THE MARKET REVOLUTION, 1800–1840

• What were the main elements of the market revolution?

• How did the market revolution spark social change?

• How did the meanings of American freedom change in this period?

• How did the market revolution affect the lives of workers, women, and African-Americans?

In 1824, the Marquis de Lafayette visited the United States. Nearly fifty years had passed since, as a youth of twenty, the French nobleman fought at Washington’s side in the War of Independence. Now, his thirteen-month tour became a triumphant Jubilee of Liberty. Americans had good reason to celebrate Lafayette’s visit and their own freedom. Since 1784, when he had last journeyed to the United States, the nation’s population had tripled to nearly 12 million, its land area had more than doubled, and its political institutions had thrived. Lafayette’s tour demonstrated how profoundly the nation had changed. The thirteen states of 1784 had grown to twenty-four, and he visited every one—a journey that would have been almost impossible forty years earlier. Lafayette traveled up the Mississippi and Ohio Rivers by steamboat, a recent invention that was helping to bring economic development to the trans-Appalachian West, and crossed upstate New York via the Erie Canal, the world’s longest man-made waterway, which linked the region around the Great Lakes with the Atlantic coast via the Hudson River.

Americans in the first half of the nineteenth century were fond of describing liberty as the defining quality of their new nation, the unique genius of its institutions. The poet Walt Whitman wrote of his countrymen’s “deathless attachment to freedom.” Likenesses of the goddess of Liberty, a familiar figure in eighteenth-century British visual imagery, became even more common in the United States, appearing in paintings and sculpture and on folk art from weather vanes to quilts and tavern signs. Never, declared President Andrew Jackson in his farewell address in 1837, had any population “enjoyed so much freedom and happiness as the people of these United States.” The celebration of freedom could be found in sermons, newspaper editorials, and political pronouncements in every region of the country. In Democracy in America, the French historian and politician Alexis de Tocqueville wrote of the “holy cult of freedom” he encountered on his own visit to the United States during the early 1830s. “For fifty years,” he wrote, “the inhabitants of the United States have been repeatedly and constantly told that they are the only religious, enlightened, and free people. They... have an immensely high opinion of themselves and are not far from believing that they form a species apart from the rest of the human race.”

Even as Lafayette, Tocqueville, and numerous other visitors from abroad toured the United States, however, Americans’ understandings of freedom were changing. Three historical processes unleashed by the Revolution accelerated after the War of 1812: the spread of market relations, the westward movement of the population, and the rise of a vigorous political democracy. (The first two will be discussed in this chapter, the third in Chapter 10.) All powerfully affected the development of American society. They also helped to reshape the idea of freedom, identifying it ever more closely with economic opportunity, physical mobility, and participation in a vibrantly democratic political system.

But American freedom also continued to be shaped by the presence of slavery. Lafayette, who had purchased a plantation in the West Indies and freed its slaves, once wrote, “I would never have drawn my sword in the cause of America if I could have conceived that thereby I was founding a land of slavery.” Yet slavery was moving westward with the young republic. The same steamboats and canals that enabled millions of farm families to send their goods to market also facilitated the growth of slave-based cotton plantations in the South. And slavery drew a strict racial boundary around American democracy, making voting, officeholding, and participation in the public sphere privileges for whites alone.

In several southern cities, public notices warned “persons of color” to stay away from the ceremonies honoring Lafayette. Half a century after the winning of independence, the coexistence of liberty and slavery, and their simultaneous expansion, remained the central contradiction of American life.

A NEW ECONOMY

In the first half of the nineteenth century, an economic transformation known to historians as the market revolution swept over the United States. Its catalyst was a series of innovations in transportation and communication. American technology had hardly changed during the colonial era. No important alterations were made in sailing ships, no major canals were built, and manufacturing continued to be done by hand, with skills passed on from artisan to journeyman and apprentice. At the dawn of the nineteenth century, most roads were little more than rutted paths through the woods. Apart from sailing ships plying the Atlantic coast and flatboats floating downstream on major rivers, trade within the new nation faced insuperable barriers. Transporting goods thirty miles inland by road cost as much as shipping the same cargo from England. In 1800, it took fifty days to move goods from Cincinnati to New York City, via a flatboat ride down the Mississippi River to New Orleans and then a journey by sail along the Gulf and Atlantic coasts.

