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In America in the 1800's schools were what some might consider horrible, because teachers can if a student got a problem wrong the teacher could make them wear a pointy hat that "dunce" wrote on it and make them sit by a door or some place.

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The act of Kansas-    Nebraska act was decided to use popular sovereignty so when the anti-slavery and pro slavery had flooded into Kansas and soon violence had broke out. 

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In January 1, 1863 Lincoln had freed all of the slaves that were fighting against the Union so really no slaves were freed but this new law had made is possible for African Americans to join the Union Army.

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New technology had made it possible for rifles to be more deadly, accurate, and powerful.

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Had few factories to produce weapons, railroad tracts, and other supplies, had few railroads to move troops and vital supplies, the South had a small population, about 9 million lived in the Confederacy and 22 million in the Union, more than 1/3rd of the population was enslaved; therefore they had fewer people that could be soldiers.

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Northern soldiers had to conquer a huge area to bring the South back into the Union, they were invading unfamiliar land.

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Defending their homeland gave them a strong reason to fight, had skills that made them good soldiers, many of the best officers in the United States were from the South.

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The North advantages where that they had four time has many citizens than the south, had many people to grow food and to work in factories making supplies, had more than 70% of the nation's rail lines.

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During the Civil war the north and south had both used the rifle that most. The north had canons that can do a lot more damage than what the rifles could do.

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Dred Scott went to court and argued that he and his wife lived in free states that they should be free.

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The Missouri compromise  added Missouri has a slaves state and to balance it out between free and slave states they had added Maine as a free state. This compromise had been made in 1819

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In the south they didn't really make any new railroads but they instead use the Mississippi river or the Atlantic ocean to transport goods to the north.

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Slaves would find ways like breaking tools, walking slow, acting clumsy, dumb. blind, and crazy to stop them from having to work.

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The south had short winters and the summer were long, hot and humid. There were plenty rain falls and good growing seasons. The land had a broad land and flat rivers.

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the South, region, southeastern United States, generally though not exclusively considered to be south of the Mason and Dixon Line, the Ohio River, and the 36°30′ parallel. As defined by the U.S. federal government, it includes Alabama, Arkansas, Delaware, the District of Columbia, Florida, Georgia, Kentucky, Louisiana, Maryland, Mississippi, North Carolina, Oklahoma, South Carolina, Tennessee, Texas, Virginia, and West Virginia. The South was historically set apart from other sections of the country by a complex of factors: a long growing season, its staple crop patterns, the plantation system, and Black agricultural labour, whether slave or free. White domination of Blacks characterized Southern politics and economics from the 17th century and began to yield only after World War II.

The warm climate of the South affords a period of 200-290 frost-free days per year, enabling such profitable crops as tobacco, rice, sugarcane, and cotton to be grown. This climate, coupled with abundant rainfall, offered 17th- and 18th-century European settlers a superb opportunity to raise crops for export if an adequate permanent labour supply could be found. The source proved to be enslaved Africans, made available for purchase through the international slave trade. From this unique situation of supply and demand arose the system of plantation slavery, which above all other factors distinguished the South from other U.S. regions. By 1790, Black people constituted about one-third of the Southern population and almost the entire workforce on the plantations. At the beginning of the American Civil War (1861), more than four million Black people remained in bondage, though less than one-sixth of the white population actually owned slaves.

Economically, the antebellum and cotton-oriented South looked to the British textile industry for its market and opposed the growing politico-economic power of the industrializing North. The Southern social philosophy, holding to an ideal of rural gentry, presented a sharp contrast to that of the North: it stressed a genteel, aristocratic lifestyle rather than one based on the earnest accumulation of money.

