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This is a supplementary resources bookmark page

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This is a supplementary resources bookmark page

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This page serves as a graphical brainstorm organizer and bookmark page for information I am working on to flesh-out my instruction. It is subject to continuous change.

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https://padlet.com/MsDoug/NMResources

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A text from UNM Press regarding the effects of the Dawes Act on the Jicarilla Apache in NM.

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The University of New Mexico Press :: Reconfiguring the Reservation: The Nez Perces, Jicarilla Apaches, and the Dawes Act

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The Dawes Act, however, did not meet its stated goals on the Nez Perce or Jicarilla Apache reservations, in large part because Indians selected land allotments with agendas other than assimilation in mind. The Nez Perces sought to perpetuate traditional environmental and cultural practices through their allotment choices.

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How the Dawes Act affected Native American voting rights in NM through 1962.

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It's often overlooked that self-government in America was practiced by Native Americans long before the formation of the United States government. And yet, Native Americans faced centuries of struggle before acquiring full U.S. citizenship and legal protection of their voting rights.

[Carlisle Indian School, Carlisle, Pa. Class in Government]

Many government officials felt that Native Americans should be assimilated into America's mainstream culture before they became enfranchised. The Dawes Act of 1887 was passed to help spur assimilation. It provided for the dissolution of Native American tribes as legal entities and the distribution of tribal lands among individual members (capped at 160 acres per head of family, 80 acres per adult single person) with remaining lands declared "surplus" and offered to non-Indian homesteaders. Among other things, it established Indian schools where Native American children were instructed in not only reading and writing, but also the social and domestic customs of white America.

The Dawes Act had a disastrous effect on many tribes, destroying traditional culture and society as well as causing the loss of as much as two-thirds of tribal land. The failure of the Dawes Act led to change in U.S. policy toward Native Americans. The drive to assimilate gave way to a more hands-off policy of allowing Native Americans the choice of either enfranchisement or self-government.

"Move on!" Has the Native American no rights that the naturalized American is bound to respect? / / Th. Nast.

The Snyder Act of 1924 admitted Native Americans born in the U.S. to full U.S. citizenship. Though the Fifteenth Amendment, passed in 1870, granted all U.S. citizens the right to vote regardless of race, it wasn't until the Snyder Act that Native Americans could enjoy the rights granted by this amendment.

Even with the passing of this citizenship bill, Native Americans were still prevented from participating in elections because the Constitution left it up to the states to decide who has the right to vote. After the passage of the 1924 citizenship bill, it still took over forty years for all fifty states to allow Native Americans to vote. For example, Maine was one of the last states to comply with the Indian Citizenship Act, even though it had granted tax paying Native Americans the right to vote in its original 1819 state constitution. As reported by Henry Mitchell, a resident of that state, Native Americans were prevented from voting in Maine in the late 1930s.

...[T]he Indians aren't allowed to have a voice in state affairs because they aren't voters. .... Just why the Indians shouldn't vote is something I can't understand. One of the Indians went over to Old Town once to see some official in the city hall about voting. I don't know just what position that official had over there, but he said to the Indian, 'We don't want you people over here. You have your own elections over on the island, and if you want to vote, go over there.

President Calvin Coolidge & Four Osage Indians; White House, 1925

In 1948, the Arizona Supreme Court struck down a provision of its state constitution that kept Indians from voting. Other states eventually followed suit. Even with the lawful right to vote in every state, Native Americans suffered from the same mechanisms and strategies, such as poll taxes, literacy tests, fraud and intimidation, that kept African Americans from exercising that right. In 1965, with passage of the Voting Rights Act and subsequent legislation in 1970, 1975, and 1982, many other voting protections were reaffirmed and strengthened.

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Voting Rights for Native Americans | The Right to Vote | Elections | Classroom Materials at the Library of Congress | Library of Congress

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It's often overlooked that self-government in America was practiced by Native Americans, long before the formation of the United States government. Yet Native Americans faced many of the same hurdles as African Americans and women before gaining the right to vote.

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Effects of the Interstate Highway System in NM

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Effects of the Interstate Highway System in NM

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A short history of the cause and effects on the US

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On June 29, 1956, President Dwight Eisenhower signed the Federal-Aid Highway Act of 1956. The bill created a 41,000-mile "National System of Interstate and Defense Highways" that would, according to Eisenhower, eliminate unsafe roads, inefficient routes, traffic jams and all of the other things that got in the way of "speedy, safe transcontinental travel." At the same time, highway advocates argued, "in case of atomic attack on our key cities, the road net [would] permit quick evacuation of target areas." For all of these reasons, the 1956 law declared that the construction of an elaborate expressway system was "essential to the national interest."

"The Last Call of the Wild"

Today, there are more than 250 million cars and trucks in the United States, or almost one per person. At the end of the 19th century, by contrast, there was just one motorized vehicle on the road for every 18,000 Americans. At the same time, most of those roads were made not of asphalt or concrete but of packed dirt (on good days) or mud. Under these circumstances, driving a motorcar was not simply a way to get from one place to another: It was an adventure. Outside cities and towns, there were almost no gas stations or even street signs, and rest stops were unheard-of. "Automobiling," said the Brooklyn Eagle newspaper in 1910, was "the last call of the wild."

