Railroad Revelation

When examining the economic growth in the postbellum American economy, one discovers a plethora of interesting data sets to compare. For this post, the focus falls upon exploring the differences found in the developing railroad systems in the North and South from the 1870s to the 1890s. During these years, America attempts to place the aftermath of the Civil War in its past, while also finding itself enveloped in a new, rapidly developing world.

In his book, American Railroads, John Stover explains in detail what went right and wrong with expanding the railroad system after the Civil War. He reports the lines stretched from 35,000 miles in 1865 to 53,000 miles in 1870; 93,000 miles in 1880; 164,000 miles in 1890.[1] Stover’s book explains the North-South divergence on rail expansion, the rampant corruption and confusion, and how the railroads made America a dominant force in the global economy.

Even though the Civil War impacted the entire nation, the North and South proceed with two different approaches to reconstruction and expansion of the railroads. Decimated by the wounds of war, the southern states focus energy on rebuilding the original lines. Stover confirms this and finds new construction slow in comparison to the North. In the decade following the war, the rail mileage more than doubled for the nation. However, Stover notes that Illinois laid more tracks within its state lines than all Confederate states east of the Mississippi River. [2]

The Northern part of the country experiences massive growth in its railroad network thanks to its Civil War victory. The new rails assist the North with agricultural and industrial growth. The railroads enable goods and people to move at speeds previously unseen. The enhancement of the transportation networks fosters economic growth. New cities and markets appear and increase the demand for agricultural and industrial items. Advancements in roads and canal systems complement the railroads and develop an infrastructure that will launch the North’s development ahead of the South.

Down South, the railroad network develops at a slower pace. While the efforts to rebuild, repair, and expand the railroad exist, the efforts were not as extensive nor as efficient as those in the North. Sadly, the limited system leads to the South’s partial economic isolation. This isolation impedes the South’s ability to assimilate into the national economy. In his article, Aaron Marrs finds that Southerners deny themselves the same opportunities that the North aggressively seeks. He writes that the South excluded itself from the reforms. He states the South’s rejection of “innovation, enterprise, and reform” opposes the enthusiastic acceptance found in the North.[3] For the South, confusion arises when it fails to realize it needs cooperation and access to the North to recover from the devastation of the Civil War. The lack of a reciprocal relationship causes Southern stagnation.

In his book, Stover details accounts of the corruption witnessed in the time. He notes that this corruption impedes the development of the Southern railroads. He finds in 1868-69, North Carolina’s legislature authorized $27,850,000 in bonds to thirteen railroads. Only $17,640,000 of those granted were issued to the companies. The companies create only ninety-three miles of line. Stover writes that the funds found themselves in the pockets of several prominent politicians who resided in the North.[4] He discovered similar issues in Georgia and details those in his book. He writes that the local politicians collected pennies in comparison to Cornelius Vanderbilt, Daniel Drew, Jay Gould, and others profiting millions by manipulating rail systems extending for thousands of miles.[5]

Some historians brush over this period in their history seminars and classes. They point out that this is when America develops into the dichotomy of the haves and have-nots. Some even dismiss this section of history as being unimportant. Upon examination, one can see that the Gilded Age is when America shot out in front of other industrialized nations. The attached chart from the US Bureau of the Census shows the dramatic increase seen nationally. Farmland more than doubles and the railroad tracks increase by fivefold.[6] By examining this one chart, one sees the drastic changes occurring in the country. This demonstrates this time in American history is worthy of appreciation and examination.

With research, one discovers there is so much more to this period of history. Ballard Campbell explains the impact the Gilded Age had on America. He points out that America’s unique approach to war reconstruction causes it to become a force in the world economy. He writes that Britain, Germany, and Japan did not develop their agriculture while simultaneously developing other industries, like the railroad.[7] The multi-faceted development witnessed in America helps the country grow exponentially. Campbell finds that the railroad expansion’s impact on the nation is witnessed in the three events; the completion of the first transcontinental connection in 1869, the establishment of the nation’s four time zones in 1883, and the agreement on track width standardization in 1886.[8]

The remarkable differences seen in this era stem directly from the impact of the Civil War. The North experiences expansive developments in agriculture, industrialization, technology, and infrastructure. Yet, the South witnesses slow, uneven growth in the same sections. The South sticks with its reliance on agriculture and little occurs to help its struggling railroad systems rebound. Even though the states were united again, the reconstruction efforts held the delineation of the country into the divisions of North and South. Examining the country’s economy immediately following the war makes that apparent. One sees that the North reaps the benefits of being the winners of the war between the states. Regardless of her division, America emerges as the overall industrial leader thanks to the innovations and progress of this time.

 

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[1] John F. Stover, American Railroads, (Chicago, Ill: University of Chicago Press, 1997), 134.

[2] Ibid., 98.

[3] Aaron W. Marrs, “The Iron Horse Turns South: A History of Antebellum Southern Railroads.” Enterprise & Society 8, no. 4 (2007): 786.

[4] Stover, Railroads, 99.

[5] Ibid., 100.

[6] U.S. Bureau of the Census, Historical Statistics of the United States (Washington, DC: Government

Printing Office, 1975).

[7] Ballard C. Campbell, “Understanding Economic Change in the Gilded Age,” OAH Magazine of History 13, no. 4 (1999): 17.

[8] Ibid., 18. 

Bibliography:

Campbell, Ballard C. “Understanding Economic Change in the Gilded Age.” OAH Magazine of History 13, no. 4 (1999): 16–20. http://www.jstor.org/stable/25163305.

Marrs, Aaron W. “The Iron Horse Turns South: A History of Antebellum Southern Railroads.” Enterprise & Society 8, no. 4 (2007): 784–89. http://www.jstor.org/stable/23700764.

Stover, John F. American Railroads. Second edition. Chicago, Ill: University of Chicago Press, 1997.

U.S. Bureau of the Census. Historical Statistics of the United States: Indicators of Economic Change:1870-1920. Washington, DC: Government Printing Office, 1975.