In the period between the American Revolution (1775-83) and about 1830, the North, spurred by the abolitionists, passed from mild opposition to strong condemnation of slavery. In response, the white South rose to an unqualified defense of its "peculiar institution," supporting it on the grounds of biblical sanction, economic justification, the supposed racial inferiority of Black people, and the necessity for a well-ordered society. Southern separatism in defense of slavery culminated in 1860-61, when 11 Southern states (South Carolina, Mississippi, Florida, Alabama, Georgia, Louisiana, Texas, Arkansas, North Carolina, Virginia, and Tennessee) seceded from the Union and formed the Confederate States of America. The ensuing Civil War (1861-65) wrought immense destruction on much of the South, which emerged the loser in the conflict. In many areas, cropland was ruined, livestock lost, railroads destroyed, and billions of dollars in slave-related investments wiped out. Recovering slowly from this destruction, much of the South continued to rely largely on a one-crop economy-cotton, tobacco, or rice-and to cultivate the crops with the labour of African American freedmen. After Reconstruction ended (1877), the white-dominated South's continuing insistence on the inferiority and subordination of African Americans through a system of legalized racial control measures known as Jim Crow laws resulted in the replacement of slavery with three institutions: the economic system of sharecropping (tenant farming), the political system of one-party politics ( Democratic), and the social system of racial segregation, supported by law and custom.

Until 1932 the South remained an impoverished and undiversified region. The growth of a textile industry in the Carolinas and the movement to develop a "New South" after the Civil War had not seriously qualified the region's commitment to cotton, to agriculture, and to a rural way of life. African Americans remained a kind of peasantry, and the income of the South stood at only $372 per capita in 1929, while income outside the South was $797 per capita. Chronic overproduction of cotton, with its attendant low prices, forced more and more farmers, both Black and white, into sharecropping; between 1880 and 1930 Southern land tenancy increased from 36 to 55 percent. The Great Depression of the 1930s caused a total bankruptcy of the cotton economy, which was not relieved until federal New Deal legislation intervened to provide payments for reducing cotton acreage and for unemployment relief. Both of these devices encouraged migration to the cities, a trend that was accelerated during World War II by a heavy influx of Southern African Americans in Northern industrial centres ( see Great Migration).

The New Deal, however, was ultimately to benefit the South. The cotton acreage quota system led to improvements in productivity and to diversification of the agricultural base. The Tennessee Valley Authority, a vast river-development scheme created in 1933, brought electricity to many rural families, further increased farmland productivity through flood control and improved soil management, and laid the groundwork for new industry.

Norris Dam Courtesy of the Tennessee Valley Authority

After World War II the South began to experience sustained growth and industrialization, particularly in the lumber, paper, petrochemical, and aerospace industries. The cultivation of citrus and other fruits, peanuts (groundnuts), and soybeans eradicated the Deep South's historic dependence on cotton, which fell below livestock, poultry, and textiles in production value. By the 21st century, manufacturing was the largest sector of the economy in most Southern states.

During the second half of the 20th century, the population of the South boomed, exceeding 100 million by the end of the century, when the increasingly urban region contained two-fifths of the nation's 50 largest metropolitan areas. By the 2000 census, Texas had surpassed New York as the second most populous state. Moreover, Florida's population more than doubled in the final three decades of the 20th century. As the demographic balance of the country shifted southward, the South consistently gained Congressional representation. Meanwhile, the region's political profile changed dramatically. A split in the Democratic Party in response to its postwar civil rights platform led to the ascendency of George Wallace and caused many segregationist Southern conservatives to flee to the Republican Party. This split was so exacerbated by the growing civil rights movement of the 1960s that by the 1980s the Democratic monopoly of the South was fully broken. Ever wealthier, the South played an increasing role in national politics beginning in the final quarter of the 20th century. Democrats Jimmy Carter of Georgia and Bill Clinton of Arkansas as well as Republicans George H.W. Bush and George W. Bush of Texas were elected president, and Southern support became pivotal to successful presidential campaigns. The controversial continued use of the Confederate flag by some Southern states remains a hotly debated political issue, as are Confederate monuments.

