References

H. W. Grady, The New South (1890).

H. A. Herbert, Why the Solid South.

W. G. Brown, The Lower South.

E. G. Murphy, Problems of the Present South.

B. T. Washington, The Negro Problem; The Story of the Negro; The Future of the Negro.

A. B. Hart, The Southern South and R. S. Baker, Following the Color Line (two works by Northern writers).

T. N. Page, The Negro, the Southerner's Problem.

Questions

1. Give the three main subdivisions of the chapter.

2. Compare the condition of the South in 1865 with that of the North. Compare with the condition of the United States at the close of the Revolutionary War. At the close of the World War in 1918.

3. Contrast the enfranchisement of the slaves with the enfranchisement of white men fifty years earlier.

4. What was the condition of the planters as compared with that of the Northern manufacturers?

5. How does money capital contribute to prosperity? Describe the plight of Southern finance.

6. Give the chief steps in the restoration of white supremacy.

7. Do you know of any other societies to compare with the Ku Klux Klan?

8. Give Lincoln's plan for amnesty. What principles do you think should govern the granting of amnesty?

9. How were the "Force bills" overcome?

10. Compare the fourteenth and fifteenth amendments with regard to the suffrage provisions.

11. Explain how they may be circumvented.

12. Account for the Solid South. What was the situation before 1860? 13. In what ways did Southern agriculture tend to become like that of the North? What were the social results?

14. Name the chief results of an "industrial revolution" in general. In the South, in particular.

15. What courses were open to freedmen in 1865?

16. Give the main features in the economic and social status of the colored population in the South.

17. Explain why the race question is national now, rather than sectional.

Research Topics

Amnesty for Confederates. Study carefully the provisions of the fourteenth amendment in the Appendix. Macdonald, Documentary Source Book of American History, pp. 470 and 564. A plea for amnesty in Harding, Select Orations Illustrating American History, pp. 467–488.

Political Conditions in the South in 1868.- Dunning, Reconstruction, Political and Economic (American Nation Series), pp. 109-123; Hart, American History Told by Contemporaries, Vol. IV, pp. 445–458, 497–500; Elson, History of the United States, pp. 799–805.

Movement for White Supremacy. Dunning, Reconstruction, pp. 266– 280; Paxson, The New Nation (Riverside Series), pp. 39-58; Beard, American Government and Politics, pp. 454–457.

The Withdrawal of Federal Troops from the South. Sparks, National Development (American Nation Series), pp. 84-102; Rhodes, History of the United States, Vol. VIII, pp. 1–12.

Southern Industry. - Paxson, The New Nation, pp. 192–207; T. M. Young, The American Cotton Industry, pp. 54-99.

The Race Question. B. T. Washington, Up From Slavery (sympathetic presentation); A. H. Stone, Studies in the American Race Problem (coldly analytical); Hart, Contemporaries, Vol. IV, pp. 647–649, 652–654, 663–669.

CHAPTER XVII

BUSINESS ENTERPRISE AND THE REPUBLICAN PARTY

Ir a single phrase be chosen to characterize American life during the generation that followed the age of Douglas and Lincoln, it must be "business enterprise "the tremendous, irresistible energy of a virile people, mounting in numbers toward a hundred million and applied without let or hindrance to the developing of natural resources of unparalleled richness. The chief goal of this effort was high profits for the captains of industry, on the one hand; and high wages for the workers, on the other. Its signs, to use the language of a Republican orator in 1876, were golden harvest fields, whirling spindles, turning wheels, open furnace doors, flaming forges, and chimneys filled with eager fire. The device blazoned on its shield and written over its factory doors was "prosperity." A Republican President was its "advance agent." Released from the hampering interference of the Southern planters and the confusing issues of the slavery controversy, business enterprise sprang forward to the task of winning the entire country. Then it flung its outposts to the uttermost parts of the earth Europe, Africa, and the Orient where were to be found markets for American goods and natural resources for American capital to develop.

RAILWAYS AND INDUSTRY

The Outward Signs of Enterprise. It is difficult to comprehend all the multitudinous activities of American business energy or to appraise its effects upon the life and destiny of the American people; for beyond the horizon of the twentieth century lie consequences as yet undreamed of in our poor philosophy. Statisticians attempt to record its achieve

ments in terms of miles of railways built, factories opened, men and women employed, fortunes made, wages paid, cities founded, rivers spanned, boxes, bales, and tons produced. Historians apply standards of comparison with the past. Against the slow and leisurely stagecoach, they set the swift express, rushing from New York to San Francisco in less time than Washington consumed in his triumphal tour from Mt. Vernon to New York for his first inaugural. Against the lazy

Copyright by Underwood and Underwood, N. Y.

A CORNER IN THE BETHLEHEM STEEL WORKS

sailing vessel drifting before a genial breeze, they place the turbine steamer crossing the Atlantic in five days or the still swifter airplane, in fifteen hours. For the old workshop where a master and a dozen workmen and apprentices wrought by hand, they offer the giant factory where ten thousand persons attend the whirling wheels driven by steam. They write of the "romance of invention" and the "captains of industry." The Service of the Railway. All this is fitting in its way. Figures and contrasts cannot, however, tell the whole story.

Take, for example, the extension of railways. It is easy to relate that there were 30,000 miles in 1860; 166,000 in 1890; and 242,000 in 1910. It is easy to show upon the map how a few straggling lines became a perfect mesh of closely knitted railways; or how, like the tentacles of a great monster, the few roads ending in the Mississippi Valley in 1860 were extended and multiplied until they tapped every wheat field, mine, and forest beyond the valley. All this, eloquent of enterprise as it truly is, does not reveal the significance of railways for American life. It does not indicate how railways made a continental market for American goods; nor how they standardized the whole country, giving to cities on the advancing frontier the leading features of cities in the old East; nor how they carried to the pioneer the comforts of civilization; nor yet how in the West they were the forerunners of civilization, the makers of homesteads, the builders of states.

Government Aid for Railways. Still the story is not ended. The significant relation between railways and politics must not be overlooked. The bounty of a lavish government, for example, made possible the work of railway promoters. By the year 1872 the Federal government had granted in aid of railways 155,000,000 acres of land- an area estimated as almost equal to Pennsylvania, New York, Connecticut, Rhode Island, Massachusetts, Maine, New Hampshire, and Vermont. The Union Pacific Company alone secured from the federal government a free right of way through the public domain, twenty sections of land with each mile of railway, and a loan up to fifty millions of dollars secured by a second mortgage on the company's property. More than half of the northern tier of states lying against Canada from Lake Michigan to the Pacific was granted to private companies in aid of railways and wagon roads. About half of New Mexico, Arizona, and California was also given outright to railway companies. These vast grants from the federal government were supplemented by gifts from the states in land and by subscriptions amounting to more than two hundred million dollars. The