilized Tribes in exchange for abolishing their tribal governments and recognizing state and federal laws. In order to receive the allotted land, members were to enroll with the Office of Indian Affairs (later renamed the Bureau of Indian Affairs [BIA]). Once enrolled, the individual's name went on the "Dawes Rolls." This process assisted the BIA and the Secretary of the Interior in determining the eligibility of individual members for land distribution.

The purpose of the Dawes Act, and the subsequent acts that extended its initial provisions, was purportedly to protect American Indian property rights, particularly during the land rushes of the 1890s. But in many instances the results were vastly different. The land allotted to individuals included desert or near-desert lands unsuitable for farming. In addition, the techniques of self-sufficient farming were much different from their tribal way of life. Many did not want to take up agriculture, and those who did want to farm could not afford the tools, animals, seed, and other supplies necessary to get started.

There were also problems with inheritance. Often young children inherited allotments that they could not farm because they had been sent away to boarding schools. Multiple heirs also caused a problem; when several people inherited an allotment, the size of the holdings became too small for effective farming. Tribes were also often underpaid for the land allotments, and when individuals did not accept the government requirements, their allotments were sold to non-Native individuals, causing American Indian communities to lose vast acreage of their tribal lands.

Transcript
Forty-Ninth Congress of the United States of America;
At the Second Session,
Begun and held at the City of Washington on Monday, the sixth day of December, one thousand eight hundred and eight-six.
An Act to provide for the allotment of lands in severalty to Indians on the various reservations, and to extend the protection of the laws of the United States and the Territories over the Indians, and for other purposes.
Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That in all cases where any tribe or band of Indians has been, or shall hereafter be, located upon any reservation created for their use, either by treaty stipulation or by virtue of an act of Congress or executive order setting apart the same for their use, the President of the United States be, and he hereby is, authorized, whenever in his opinion any reservation or any part thereof of such Indians is advantageous for agricultural and grazing purposes, to cause said reservation, or any part thereof, to be surveyed, or resurveyed if necessary, and to allot the lands in said reservation in severalty to any Indian located thereon in quantities as follows:

To each head of a family, one-quarter of a section;
To each single person over eighteen years of age, one-eighth of a section;
To each orphan child under eighteen years of age, one-eighth of a section; and
To each other single person under eighteen years now living, or who may be born prior to the date of the order of the President directing an allotment of the lands embraced in any reservation, one-sixteenth of a section:

Provided, That in case there is not sufficient land in any of said reservations to allot lands to each individual of the classes above named in quantities as above provided, the lands embraced in such reservation or reservations shall be allotted to each individual of each of said classes pro rata in accordance with the provisions of this act: And provided further, That where the treaty or act of Congress setting apart such reservation provides the allotment of lands in severalty in quantities in excess of those herein provided, the President, in making allotments upon such reservation, shall allot the lands to each individual Indian belonging thereon in quantity as specified in such treaty or act: And provided further, That when the lands allotted are only valuable for grazing purposes, an additional allotment of such grazing lands, in quantities as above provided, shall be made to each individual.

Sec. 2. That all allotments set apart under the provisions of this act shall be selected by the Indians, heads of families selecting for their minor children, and the agents shall select for each orphan child, and in such manner as to embrace the improvements of the Indians making the selection. where the improvements of two or more Indians have been made on the same legal subdivision of land, unless they shall otherwise agree, a provisional line may be run dividing said lands between them, and the amount to which each is entitled shall be equalized in the assignment of the remainder of the land to which they are entitled under his act: Provided, That if any one entitled to an allotment shall fail to make a selection within four years after the President shall direct that allotments may be made on a particular reservation, the Secretary of the Interior may direct the agent of such tribe or band, if such there be, and if there be no agent, then a special agent appointed for that purpose, to make a selection for such Indian, which selection shall be allotted as in cases where selections are made by the Indians, and patents shall issue in like manner.

Sec. 3. That the allotments provided for in this act shall be made by special agents appointed by the President for such purpose, and the agents in charge of the respective reservations on which the allotments are directed to be made, under such rules and regulations as the Secretary of the Interior may from time to time prescribe, and shall be certified by such agents to the Commissioner of Indian Affairs, in duplicate, one copy to be retained in the Indian Office and the other to be transmitted to the Secretary of the Interior for his action, and to be deposited in the General Land Office.