Selma March Peter Pettus/Library of Congress, Washington, D.C. (LC-DIG-ppmsca-08102)

Culturally, the South boasts a literary tradition stretching from Sidney Lanier and Kate Chopin in the 19th century to William Faulkner, James Agee, and Eudora Welty in the 20th century and to Jesmyn Ward, Ron Rash, Natasha Trethewey, Wendell Berry, and Tayari Jones in the 21st century. It has also been the crucible of jazz, blues, rock, and country music.

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the South | Definition, States, & History

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the South, region, southeastern United States, generally though not exclusively considered to be south of the Mason and Dixon Line, the Ohio River, and the 36°30′ parallel. As defined by the U.S. federal government, it includes Alabama, Arkansas, Delaware, the District of Columbia, Florida, Georgia, Kentucky, Louisiana, Maryland, Mississippi, North Carolina, Oklahoma, South Carolina, Tennessee, Texas, Virginia, and West Virginia.

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some canals in the north were man made and because of this transporting became a lot cheaper.

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In the late 1700's and the early 1800's child labor was started in the factories. Children were expected to be on time or get punished; they were also expected to work in dangerous machines this cause injures and sometime even death.

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New technologies showing America's emerging industrial greatness were refined the Civil War: the railroad, the steamboat, the telegraph, and the steam-powered printing press
Library of Congress

The American economy was caught in transition on the eve of the Civil War. What had been an almost purely agricultural economy in 1800 was in the first stages of an industrial revolution which would result in the United States becoming one of the world's leading industrial powers by 1900. But the beginnings of the industrial revolution in the prewar years was almost exclusively limited to the regions north of the Mason-Dixon line, leaving much of the South far behind.

In 1860, the South was still predominantly agricultural, highly dependent upon the sale of staples to a world market. By 1815, cotton was the most valuable export in the United States; by 1840, it was worth more than all other exports combined. But while the southern states produced two-thirds of the world's supply of cotton, the South had little manufacturing capability, about 29 percent of the railroad tracks, and only 13 percent of the nation's banks. The South did experiment with using slave labor in manufacturing, but for the most part it was well satisfied with its agricultural economy.

The North, by contrast, was well on its way toward a commercial and manufacturing economy, which would have a direct impact on its war making ability. By 1860, 90 percent of the nation's manufacturing output came from northern states. The North produced 17 times more cotton and woolen textiles than the South, 30 times more leather goods, 20 times more pig iron, and 32 times more firearms. The North produced 3,200 firearms to every 100 produced in the South. Only about 40 percent of the Northern population was still engaged in agriculture by 1860, as compared to 84 percent of the South.

Even in the agricultural sector, Northern farmers were out-producing their southern counterparts in several important areas, as Southern agriculture remained labor intensive while northern agriculture became increasingly mechanized. By 1860, the free states had nearly twice the value of farm machinery per acre and per farm worker as did the slave states, leading to increased productivity. As a result, in 1860, the Northern states produced half of the nation's corn, four-fifths of its wheat, and seven-eighths of its oats.

The industrialization of the northern states had an impact upon urbanization and immigration. By 1860, 26 percent of the Northern population lived in urban areas, led by the remarkable growth of cities such as Chicago, Cincinnati, Cleveland, and Detroit, with their farm-machinery, food-processing, machine-tool, and railroad equipment factories. Only about a tenth of the southern population lived in urban areas.

Free states attracted the vast majority of the waves of European immigration through the mid-19th century. Fully seven-eighths of foreign immigrants settled in free states. As a consequence, the population of the states that stayed in the Union was approximately 23 million as compared to a population of 9 million in the states of the Confederacy. This translated directly into the Union having 3.5 million males of military age - 18 to 45 - as compared to 1 million for the South. About 75 percent of Southern males fought the war, as compared to about half of Northern men.

The Southern lag in industrial development did not result from any inherent economic disadvantages. There was great wealth in the South, but it was primarily tied up in the slave economy. In 1860, the economic value of slaves in the United States exceeded the invested value of all of the nation's railroads, factories, and banks combined. On the eve of the Civil War, cotton prices were at an all-time high. The Confederate leaders were confident that the importance of cotton on the world market, particularly in England and France, would provide the South with the diplomatic and military assistance they needed for victory.

