Triumphs and Wonders of the 19th Century: The True Mirror of a Phenomenal Era / A volume of original, entertaining and instructive historic and descriptive writings, showing the many and marvellous achievements which distinguish an hundred years of material, intellectual, social and moral progress

by James P. Boyd

I. VICISSITUDES OF EARLY FARMING.

If the thought enters the mind of the reader that a youth (?) of sixty-seven is not competent to write upon agricultural improvement for the entire century, the answer is that such improvement can scarcely be said to have begun until near the middle of the century; that the early forties saw the writer at work on a farm; that he has ever since lived on a farm; and that he, therefore, writes from personal experience of the improvements which have transformed agriculture from a simple art to a profound science.

To realize the progress agriculture has made, we must understand its condition in the first half of the century, and the causes which prevented improvement at that time. The soil was rich with the accumulations of centuries, and the farmer was at no expense to either maintain or restore fertility, for with but indifferent cultivation large crops could be raised. When a field became impoverished, with axe and torch a new field was soon cleared from the forest. The implements in use were of the crudest and mostly manufactured by the nearest blacksmith, and it cost but a few dollars to equip a farm; still they were sufficient for the wants of the farmer of that date. So it will be seen that the difficulty was not in the farm nor with the farmer; for he could grow not only all that was necessary for family use, but more than enough to supply the demand for such market as he had. Perhaps the greatest difficulty in the way of agricultural progress was the want of transportation facilities; for a market was of little use to a farmer if he was separated from it by a hundred miles or more of roads which, through almost the entire winter, were so deep with mud that modern farmers would think them utterly impassable, with streams unbridged and hills ungraded. The first step toward relieving the farmer of this trouble was John Quincy Adams’ message to Congress in 1827, when he recommended the construction of the National Road, the eastern terminus of which was to be in Maryland and the western at St. Louis, Mo. This road was constructed within a few years. It was the first outlet for the crops of the great West, and over it, across the Alleghany Mountains, a procession of covered wagons passed during the entire year, carrying the products of the farms to the Eastern markets and bringing back manufactured goods. One other avenue was opened for the interchange of products between these two sections, the Erie Canal being completed in 1825, and enlarged and improved many years later.

During the thirties, just preceding the era of railroads, there was almost a craze on the subject of canal building, and scores of miles of canals were begun which were never completed, as with the beginning of the fourth decade of the century the railroad idea had taken possession of the minds of the people. In some cases the tow-path of the canal formed the roadbed for the railroad which superseded it, and probably more lines of canal were abandoned than were completed. The era of railroads—that wonderful factor which was to revolutionize farming—dates from about 1830. The first locomotive in the United States was imported from England and placed upon the rails in 1829, and in 1830 the first American locomotive was built. It was, however, very near the middle of the century before the system of railroads had been completed so as to materially improve the condition of agriculture; and although the fact may sound strange to some, the first railroad train ran into Chicago in 1852. During these years of depressed agriculture, however, the population of the country was rapidly increasing.

While the railroad system of the country was developing, turnpikes were being built radiating from the principal markets and railroad stations. With the beginning of the second half of the century the farmers awoke to the fact that the United States was a large and populous nation, requiring an immense amount of supplies, and that improvements for transportation had been furnished so that the markets were easily accessible. Before passing, however, from the discouragements and difficulties of agriculture in the early days, some practical illustrations of the difficulties met with seem necessary to give a clear understanding of the condition. What would the farmer of to-day think were he obliged to start with a load of wheat in midwinter over roads which crossed unbridged streams and wound over clay hills, not a rod of which was macadamized and all of which were poorly graded, spending ten days with a four-horse team to make a round trip of one hundred miles with thirty-five bushels of wheat, and sell it in the market for 35 cents a bushel? Yet such was the fact which the writer had from the lips of a farmer who had been through this experience. Two thoughts may occur to the reader—first, that thirty-five bushels was a light load for a four-horse team, and, second, that hotel bills would more than absorb the money received from such a load of wheat. But both of these are explained by saying that one cause of the lightness of the load was that the farmer must carry feed for his team for the entire trip, and another, the uncertainty of the condition of the roads; for though he might start with the roads frozen solid and possibly worn smooth by the teams which had preceded him, he was liable on the trip to meet with a sudden thaw which reduced the roadbed to mortar, so that the wheels would sink almost to the axle, and in many cases the load would be found too heavy for his team. It was no uncommon sight to see a score of places to the mile where the fences had been torn down and rails carried into the middle of the road to be used in prying the wagons out of the mud when hopelessly mired. The reason the hotel bills did not consume the proceeds of the load was that there were none; for the farmer carried his camp kettle, bedding, and provisions with him, and slept in the wagon during his entire trip. The same farmer referred to, in telling his story, said that all the money spent on the ten days’ trip was three “fips” (18¾ cents), and that, presumably, was for three “nips” of whiskey.