Did you know? At 3,020 miles, I-90 is the longest interstate highway. It connects Seattle, Washington, with Boston, Massachusetts.

A Nation of Drivers

This was about to change. In 1908, Henry Ford introduced the Model T, a dependable, affordable car that soon found its way into many American garages. By 1927, the year that Ford stopped making this "Tin Lizzie," the company had sold nearly 15 million of them. At the same time, Ford's competitors had followed its lead and begun building cars for everyday people. "Automobiling" was no longer an adventure or a luxury: It was a necessity.

A nation of drivers needed good roads, but building good roads was expensive. Who would pay the bill? In most cities and towns, mass transit-streetcars, subways, elevated trains-was not truly "public" transportation. Instead, it was usually built and operated by private companies that made enormous infrastructural investments in exchange for long-term profits. However, automobile interests-such as car companies, tire manufacturers, gas station owners and suburban developers-hoped to convince state and local governments that roads were a public concern. That way, they could get the infrastructure they needed without spending any of their own money.

Their campaign was successful: In many places, elected officials agreed to use taxpayer money for the improvement and construction of roads. In most cases, before 1956 the federal government split the cost of roadbuilding with the states. (One exception was the New Deal, when federal agencies like the Public Works Administration and the Works Progress Administration put people to work building bridges and parkways.) However, this funding arrangement did not get roads built fast enough to please the most ardent highway advocates.

The Birth of the Interstate Highway System

Among these was the man who would become President, Army General Dwight D. Eisenhower. During World War II, Eisenhower had been stationed in Germany, where he had been impressed by the network of high-speed roads known as the Reichsautobahnen. After he became president in 1953, Eisenhower was determined to build the highways that lawmakers had been talking about for years. For instance, the Federal-Aid Highway Act of 1944 had authorized the construction of a 40,000-mile "National System of Interstate Highways" through and between the nation's cities, but offered no way to pay for it.

The Federal-Aid Highway Act of 1956

It took several years of wrangling, but a new Federal-Aid Highway Act passed in June 1956. The law authorized the construction of a 41,000-mile network of interstate highways that would span the nation. It also allocated $26 billion to pay for them. Under the terms of the law, the federal government would pay 90 percent of the cost of expressway construction. The money came from an increased gasoline tax-now 3 cents a gallon instead of 2-that went into a non-divertible Highway Trust Fund.

The new interstate highways were controlled-access expressways with no at-grade crossings-that is, they had overpasses and underpasses instead of intersections. They were at least four lanes wide and were designed for high-speed driving. They were intended to serve several purposes: eliminate traffic congestion; replace what one highway advocate called "undesirable slum areas" with pristine ribbons of concrete; make coast-to-coast transportation more efficient; and make it easy to get out of big cities in case of an atomic attack.

The Highway Revolt

When the Interstate Highway Act was first passed, most Americans supported it. Soon, however, the unpleasant consequences of all that roadbuilding began to show. Most unpleasant of all was the damage the roads were inflicting on the city neighborhoods in their path. They displaced people from their homes, sliced communities in half and led to abandonment and decay in city after city.

People began to fight back. The first victory for the anti-road forces took place in San Francisco, where in 1959 the Board of Supervisors stopped the construction of the double-decker Embarcadero Freeway along the waterfront. During the 1960s, activists in New York City, Baltimore, Washington, D.C., New Orleans and other cities managed to prevent roadbuilders from eviscerating their neighborhoods. (As a result, numerous urban interstates end abruptly; activists called these the "roads to nowhere.")

In many cities and suburbs, however, the highways were built as planned. All told, the Interstate Highway System is more than 46,000 miles long.

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On June 29, 1956, President Dwight Eisenhower signed the Federal-Aid Highway Act of 1956. The bill created a 41,000-mile "National System of Interstate and Defense Highways" that would, according to Eisenhower, eliminate unsafe roads, inefficient routes, traffic jams and all of the other things that got in the way of "speedy, safe transcontinental travel."

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History & Cultural Impact of the Interstate Highway System

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History & Cultural Impact of the Interstate Highway System

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Interstate Highways changed people's perceptions of the landscape. With uniformity of road design allowing for long-distance travel between major cities at high speeds (Vale and Vale 1983), travel on an Interstate Highway is a landscape-blurring experience, far less intimate and more homogeneous than travel on secondary roads.

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Albuquerque and New Mexico's trusted news source. Statewide weather forecasts, live streaming, investigations, entertainment, local events and living.

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The Latest: Mississippi flag protested at museum opening

SAN DIEGO (AP) - Authorities in southern California say at least two people are dead after a small plane crashed into a home in San Diego. L...

A look back at the history of New Mexico as part of the American Territory of the "new" south west and road to achieving statehood in 1912. ...

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Interactive: The Road to American Statehood

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The Latest: Mississippi flag protested at museum opening SAN DIEGO (AP) - Authorities in southern California say at least two people are dead after a small plane crashed into a home in San Diego. L... A look back at the history of New Mexico as part of the American Territory of the "new" south west and road to achieving statehood in 1912.

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Also, thanks to all the folks whose resources I've adapted for use in my own classroom.

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