The market revolution represented an acceleration of developments already under way in the colonial era. As noted in previous chapters, southern planters were marketing the products of slave labor in the international market as early as the seventeenth century. By the eighteenth, many colonists had been drawn into Britain’s commercial empire. Consumer goods like sugar and tea, and market-oriented tactics like the boycott of British goods, had been central to the political battles leading up to independence.

An 1810 advertisement for a stagecoach route linking Boston and Sandwich, Massachusetts, reveals the slow speed and high cost of land transportation in the early nineteenth century. It took the entire day (beginning at 5 A.M.), and cost around fifty dollars in today’s money to travel the fifty-seven miles between the towns, with stops along the way for breakfast and lunch.

Nonetheless, as Americans moved across the Appalachian Mountains, and into interior regions of the states along the Atlantic coast, they found themselves more and more isolated from markets. In 1800, American farm families produced at home most of what they needed, from clothing to farm implements. What they could not make themselves, they obtained by bartering with their neighbors or purchasing from local stores and from rural craftsmen like blacksmiths and shoemakers. Those farmers not located near cities or navigable waterways found it almost impossible to market their produce.

The early life of Abraham Lincoln was typical of those who grew up in the pre-market world. Lincoln was born in Kentucky in 1809 and seven years later moved with his family to Indiana, where he lived until 1831. His father occasionally took pork down the Ohio and Mississippi Rivers to market in New Orleans, and Lincoln himself at age nineteen traveled by flatboat to that city to sell the goods of a local merchant. But essentially, the Lincoln family was self-sufficient. They hunted game for much of their food and sewed most of their clothing at home. They relied little on cash; Lincoln’s father sometimes sent young Abraham to work for neighbors as a way of settling debts. As an adult, however, Lincoln embraced the market revolution. In the Illinois legislature in the 1830s, he eagerly promoted the improvement of rivers to facilitate access to markets. As a lawyer, he eventually came to represent the Illinois Central Railroad, which opened large areas of Illinois to commercial farming.

Many Americans devoted their energies to solving the technological problems that inhibited commerce within the country. Thomas Paine spent the 1780s and 1790s not only promoting democracy in America and Europe but also developing a design for an iron bridge, so that rivers could be crossed in all seasons of the year without impeding river traffic.

An 1837 copy of a color drawing that accompanied a patent application for a type of raft designed in 1818. For many years, rafts like this were used to transport goods to market on western rivers.

A view of New York City, in 1849, by the noted lithographer Nathaniel Currier. Steamships and sailing vessels of various sizes crowd the harbor of the nation’s largest city and busiest port.

ROADS AND STEAMBOATS

In the first half of the nineteenth century, in rapid succession, the steamboat, canal, railroad, and telegraph wrenched America out of its economic past. These innovations opened new land to settlement, lowered transportation costs, and made it far easier for economic enterprises to sell their products. They linked farmers to national and world markets and made them major consumers of manufactured goods. Americans, wrote Tocqueville, had “annihilated space and time.”

The first advance in overland transportation came through the construction of toll roads, or “turnpikes,” by localities, states, and private companies. Between 1800 and 1830, the New England and Middle Atlantic states alone chartered more than 900 companies to build new roads. In 1806, Congress authorized the construction of the paved National Road from Cumberland, Maryland, to the Old Northwest. It reached Wheeling, on the Ohio River, in 1818 and by 1838 extended to Illinois, where it ended.

Because maintenance costs were higher than expected and many towns built “shunpikes”—short detours that enabled residents to avoid tollgates, most private toll roads never turned a profit. Even on the new roads, horse-drawn wagons remained an inefficient mode of getting goods to market, except over short distances. It was improved water transportation that most dramatically increased the speed and lowered the expense of commerce.

Robert Fulton, a Pennsylvania-born artist and engineer, had experimented with steamboat designs while living in France during the 1790s. He even launched a steamboat on the Seine River in Paris in 1803. But not until 1807, when Fulton’s ship, the Clermont, navigated the Hudson River from New York City to Albany, was the steamboat’s technological and commercial feasibility demonstrated. The invention made possible upstream commerce (that is, travel against the current) on the country’s major rivers as well as rapid transport across the Great Lakes and, eventually, the Atlantic Ocean. By 1811, the first steamboat had been introduced on the Mississippi River; twenty years later some 200 plied its waters.

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