Sec. 4. That where any Indian not residing upon a reservation, or for whose tribe no reservation has been provided by treaty, act of Congress, or executive order, shall make settlement upon any surveyed or unsurveyed lands of the United States not otherwise appropriated, he or she shall be entitled, upon application to the local land-office for the district in which the lands arc located, to have the same allotted to him or her, and to his or her children, in quantities and manner as provided in this act for Indians residing upon reservations; and when such settlement is made upon unsurveyed lands, the grant to such Indians shall be adjusted upon the survey of the lands so as to conform thereto; and patents shall be issued to them for such lands in the manner and with the restrictions as herein provided. And the fees to which the officers of such local land-office would have been entitled had such lands been entered under the general laws for the disposition of the public lands shall be paid to them, from any moneys in the Treasury of the United States not otherwise appropriated, upon a statement of an account in their behalf for such fees by the Commissioner of the General Land Office, and a certification of such account to the Secretary of the Treasury by the Secretary of the Interior.

Sec. 5. That upon the approval of the allotments provided for in this act by the Secretary of the Interior, he shall cause patents to issue therefor in the name of the allottees, which patents shall be of the legal effect, and declare that the United States does and will hold the land thus allotted, for the period of twenty-five years, in trust for the sole use and benefit of the Indian to whom such allotment shall have been made, or, in case of his decease, of his heirs according to the laws of the State or Territory where such land is located, and that at the expiration of said period the United States will convey the same by patent to said Indian, or his heirs as aforesaid, in fee, discharged of said trust and free of all charge or incumbrance whatsoever: Provided, That the President of the United States may in any case in his discretion extend the period. And if any conveyance shall be made of the lands set apart and allotted as herein provided, or any contract made touching the same, before the expiration of the time above mentioned, such conveyance or contract shall be absolutely null and void: Provided, That the law of descent and partition in force in the State or Territory where such lands are situate shall apply thereto after patents therefor have been executed and delivered, except as herein otherwise provided; and the laws of the State of Kansas regulating the descent and partition of real estate shall, so far as practicable, apply to all lands in the Indian Territory which may be allotted in severalty under the provisions of this act: And provided further, That at any time after lands have been allotted to all the Indians of any tribe as herein provided, or sooner if in the opinion of the President it shall be for the best interests of said tribe, it shall be lawful for the Secretary of the Interior to negotiate with such Indian tribe for the purchase and release by said tribe, in conformity with the treaty or statute under which such reservation is held, of such portions of its reservation not allotted as such tribe shall, from time to time, consent to sell, on such terms and conditions as shall be considered just and equitable between the United States and said tribe of Indians, which purchase shall not be complete until ratified by Congress, and the form and manner of executing such release prescribed by Congress: Provided however, That all lands adapted to agriculture, with or without irrigation so sold or released to the United States by any Indian tribe shall be held by the United States for the sale purpose of securing homes to actual settlers and shall be disposed of by the United States to actual and bona fide settlers only tracts not exceding one hundred and sixty acres to any one person, on such terms as Congress shall prescribe, subject to grants which Congress may make in aid of education: And provided further, That no patents shall issue therefor except to the person so taking the same as and homestead, or his heirs, and after the expiration of five years occupancy thereof as such homestead; and any conveyance of said lands taken as a homestead, or any contract touching the same, or lieu thereon, created prior to the date of such patent, shall be null and void. And the sums agreed to be paid by the United States as purchase money for any portion of any such reservation shall be held in the Treasury of the United States for the sole use of the tribe or tribes Indians; to whom such reservations belonged; and the same, with interest thereon at three per cent per annum, shall be at all times subject to appropriation by Congress for the education and civilization of such tribe or tribes of Indians or the members thereof. The patents aforesaid shall be recorded in the General Land Office, and afterward delivered, free of charge, to the allottee entitled thereto. And if any religious society or other organization is now occupying any of the public lands to which this act is applicable, for religious or educational work among the Indians, the Secretary of the Interior is hereby authorized to confirm such occupation to such society or organization, in quantity not exceeding one hundred and sixty acres in any one tract, so long as the same shall be so occupied, on such terms as he shall deem just; but nothing herein contained shall change or alter any claim of such society for religious or educational purposes heretofore granted by law. And hereafter in the employment of Indian police, or any other employees in the public service among any of the Indian tribes or bands affected by this act, and where Indians can perform the duties required, those Indians who have availed themselves of the provisions of this act and become citizens of the United States shall be preferred.