As both the North and the South mobilized for war, the relative strengths and weaknesses of the "free market" and the "slave labor" economic systems became increasingly clear - particularly in their ability to support and sustain a war economy. The Union's industrial and economic capacity soared during the war as the North continued its rapid industrialization to suppress the rebellion. In the South, a smaller industrial base, fewer rail lines, and an agricultural economy based upon slave labor made mobilization of resources more difficult. As the war dragged on, the Union's advantages in factories, railroads, and manpower put the Confederacy at a great disadvantage.

Nearly every sector of the Union economy witnessed increased production. Mechanization of farming allowed a single farmer growing crops such as corn or wheat to plant, harvest, and process much more than was possible when hand and animal power were the only available tools. (By 1860, a threshing machine could thresh 12 times as much grain per hour as could six men.) This mechanization became even more important as many farmers left home to enlist in the Union military. Those remaining behind could continue to manage the farm through the use of labor-saving devices like reapers and horse-drawn planters.

Northern transportation industries boomed during the conflict as well--particularly railroads. The North's larger number of tracks and better ability to construct and move parts gave it a distinct advantage over the South. Union forces moving south or west to fight often rode to battle on trains traveling on freshly lain tracks. In fact, as Northern forces traveled further south to fight and occupy the Confederacy, the War Department created the United States Military Railroads, designed to build rails to carry troops and supplies as well as operating captured Southern rail lines and equipment. By war's end, it was the world's largest railroad system.

Other Northern industries--weapons manufacturing, leather goods, iron production, textiles--grew and improved as the war progressed. The same was not true in the South. The twin disadvantages of a smaller industrial economy and having so much of the war fought in the South hampered Confederate growth and development. Southern farmers (including cotton growers) were hampered in their ability to sell their goods overseas due to Union naval blockades. Union invasions into the South resulted in the capture of Southern transportation and manufacturing facilities.

The Southern economy, while shaky throughout the war, grew markedly worse in its later years. The Emancipation Proclamation both enraged the South with its promise of freedom for their slaves, and threatened the very existence of its primary labor source. The economy continued to suffer during 1864 as Union armies battered Confederate troops in the eastern and western theaters. In the East, General Ulysses S. Grant threw men and materiel at Robert E. Lee's depleted and increasingly desperate army. Grant took advantage of railroad lines and new, improved steamships to move his soldiers and had a seemingly endless supply of troops, supplies, weapons, and materials to dedicate to crushing Lee's often ill-fed, ill-clad, and undermanned army. Though the campaign eventually fell into a stalemate at Petersburg, Virginia, Grant could afford to, as he stated, "fight it out along this line if it takes all summer," while Lee could not.

In the western theater of the war, William T. Sherman's Union troops laid waste to much of the Georgia countryside during the Atlanta Campaign and the subsequent "March to the Sea." Sherman's campaigns inflicted massive damage to Southern industry, agriculture and infrastructure. His soldiers destroyed rail lines and captured the major economic and transportation hub of Atlanta and the critical seaport of Savannah. When Sherman famously telegraphed Lincoln in December 1864, "I beg to present you as a Christmas gift the city of Savannah," his gift included "about twenty-five thousand bales of cotton." Sherman himself later estimated that this campaign, which eventually moved north and similarly impacted the Carolinas, caused $100 million of destruction. An already troubled Confederate economy simply could not absorb such massive losses and survive.

As the war progressed, substantial and far-reaching changes were taking place far from the battle lines. When Lincoln became president in March 1861, he faced a divided nation, but also a Congress dominated by Republicans after many Southern Democratic members left to join the Confederacy. Lincoln and congressional Republicans seized this opportunity to enact several pieces of legislation that had languished in Congress for years due to strong Southern opposition. Many of these bills set the course for the United States to emerge by war's end as a nation with enormous economic potential and poised for a massive and rapid westward expansion. When Southerners left Congress, the war actually provided the North with an opportunity southerners from Congress, the war actually provided the North with an opportunity to establish and dominate America's industrial and economic future.

