Advertisement

A Port in Time

  • Aaron Gurwitz
Chapter
Part of the Palgrave Studies in American Economic History book series (AEH)

Abstract

New York City happened to be somewhat larger than other North American central places on the eve of catastrophic agglomeration primarily because, starting in 1815, New York was the principal port of entry for foreign goods coming into the United States. After the fact, it seems to have been inevitable that New York would rise to its position as the largest U.S. city once the pace of urbanization had accelerated, given its deep, easily accessible, and generally ice-free harbor and its central position between population centers in New England and the Chesapeake Bay area. In the context of the inevitability paradigm, if there was a “critical juncture” along the New York’s path to dominance it would have been the construction of the Erie Canal, presumably because it directed Midwestern agricultural exports through New York’s port. This chapter presents the case for the view that, from the perspective of the early 1830s, New York’s rise was not inevitable and that alternative U.S. urban hierarchies with some other city, most likely Philadelphia or Baltimore, at its pinnacle were, in fact, plausible.

References

  1. Albion, R. G. (1938). Square-Riggers on Schedule: The New York Sailing Packets to England, France, and the Cotton Ports. Princeton: Princeton University Press.Google Scholar
  2. Albion, R. G. (1939). The Rise of New York Port (1815–1860) . New York: Scribner’s.Google Scholar
  3. Anonymous. (1828, Reprint 2017). Remarks Upon the Auction Systems, as Practised in New-York: To Which Are Added Numerous Facts in Illustration. New Delhi: Reink Books.Google Scholar
  4. Baptist, E. E. (2014). The Half Has Never Been Told: Slavery and the Making of American Capitalism. New York: Basic Books. Google Scholar
  5. Bennett, C. A. (1962). Cotton Ginning Systems in the United States and Auxilliary Developments. Cotton Ginners Journal and the Cotton Gin and Oil Mill Press. Mimeo.Google Scholar
  6. Bernstein, P. L. (2005). Wedding of the Waters: The Erie Canal and the Making of a Great Nation. New York: W. W. Norton.Google Scholar
  7. Census, U. B. (1976). The Statistical History of the United States from Colonial Times to the Present. New York: Basic Books. Google Scholar
  8. Cernog, E. (1996). The Birth of Empire: DeWitt Clinton and the American Experience. Oxford: Oxford University Press.Google Scholar
  9. Cohen, I. (1971). The Auction System in the Port of New York, 1817–1837. The Business History Review, 45(4), 491–492.CrossRefGoogle Scholar
  10. Committee to Review the New York City Watershed Management Strategy. (2000). Watershed Management for Potable Water Supply: Assessing the New York City Strategy. Washington, DC: National Academy Press.Google Scholar
  11. David, P. A. (2007). Path Dependence—A Foundational Concept for Historical Social Science. Cliometrica—The Journal of Historical Economics and Econometric History, 1(2), 3. Google Scholar
  12. Engelbrecht-Wiggans, R., & Nonnenmacher, T. (1999). The Theoretical Baiss for 19th-Century Changes to the Port of New York Imported Goods Auction. Explorations in Economic History, 36, 232–245.Google Scholar
  13. Fichter, J. R. (2010). So Great a Profit: How the East Indies Trade Transformed Anglo-American Capitalism. Cambridge: Harvard University Press.CrossRefGoogle Scholar
  14. Fishlow, A. (2000). Internal Transportation in the Nineteenth and Early Twentieth Centuries. In S. Engerman & R. E. Gallman (Eds.), The Cambridge Economic History of the United States, Volume II, The Long Nineteenth Century (pp. 543–642). Cambridge: Cambridge University Press. Google Scholar
  15. Heaton, H. (1941). Non-importation, 1806–1812. Journal of Economic History, 12, 178–198.CrossRefGoogle Scholar
  16. Hickey, D. (1981). American Trade Restrictions During the War of 1812. The Journal of American History, 68(3), 528–529.CrossRefGoogle Scholar
  17. Hickey, D. R. (2012). The War of 1812: A Forgotten Conflict. Champagne: University of Illinois Press.Google Scholar
  18. International Telecommunications Union. (2018, June 5). Statistics. Retrieved from Committed to Connecting the World: International Telegraphic Union (ITU) http://www.itu.int/en/ITU-D/Statistics/Pages/stat/default.aspx.
  19. Irwin, D. A. (2003). The Optimal Tax on Antebellum US Cotton Exports. Journal of International Economics, 60, 277.CrossRefGoogle Scholar
  20. Jacks, D. S. (2005). Intra- and International Commodity Market Integration in the Atlantic Economy, 1800–1913. Explorations in Economic History, 42, 381–413.CrossRefGoogle Scholar
  21. Mokyr, J. (1977). Demand vs. Supply in the Industrial Revolution. Journal of Economic History, 37(4), 981–1008.CrossRefGoogle Scholar
  22. North, D. C. (1966). The Economic Growth of the United States, 1790–1860. New York: W. W. Norton.Google Scholar
  23. O’Rourke, K. H. (2006). The Worldwide Economic Impact of the French Revolution and Napoleonic Wars, 1793–1815. Journal of Global History, 1, 123–149.CrossRefGoogle Scholar
  24. Rubin, J. (1961). Canal or Railroad? Imitation and Innovation in the Response to the Erie Canal in Philadelphia, Baltimore, and Boston. Transactions of the American Philosophical Society, New Series, 51(7), 48–57.CrossRefGoogle Scholar
  25. Sellers, C. (1991). The Market Revolution: Jacksonian America, 1815–1846 (pp. 137 ff.). Oxford: Oxford University Press.Google Scholar
  26. Sokoloff, K. L. (1988). Inventive Activity in Early Industrial America: Evidence from Patent Records, 1790–1846 (NBER Working Paper #2707). National Bureau of Economic Research. Google Scholar
  27. Stokey, N. L. (2001). A Quantitative Model of the British Industrial Revolution, 1780–1850. Carnegie-Rochester Conference Series on Public Policy, 55(1), 55–109. CrossRefGoogle Scholar
  28. Stover, J. F. (1961). American Railroads. Chicago: University of Chicago Press.Google Scholar
  29. Stover, J. F. (1995). History of the Baltimore and Ohio Railroad. Lafayette, IN: Purdue University Press.Google Scholar
  30. Stuart, R. C. (1984). Special Interests and National Authority in Foreign Policy: American-British Provincial Links During the Embargo and the War of 1812. Diplomatic History, 8(4), 311–328. CrossRefGoogle Scholar
  31. Taylor, A. (2006). The Divided Ground: Indians, Settlers, and the Northern Borderland of the American Revolution. New York: Alfred A. Knopf.Google Scholar
  32. Taylor, G. R. (1951). The Transportation Revolution: 1815–1860. New York: Rinehart & Co., Inc.Google Scholar
  33. Woodman, H. D. (1968). King Cotton and His Retainers: Financing and Marketing the Cotton Crop of the South, 1800–1925. Lexington: University of Kentucky Press.Google Scholar

Copyright information

© The Author(s) 2019

Authors and Affiliations

  • Aaron Gurwitz
    • 1
  1. 1.New YorkUSA

Personalised recommendations