Sec. 6. That upon the completion of said allotments and the patenting of the lands to said allottees, each and every member of the respective bands or tribes of Indians to whom allotments have been made shall have the benefit of and be subject to the laws, both civil and criminal, of the State or Territory in which they may reside; and no Territory shall pass or enforce any law denying any such Indian within its jurisdiction the equal protection of the law. And every Indian born within the territorial limits of the United States to whom allotments shall have been made under the provisions of this act, or under any law or treaty, and every Indian born within the territorial limits of the United States who has voluntarily taken up, within said limits, his residence separate and apart from any tribe of Indians therein, and has adopted the habits of civilized life, is hereby declared to be a citizen of the United States, and is entitled to all the rights, privileges, and immunities of such citizens, whether said Indian has been or not, by birth or otherwise, a member of any tribe of Indians within the territorial limits of the United States without in any manner affecting the right of any such Indian to tribal or other property.

Sec. 7. That in cases where the use of water for irrigation is necessary to render the lands within any Indian reservation available for agricultural purposes, the Secretary of the Interior be, and he is hereby, authorized to prescribe such rules and regulations as he may deem necessary to secure a just and equal distribution thereof among the Indians residing upon any such reservation; and no other appropriation or grant of water by any riparian proprietor shall permitted to the damage of any other riparian proprietor.

Sec. 8. That the provisions of this act shall not extend to the territory occupied by the Cherokees, Creeks, Choctaws, Chickasaws, Seminoles, and Osage, Miamies and Peorias, and Sacs and Foxes, in the Indian Territory, nor to any of the reservations of the Seneca Nation of New York Indians in the State of New York, nor to that strip of territory in the State of Nebraska adjoining the Sioux Nation on the south added by executive order.

Sec. 9. That for the purpose of making the surveys and resurveys mentioned in section two of this act, there be, and hereby is, appropriated, out of any moneys in the Treasury not otherwise appropriated, the sum of one hundred thousand dollars, to be repaid proportionately out of the proceeds of the sales of such land as may be acquired from the Indians under the provisions of this act.

Sec. 10. That nothing in this act contained shall be so construed to affect the right and power of Congress to grant the right of way through any lands granted to an Indian, or a tribe of Indians, for railroads or other highways, or telegraph lines, for the public use, or condemn such lands to public uses, upon making just compensation.

Sec. 11. That nothing in this act shall be so construed as to prevent the removal of the Southern Ute Indians from their present reservation in Southwestern Colorado to a new reservation by and with consent of a majority of the adult male members of said tribe.

Approved, February, 8, 1887.

[Endorsements]

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EnlargeDownload Link Citation: An Act to Provide for the Allotment of Lands in Severalty to Indians on the Various Reservations (General Allotment Act or Dawes Act), Statutes at Large 24, 388-91, NADP Document A1887.

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How the Transcontinental railroad forever changed the US

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It spread Anglo-European culture across the nation and caused trade to flourish, but the story of the Chinese labourers who built the track has largely been forgotten.

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In the early years of the nineteenth century, Americans' endless commercial ambition-what one Baltimore paper in 1815 called an "almost universal ambition to get forward"-remade the nation. Between the Revolution and the Civil War, an old subsistence world died and a new more-commercial nation was born. Americans integrated the technologies of the Industrial Revolution into a new commercial economy. Steam power, the technology that moved steamboats and railroads, fueled the rise of American industry by powering mills and sparking new national transportation networks. A "market revolution" remade the nation.

The revolution reverberated across the country. More and more farmers grew crops for profit, not self-sufficiency. Vast factories and cities arose in the North. Enormous fortunes materialized. A new middle class ballooned. And as more men and women worked in the cash economy, they were freed from the bound dependence of servitude. But there were costs to this revolution. As northern textile factories boomed, the demand for southern cotton swelled, and American slavery accelerated. Northern subsistence farmers became laborers bound to the whims of markets and bosses.