Foremost among these bills was the Homestead Act, a popular measure regularly debated in Congress since the 1840s. This law provided free title to up to 160 acres of undeveloped federal land outside the 13 original colonies to anyone willing to live on and cultivate it. Southerners had for years opposed the idea because it would severely hamper any opportunity to expand slavery into the areas where settlement would be likely. In the North, "free soilers" had clamored for the bill for decades, while abolitionists viewed it as a means to populate the West with small farmers vehemently opposed to slavery's expansion. Abraham Lincoln publicly stated his support while president-elect, stating, "In regards to the homestead bill, I am in favor of cutting the wild lands into parcels, so that every poor man may have a home." He made good on his promise by signing the Homestead Act into law on May 20, 1862.

In order to make the farms more efficient and to help industries develop new and better equipment, as well as provide opportunities for students in the "industrial classes," in 1862 Congress passed the Morrill Act (Land-Grant Colleges Act), by which each state was granted land for the purposes of endowing Agricultural and Mechanical (A and M) colleges. The purpose of the act was "to teach such branches of learning as are related to agriculture and the mechanic arts." This unprecedented national investment in higher education also required instruction in military tactics.

Another major initiative was the Pacific Railway Act, approved by President Lincoln on July 1, 1862. The transcontinental railroad linking the East and West had, like the homestead bill, been heavily debated by pre-war Congresses. Southerners wanted a railroad built along a southern route. Northerners, not surprisingly, wanted a Northern route. Once Southerners left Congress at the outset of the war, Republicans passed legislation that actually dictated a so-called "middle route" with an eastern terminus at Omaha and a western one at Sacramento. The construction of the first transcontinental railroad meant jobs for thousands in factories producing tracks and tools as well as those that labored for years to lay the tracks across rough terrain. It also meant the literal and symbolic linking of East and West (to the exclusion of the South) and decreased travel times for passengers and goods. It improved commercial opportunities, the construction of towns along both lines, a quicker route to markets for farm products, and other economic and industrial changes.

During the war, Congress also passed several major financial bills that forever altered the American monetary system. The Legal Tender Act authorized the federal government to print and use paper money, called "greenbacks," to pay its bills and finance the war. Even though greenbacks were not backed by similar amounts of gold and silver, creditors were required to accept them at face value. By the end of the war, the government had printed over $500 million in greenbacks, and the American financial system's strict reliance on transactions in gold or silver ended. The National Bank Act created a national banking system to reduce the number of notes issued by individual banks and create a single federal currency. The Internal Revenue Act eased inflation primarily by placing excise taxes on many luxury items such as tobacco and jewelry. More famously, the first U.S. income tax was imposed in July 1861, at 3 percent of all incomes over $800 up to 10 percent for incomes over $100,000 to help pay for the war effort.

For better or worse, the political philosophies underlying the creation of the Confederate States of America, with its emphasis upon a strong state and a weak central government, coupled with its vast investments in a slave-labor-based agricultural economy, meant that the South had neither the ability nor the desire to develop the kind of industrial economy or centralized financial system required to sustain a "modern" war. By contrast, the Union's willingness and ability to vastly increase the influence and footprint of the federal government not only contributed directly to its military success in the war, but it also transformed many other areas of national life, including industrial, economic, agricultural, mechanical, and financial realms. Simply put, the United States of America would be a very different nation today than had the war never been fought. If we are truly the world's last remaining superpower, then it is, at least partially, the massive industrial and economic expansion enabled by the Civil War that allowed us to ascend to that role in the first place.

This essay is taken from The Civil War Remembered, published by the National Park Service and Eastern National. This richly illustrated handbook is available in many national park bookstores or may be purchased online from Eastern at www.eparks.com/store.