An interesting personal experience in the winter of 1846–47 was in driving hogs from Anderson, Ind., to Cincinnati, Ohio, a distance of about 150 miles. The drove was started with the mercury at zero, and the first difficulty met was in getting them across White River, as there was no bridge and the stream must be forded. The hogs absolutely refused to enter the icy water, but the pioneer of that day was equal to any emergency. The drove was soon huddled on the bank, rails were carried from an adjoining field, and a close pen was built around them; then two plucky frontiersmen, with thick leggings reaching from ankle to hips, towed them by the ears to frozen shoal water in the centre of the river, and pushed them across the ice, when they were obliged to go ashore on the other side. Two days later a sudden and unexpected thaw set in, when for one hundred weary miles the drivers urged the hogs through mud which reached from fence to fence, and which was so fluid that not a trace was left behind, as it flowed in to fill not only the track of the hogs but the footsteps of the drivers. When after days of urging the hogs began to lose strength and fall by the way, they settled down into the ooze, from which the men must lift them into wagons which accompanied the drove or were hired from farmers along the road. When Cincinnati was reached it seemed that the worst trouble of the journey was over; but not so, for the climax of disaster with this drove was reached at the slaughter-house, when for two weeks the weather was so warm that no slaughtering could be done, and the price of pork declined day by day, until the entire drove was finally sold at one and three quarters cents per pound dressed weight—and during the entire time, both on the road and in the pens, the hogs had been losing rapidly in weight every day. This was the lowest price recalled for hogs; but it was very common to have a glut in the market of some staple which reduced the price so low that it scarcely paid for transportation, and in some cases made it actually unsalable.

SOIL PULVERIZER.

A neighbor relates that when he was a boy, needing some money, his father made him the offer that he might have all the corn that he would shell, take to mill, and market the meal in Cincinnati, forty miles distant. He went to work with a will, prepared a two-horse load, and reached Cincinnati with it safely, only to find the market glutted so that he could not get an offer on it. A part of it was finally sold at 10 cents per bushel, and the remainder was taken home.

During the closing years of the fifth decade the prices of stock were at the lowest, good dairy cows bringing from $7 to $9 per head; yearling calves from $1 to $2; the very best horses, $40, and stock hogs selling for $1 or $2 each. At the same time many of the necessities of life were sold at exorbitant prices, and an examination of an old account book shows the following figures: Salt, $4 per barrel; nails, 6 to 8 cents per pound; calico, 12½ cents per yard; drilling, 25 cents per yard; clocks, $40 each (the value of the best horses!).

Some other facts must be taken into consideration to understand why the farmers did not attempt improved methods. One was the condition of the currency. The United States Bank, which it would seem should have afforded security and stability to the currency, had been wrecked by the action of Andrew Jackson in vetoing its rechartering and withdrawing the United States funds (at that date about $43,000,000) from it; and private banks had been established over the entire west and south, a system of what was then known as “wild cat” banks supplying the people with currency. The man who was trading needed to carry in his pocket at all times a “bank detector,” to which he might refer to ascertain how many cents on the dollar the issue of each bank was worth.

Looking back at the condition of affairs as described, remembering how few the markets, how easily glutted, how unstable the currency, and all the uncertainties connected with the disposal of the farmer’s products, what was there to stimulate him to improve his methods or increase his products? If, as was occasionally the case, the farmer determined to improve his stock, he must import from England or buy at high prices from an importer, and there being no express companies to deliver his stock, he must either go in person or trust to private individuals to drive them over the mountains or, if small stock, to bring them in wagons the entire distance.

He could not afford to carry on a wide correspondence, for each individual letter cost twenty-five cents postage, if the distance was over three hundred miles. It was not until 1845 that postage was reduced to ten cents, and ten years later it was reduced to three cents for letters of half an ounce.

If any one is inclined to throw the blame upon the farmers for not having done their part to improve agriculture and bring prosperity, he should consider the conditions under which they had lived for a generation; the uncertain markets; the low prices of products; that they must construct roads and bridges, build schoolhouses and churches, clear the farms, nearly all of which were covered with heavy timber; and the fact that all this work was done with the crudest implements. It will be seen that the farmers had been accomplishing wonders and were worthy of the highest praise rather than blame.

With the beginning of the last half of the century, the farmers suddenly awoke to the fact that the conditions had become wonderfully favorable. Towns and cities were growing up on every hand, offering new markets. Railroads and other means of transportation were opening to them. Inventive genius had taken up the improvement of implements of agriculture, and, best of all, prices had advanced greatly for all the leading products. The improvements of methods in farming, which have not been less than those in manufacturing and other callings, date from this time, and will be described under the following heads: Improvements in implements; in stock; in drainage and tillage; in the maintaining and increasing of fertility; in care and feeding of stock; in and around the farmer’s home; and education, which includes agricultural literature, farmer’s organizations, and schools.