Source: The American Yawp. A Free and Online, Collaboratively Built American History Textbook, 2017-2018 Edition.

The Market Revolution

The market revolution sparked explosive economic growth and new personal wealth, but it also created a growing lower class of property-less workers and a series of devastating depressions, called "panics." Many Americans labored for low wages and became trapped in endless cycles of poverty. Some workers, often immigrant women, worked thirteen hours a day, six days a week. Others labored in slavery. Massive northern textile mills turned southern cotton into cheap cloth. And although northern states washed their hands of slavery, their factories fueled the demand for slave-grown southern cotton and their banks provided the financing that ensured the profitability and continued existence of the American slave system. And so, as the economy advanced, the market revolution wrenched the United States in new directions as it became a nation of free labor and slavery, of wealth and inequality, and of endless promise and untold perils.

The growth of the American economy reshaped American life in the decades before the Civil War. Americans increasingly produced goods for sale, not for consumption. Improved transportation enabled a larger exchange network. Labor-saving technology improved efficiency and enabled the separation of the public and domestic spheres. The market revolution fulfilled the revolutionary generation's expectations of progress but introduced troubling new trends. Class conflict, child labor, accelerated immigration, and the expansion of slavery followed.

American commerce had proceeded haltingly during the eighteenth century. American farmers increasingly exported foodstuffs to Europe as the French Revolutionary Wars devastated the continent between 1793 and 1815. America's exports rose in value from $20.2 million in 1790 to $108.3 million by 1807. But while exports rose, exorbitant internal transportation costs hindered substantial economic development within the United States. But in the wake of the War of 1812, Americans rushed to build a new national infrastructure, new networks of roads, canals, and railroads. In his 1815 annual message to Congress, President James Madison stressed "the great importance of establishing throughout our country the roads and canals which can best be executed under national authority." State governments continued to sponsor the greatest improvements in American transportation, but the federal government's annual expenditures on internal improvements climbed to a yearly average of $1,323,000 by Andrew Jackson's presidency.

State legislatures meanwhile pumped capital into the economy by chartering banks. The number of state-chartered banks skyrocketed from 1 in 1783 to 1,371 in 1860. European capital also helped to build American infrastructure. By 1844, one British traveler declared that "the prosperity of America, her railroads, canals, steam navigation, and banks, are the fruit of English capital."

The so-called "Transportation Revolution" opened the vast lands west of the Appalachian Mountains. In 1810, before the rapid explosion of American infrastructure, Margaret Dwight left New Haven, Connecticut, in a wagon headed for Ohio Territory. Her trip was less than 500 miles but took six full weeks to complete. The journey was a terrible ordeal, she said. Nineteen years later, in 1829, English traveler Frances Trollope made the reverse journey across the Allegheny Mountains from Cincinnati to the east coast. At Wheeling, Virginia, her coach encountered the National Road, the first federally funded interstate infrastructure project. The road was smooth and her journey across the Alleghenies was a scenic delight.

New York State completed the Erie Canal in 1825. The 350 mile-long manmade waterway linked the Great Lakes with the Hudson River and the Atlantic Ocean. Soon crops grown in the Great Lakes region were carried by water to eastern cities, and goods from emerging eastern factories made the reverse journey to midwestern farmers. The success of New York's "artificial river" launched a canal-building boom. By 1840 Ohio created two navigable, all-water links from Lake Erie to the Ohio River.

Robert Fulton established the first commercial steam boat service up and down the Hudson River in New York in 1807. Soon thereafter steamboats filled the waters of the Mississippi and Ohio rivers. Downstream-only routes became watery two-way highways. By 1830, more than 200 steamboats moved up and down western rivers.

The United States' first long-distance rail line launched from Maryland in 1827. Baltimore's city government and the state government of Maryland provided half the start-up funds for the new Baltimore & Ohio (B&O) Rail Road Company. The B&O's founders imagined the line as a means to funnel the agricultural products of the trans-Appalachian West to an outlet on the Chesapeake Bay. Similar motivations led citizens in Philadelphia, Boston, New York City, and Charleston, South Carolina to launch their own rail lines. State and local governments provided the means for the bulk of this initial wave of railroad construction. Government supports continued throughout the century, but decades later the public origins of railroads were all but forgotten, and the railroad corporation became the most visible embodiment of corporate capitalism.