C&O Canal National Historical Park, Fredericksburg and Spotsylvania National Military Park, Governor's Island National Monument, Harpers Ferry National Historical Park, Mammoth Cave National Park, Springfield Armory National Historic Site, Richmond National Battlefield Park, Shiloh National Military Park

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Industry and Economy during the Civil War (U.S. National Park Service)

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The American economy was caught in transition on the eve of the Civil War. What had been an almost purely agricultural economy in 1800 was in the first stages of an industrial revolution which would result in the United States becoming one of the world's leading industrial powers by 1900.

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In the north the winter were freezing and the summers were hot and humid. The geography of the land was pretty different, like in the New England it was jagged ad had many bays.

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Has america was growing people were making better ways for transportation; soon in the 1840's there were a few million miles of railroad track. Also steam boats and river travel was also growing.

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Modes of Transportation in the Early Republic

TURNPIKES
The first turnpike, built by private stock companies and financed by private investments and toll revenues, opened in 1794 between Lancaster and Philadelphia. Its success stimulated similar projects in New England and the Atlantic states by 1815, and it also influenced the beginning of the National Road in 1811, which reached Wheeling by 1818. "Turnpike fever" raged in the Old Northwest during the 1820s and 1830s, but few roads were completed, except in Ohio. Turnpikes were relatively short-lived because of assorted economic factors: for long hauls, their value was limited because of high tolls and long travel times; the pikes also did not yield good returns for their investors -- in New England, only 6 of 230 pikes barely returned money, while those in Massachusetts earned dividends of only 3.1% in 60 years. Failure of turnpikes could be blamed on the competition of canals and railroads; however, high costs, poor management, and high maintenance costs primarily contributed to their downfall. (Transportation Revolution, 17-28)

PLANK ROADS
This innovative road was not common in the United States during the early decades of the 19th century. Plank roads were introduced in Canada in the mid 1830s and in New York by the mid 1840s; however, the "boom" period did not arrive until the 1850s.

CANALS
The canal "boom" began in the 1810s as a means of connecting existing waterways. By 1816, there were 100 miles of canals in the United States; only three canals were longer than two miles, thereby indicating the prevalence of short, local connecting spurs. Major canals of the time included:

* Erie Canal (1817-1825) constructed by the State of New York; served as a model for other state projects. 364 miles long.

* Ohio-Erie Canal completed in 1833 at a cost of $8 million, running 308 miles from Cleveland to Portsmouth on the Ohio River.

* Miami-Erie Canal built in the western part of Ohio, from Cincinnati to Dayton in 1832, and to Toledo in 1845.

Canals were funded by investments, stocks, state bonds, and direct financing by some state governments; the federal government even provided some assistance in later years by allowing proceeds from the sale of public lands to be used for canal projects. State bonds, however, were most important to the success of the projects: value of bonds issued between 1820-1837, $108 million. By 1840, over 3,300 miles of canals were present in the United States, all but 100 miles of which were built after 1816 and most after 1824. Between 1816 and 1840, over $125 million was spent on canals, causing near bankruptcy for three states.

STEAMBOATS
Flatboats were commonly used until the 1830s when steamboats began to dominate river trade and travel on the Great Lakes. The advantages to this form of transportation were speed and economy, plus connections of internal waterways with major ports. (Transportation Revolution, p.56-73)

RAILROADS
The initial development of this system occurred in the eastern United States during 1820s and 1830s. The Baltimore & Ohio Railroad was chartered in 1828 and had thirteen miles of track operation by May, 1830. Charleston, South Carolina, built the second railroad in the nation by 1833, which totalled some 136 miles. To the north, three short lines operated out of Boston by the early 1830s. During the same decade, roughly three miles of rails were built for every two miles of canal, resulting in the relative parity of both rail and canal systems by 1840. In 1850, the number of miles of rails exceeded total canal miles by nearly two times. (Transportation Revolution,p.74-103)