By 1860 Americans laid more than 30,000 miles of railroads. The ensuing web of rail, roads, and canals meant that few farmers in the Northeast or Midwest had trouble getting goods to urban markets. Railroad development was slower in the South, but there a combination of rail lines and navigable rivers meant that few cotton planters struggled to transport their products to textile mills in the Northeast and in England.

Such internal improvements not only spread goods, they spread information. The "transportation revolution" was followed by a "communications revolution." The telegraph redefined the limits of human communication. By 1843 Samuel Morse persuaded Congress to fund a forty-mile telegraph line stretching from Washington, D.C. to Baltimore. Within a few short years, during the Mexican-American War, telegraph lines carried news of battlefield events to eastern newspapers within days.

The consequences of the transportation and communication revolutions reshaped the lives of Americans. Farmers who previously produced crops mostly for their own family now turned to the market. They earned cash for what they had previously consumed; they purchased the goods they had previously made or went without. Market-based farmers soon accessed credit through eastern banks, which provided them with the opportunity to expand their enterprise but left also them prone before the risk of catastrophic failure wrought by distant market forces. In the Northeast and Midwest, where farm labor was ever in short supply, ambitious farmers invested in new technologies that promised to increase the productivity of the limited labor supply. The years between 1815 and 1850 witnessed an explosion of patents on agricultural technologies. The most famous of these, perhaps, was Cyrus McCormick's horse-drawn mechanical reaper, which partially mechanized wheat harvesting, and John Deere's steel-bladed plough, which more easily allowed for the conversion of unbroken ground into fertile farmland.

The cash economy eclipsed the old, local, informal systems of barter and trade. Income became the measure of economic worth. Productivity and efficiencies paled before the measure of income. Cash facilitated new impersonal economic relationships and formalized new means of production. Young workers might simply earn wages, for instance, rather than receiving room and board and training as part of apprenticeships. Moreover, a new form of economic organization appeared: the business corporation.

States offered the privileges of incorporation to protect the fortunes and liabilities of entrepreneurs who invested in early industrial endeavors. A corporate charter allowed investors and directors to avoid personal liability for company debts. The legal status of incorporation had been designed to confer privileges to organizations embarking upon expensive projects explicitly designed for the public good, such as universities, municipalities, and major public works projects. The business corporation was something new. Many Americans distrusted these new, impersonal business organizations whose officers lacked personal responsibility while nevertheless carrying legal rights. Many wanted limits. Thomas Jefferson himself wrote in 1816 that "I hope we shall crush in its birth the aristocracy of our monied corporations which dare already to challenge our government to a trial of strength, and bid defiance to the laws of our country." But in Dartmouth v. Woodward (1819) the Supreme Court upheld the rights of private corporations when it denied the government of New Hampshire's attempt to reorganize Dartmouth College on behalf of the common good. Still, suspicions remained. A group of journeymen cordwainers in New Jersey publically declared in 1835 that they "entirely disapprov[ed] of the incorporation of Companies, for carrying on manual mechanical business, inasmuch as we believe their tendency is to eventuate and produce monopolies, thereby crippling the energies of individual enterprise."

Source: The American Yawp. A Free and Online, Collaboratively Built American History Textbook, 2017-2018 Edition.

The Market Revolution

By the 1830s, the United States had developed a thriving industrial and commercial sector in the Northeast. Farmers embraced regional and distant markets as the primary destination for their products. Artisans witnessed the methodical division of the labor process in factories. Wage labor became an increasingly common experience. These industrial and market revolutions, combined with advances in transportation, transformed the economic and social landscape. Americans could now quickly produce larger amounts of goods for a nationwide, and sometimes an international, market and rely less on foreign imports than in colonial times.

Northern industrialization expanded rapidly following the War of 1812. Industrialized manufacturing began in New England, where wealthy merchants built water-powered textile mills (and mill towns to support them) along the rivers of the Northeast. These mills introduced new modes of production centralized within the confines of the mill itself. As never before, production relied on mechanized sources with water power, and later steam, to provide the force necessary to drive machines. In addition to the mechanization and centralization of work in the mills, specialized, repetitive tasks assigned to wage laborers replaced earlier modes of handicraft production done by artisans at home. The operations of these mills irrevocably changed the nature of work by deskilling tasks, breaking down the process of production to its most basic, elemental parts. In return for their labor, the workers, who at first were young women from rural New England farming families, received wages. From its origin in New England, manufacturing soon spread to other regions of the United States.
Entrepreneurs and Inventors

In the 1800s, a frenzy of entrepreneurship and invention yielded many new products and machines. The republic seemed to be a laboratory of innovation, and technological advances appeared unlimited.

One influential new technology of the early 1800s was the steamship engine, invented by Robert Fulton in 1807. Fulton's first steamship, the Clermont, used paddle wheels to travel the 150 miles from New York City to Albany in a record time of only thirty-two hours (Figure 9.11). Soon, a fleet of steamboats was traversing the Hudson River and New York Harbor, later expanding to travel every major American river including the mighty Mississippi. By the 1830s there were over one thousand of these vessels, radically changing water transportation by ending its dependence on the wind. Steamboats could travel faster and more cheaply than sailing vessels or keelboats, which floated downriver and had to be poled or towed upriver on the return voyage. Steamboats also arrived with much greater dependability. The steamboat facilitated the rapid economic development of the massive Mississippi River Valley and the settlement of the West.

Samuel Morse added the telegraph to the list of American innovations introduced in the years before the Civil War. Born in Massachusetts in 1791, Morse first gained renown as a painter before turning his attention to the development of a method of rapid communication in the 1830s. In 1838, he gave the first public demonstration of his method of conveying electric pulses over a wire, using the basis of what became known as Morse code. In 1843, Congress agreed to help fund the new technology by allocating $30,000 for a telegraph line to connect Washington, DC, and Baltimore along the route of the Baltimore and Ohio Railroad. In 1844, Morse sent the first telegraph message on the new link. Improved communication systems fostered the development of business, economics, and politics by allowing for dissemination of news at a speed previously unknown.
On the Move: The Transportation Revolution

Americans in the early 1800s were a people on the move, as thousands left the eastern coastal states for opportunities in the West. Unlike their predecessors, who travelled by foot or wagon train, these settlers had new transport options. Their trek was made possible by the construction of roads, canals, and railroads, projects that required the funding of the federal government and the states.

New technologies, like the steamship and railroad lines, had brought about what historians call the transportation revolution. States competed for the honor of having the most advanced transport systems.

People celebrated the transformation of the wilderness into an orderly world of improvement demonstrating the steady march of progress and the greatness of the republic. In 1817, John C. Calhoun of South Carolina looked to a future of rapid internal improvements, declaring, "Let us . . . bind the Republic together with a perfect system of roads and canals." Americans agreed that internal transportation routes would promote progress. By the eve of the Civil War, the United States had moved beyond roads and canals to a well-established and extensive system of railroads.
Roads and Canals

One key part of the transportation revolution was the widespread building of roads and turnpikes. In 1811, construction began on the Cumberland Road, a national highway that provided thousands with a route from Maryland to Illinois. The federal government funded this important artery to the West, beginning the creation of a transportation infrastructure for the benefit of settlers and farmers. Other entities built turnpikes, which (as today) charged fees for use. New York State, for instance, chartered turnpike companies that dramatically increased the miles of state roads from one thousand in 1810 to four thousand by 1820. New York led the way in building turnpikes.

Canal mania swept the United States in the first half of the nineteenth century. Promoters knew these artificial rivers could save travellers immense amounts of time and money. Even short waterways, such as the two-and-a-half-mile canal going around the rapids of the Ohio River near Louisville, Kentucky, proved a huge leap forward, in this case by opening a water route from Pittsburgh to New Orleans. The preeminent example was the Erie Canal (Figure 9.13), which linked the Hudson River, and thus New York City and the Atlantic seaboard, to the Great Lakes and the Mississippi River Valley.