Changing Costs of Transportation

In 1816, the Senate reported that one ton of goods from Europe, traveling 3,000 miles, could be shipped for $9; the same shipment could be carried only 30 miles overland in the United States for the same price. Between 1810 and 1819, the average cost of .30 per ton-mile prohibited the long distance movement of goods. More specifically, in 1817, New York found the cost of transportation from Buffalo to New York City was three times the market value of wheat, six times of corn, and twelve times of oats. By the 1820s, ton-mile prices dropped as low as .12, attributed in part to price deflation and the spread of turnpikes and canal systems. With the network of rails, canals, and roads established prior to the Civil War, some transportation costs were reduced to roughly .01 per ton-mile, thereby attesting to the positive effect of transportation developments on shipping costs and the price of the marketed items. (Transportation Revolution, p.132-152)

Transportation in Indiana

By the mid 1820s, there were several well defined lines of travel to Indiana's interior; however, their conditions were deplorable. With the absence of rails, canals, and pikes, individuals faced only blazed trails, bad roads, and obstructed rivers. For years, beginning in 1816, the state legislature discussed assorted schemes for internal improvement in an effort to modernize the state and to tie Indiana into the larger regional and national markets.

RIVER TRAVEL
Rivers provided an important means of transportation and communication during the early years of life in Indiana. Their importance could be seen by the establishment of towns and villages along their banks and cutting of roads to follow their courses.

The Ohio-Mississippi river complex was the major highway of the developing West. At seasonal highwater, fleets of flatboats carried Midwestern produce down to New Orleans and other lower Mississippi markets. The Wabash River, which fed into this system, was also a main trade route to the south and provided the means by which flatboats and some steamboats navigated successfully. The White River was not a major commercial route, though more traffic occurred south of Indianapolis than north. Travel was more restricted to flatboats which carried small amounts of produce to local markets, simply because the White River was navigable. In 1831 one steamboat, the "Robert Hanna," arrived in Indianapolis with much fanfare over the navigability of the White River; however, on its return journey, it hit several sandbars and became grounded for some six weeks, thereby effectively ending steamship travel on the White River until 1865. (Dunn, Greater Indianapolis, 1:19)

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Modes of Transportation in the Early Republic TURNPIKES The first turnpike, built by private stock companies and financed by private investments and toll revenues, opened in 1794 between Lancaster and Philadelphia. Its success stimulated similar projects in New England and the Atlantic states by 1815, and it also influenced the beginning of the National Road in 1811, which reached Wheeling by 1818.

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Abolitionist we people who wanted to changed things, like slavery, jails and asylums, schools, and women rights.

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(Griffiths 157). Therefore, prisons were a product of the latter punishment, which meant the accused and convicted must be deprived of his or her liberty and declared a slave to society. When in prison, the life of the accused was not as strict as today's.

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Men back then were not really emotional and about deep means unlike women so it was very unlikely to a man that made a quote back then.

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These people had encouraged people to listen and come back to god. The people that listened to them had shouted, sang songs,and some even fainted.

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Pray for revival! We need revival! It is quite common to hear such expressions in Christian assemblies. Many see the need for their faith to be revitalized and for the Holy Spirit to do a tremendous work in them.

There's no doubt that revivals, or spiritual awakenings, are extremely important for Christians. They are ignited by God Himself and used to turn our hearts and minds back to Him. Revivals bring life and vitality. God's Holy Spirit is extremely active during a revival and, when taken seriously, a revival can accomplish a lot.

Revivals that lose power

Still, we see time and time again that most religious revivals stagnate. They begin in power, but after some time each one dies down, the effects are no longer visible, and yet another revival is necessary.

We can get a better picture of this when we look at one of the biggest religious revivals recorded in history, known as "The Great Awakening." This revival swept through Protestant Europe and British America in the 18th century, driving thousands of people to seek out a personal relationship with God. The whole movement lasted for about 20 years before dying off. It was followed by another revival, "The Second Great Awakening," in the 19th century. And yet another in the late 19th century and early 20th century, which some historians argue should be considered a " Third Great Awakening."