With its central location, large harbor, and access to the hinterland via the Hudson River, New York City already commanded the lion's share of commerce. Still, the city's merchants worried about losing ground to their competitors in Philadelphia and Baltimore. Their search for commercial advantage led to the dream of creating a water highway connecting the city's Hudson River to Lake Erie and markets in the West. The result was the Erie Canal. Chartered in 1817 by the state of New York, the canal took seven years to complete. When it opened in 1825, it dramatically decreased the cost of shipping while reducing the time to travel to the West. Soon $15 million worth of goods (more than $200 million in today's money) was being transported on the 363-mile waterway every year.

As with highway projects such as the Cumberland Road, many canals were federally sponsored, especially during the presidency of John Quincy Adams in the late 1820s. Adams, along with Secretary of State Henry Clay, championed what was known as the American System, part of which included plans for a broad range of internal transportation improvements. Adams endorsed the creation of roads and canals to facilitate commerce and develop markets for agriculture as well as to advance settlement in the West.
Railroads

Starting in the late 1820s, steam locomotives began to compete with horse-drawn locomotives. The railroads with steam locomotives offered a new mode of transportation that fascinated citizens, buoying their optimistic view of the possibilities of technological progress. The Mohawk and Hudson Railroad was the first to begin service with a steam locomotive. Its inaugural train ran in 1831 on a track outside Albany and covered twelve miles in twenty-five minutes. Soon it was traveling regularly between Albany and Schenectady.

Toward the middle of the century, railroad construction kicked into high gear, and eager investors quickly formed a number of railroad companies. As a railroad grid began to take shape, it stimulated a greater demand for coal, iron, and steel. Soon, both railroads and canals crisscrossed the states, providing a transportation infrastructure that fueled the growth of American commerce. Indeed, the transportation revolution led to development in the coal, iron, and steel industries, providing many Americans with new job opportunities.
Americans on the Move

The expansion of roads, canals, and railroads changed people's lives. In 1786, it had taken a minimum of four days to travel from Boston, Massachusetts, to Providence, Rhode Island. By 1840, the trip took half a day on a train. In the twenty-first century, this may seem intolerably slow, but people at the time were amazed by the railroad's speed. Its average of twenty miles per hour was twice as fast as other available modes of transportation.

By 1840, more than three thousand miles of canals had been dug in the United States, and thirty thousand miles of railroad track had been laid by the beginning of the Civil War. Together with the hundreds of steamboats that plied American rivers, these advances in transportation made it easier and less expensive to ship agricultural products from the West to feed people in eastern cities, and to send manufactured goods from the East to people in the West. Without this ability to transport goods, the market revolution would not have been possible. Rural families also became less isolated as a result of the transportation revolution. Traveling circuses, menageries, peddlers, and itinerant painters could now more easily make their way into rural districts, and people in search of work found cities and mill towns within their reach.

Source: Corbett, P.S., Janssen V., Lund, J., Pfannestiel, T., Vickery, P., & Waskiewicz, S. U.S. History. OpenStax. 30 December 2014.

Summary

The economy of the United States underwent a major transformation in the early-to-mid nineteenth century. The United States emerged as a leading industrial power during this period. Advancements in transportation and communications technologies were crucial to the economic development of the United States during this period. The development of canals, steamships, and railways contributed to rapid improvements in transportation. In 1825, the Erie Canal was completed, linking the Great Lakes to the Hudson River. Meanwhile, Robert Fulton developed the steamship that dramatically improved transportation. The federal government invested significant resources in the development of railways during this period. Communication across great distances became possible with the development of the telegraph and Morse Code by Samuel Morse. Tragically, many people were harmed by the economic development of the U.S. Many industrial laborers worked long hours in terrible factory conditions for little pay. Meanwhile, the expansion of the textile industry in the North created a demand for Cotton that was produced by slave labor in the American South.

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In the early years of the nineteenth century, Americans' endless commercial ambition-what one Baltimore paper in 1815 called an "almost universal ambition to get forward"-remade the nation. Between the Revolution and the Civil War, an old subsistence world died and a new more-commercial nation was born.

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“Kill the Indian, save the man”: Remembering the stories of Indian boarding schools