But, why is that? If revivals are ignited by God, why do they stagnate?

Do you walk in the Spirit?

Perhaps one of the most notable things about a Christian revival is the presence of the Holy Spirit. During a true spiritual revival, the Holy Spirit speaks powerfully, working to stir us to action in our Christian lives. The working of the Holy Spirit during a revival is usually so strong that people are deeply moved, both spiritually and emotionally.

Unfortunately, there can be a great danger in such a time if we allow ourselves to indulge in our own feelings and excited emotions without taking heed to what the Spirit is actually speaking. Paul writes, "And those who are Christ's have crucified the with its . If we live in the Spirit, let us also ." Galatians 5:24-25. It isn't enough for us to "live in the Spirit" alone, enjoying the feelings and atmosphere that a revival often provides. We also need to be obedient to what the Spirit works in our hearts, mainly (as the Bible puts it) that we crucify our flesh with its and desires.

This means that we deny ourselves, or give up our own will, , so that God's will can be accomplished in our lives. We make a conscious decision to do God's will in every situation, even when it means that we won't get "our way." This is : that we are obedient to God's Word and will in our lives.

The three witnesses

In 1 John 5:7-8 it is written, "For there are three that bear witness in heaven: the Father, the Word, and the Holy Spirit; and these three are one. And there are three that bear witness on earth: the Spirit, the water, and the blood; and these three agree as one." If we are living a Christian life in truth, then we should have the Spirit, the water and the blood as witnesses. They should testify of the life that we live.

The Spirit is the Holy Spirit, who manifests Himself in power in our own lives and spurs us on toward perfection. (John 16:14-16) When we walk in the Spirit and obey His promptings, He testifies that our lives are pure and upright, giving us spiritual authority. The water represents the cleansing that has taken place in us, a washing away of impurity as a result of God's forgiveness. (1 John 1:9) And the blood represents the sacrifice that has taken place in our own lives, testifying to the fact that we also suffer with Christ and give up our own self-will each day. (2 Corinthians 4:10-11)

Many people come to the witness of the water, but never come to the witness of the Spirit and the blood. It is absolutely vital that we come to the testimony of the blood in our lives, that we live in obedience to God and His Word. Without the testimony or witness of the blood in our lives, without personal sacrifice and obedience, revival will soon die down. And, without obedience to the Spirit, we can never attain to the witness of the Spirit. He will have to withdraw from our life, causing revival to stagnate. How can we expect God's Spirit to continue to work powerfully in us, if we are not obedient to Him?

Personal revival

It isn't God's intention that Christian revival should stagnate. In fact, He desires that we experience personal revival every day in our inner man. "Therefore we do not lose heart. Even though our is perishing, yet the is being renewed day by day." 2 Corinthians 4:16.

Revival is maintained by walking in the Spirit, by being obedient to God's Word, and by "fighting to bloodshed" in our struggle against our self-will, or . (Hebrews 12:4) If we are obedient to God's Word and Spirit in our daily life, it is clear that revival will never stagnate in our lives!

This doesn't mean that we will always have all of the feelings and experiences that have been known to accompany an outward revival. But, it does mean that we can be awakened to God's will each day. Instead of becoming "dull of hearing" to what the Spirit is working, we can be stirred to action every day, quickened to accomplish God's good and perfect will.

Scripture taken from the New King James Version®. Copyright © 1982 by Thomas Nelson. Used by permission. All rights reserved.

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The secret behind experiencing constant revival

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Pray for revival! We need revival! It is quite common to hear such expressions in Christian assemblies. Many see the need for their faith to be revitalized and for the Holy Spirit to do a tremendous work in them. There's no doubt that revivals, or spiritual awakenings, are extremely important for Christians.

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Americans use to think that god choose where you would go once you born but soon it was said that you had choices.