The Frontier in American History

by Frederick Jackson Turner

In thus outlining the relations of the Middle West to the slavery struggle, we have passed over important extensions of settlement in the decade before the war. In these years, not only did the density of settlement increase in the older portions of the region, but new waves of colonization passed into the remoter prairies. Iowa's pioneers, after Indian cessions had been secured, spread well toward her western limits. Minnesota, also, was recruited by a column of pioneers. The treaty of Traverse de Sioux, in 1851, opened over twenty million acres of arable land in that State, and Minnesota increased her population 2730.7 per cent in the decade from 1850 to 1860.

Up to this decade the pine belt of the Middle West, in northern Michigan, Wisconsin, and Minnesota had been the field of operations of Indian traders. At first under English companies, and afterward under Astor's American Fur Company, the traders with their French and half-breed boatmen skirted the Great Lakes and followed the rivers into the forests, where they stationed their posts and spread goods and whiskey among the Indians. Their posts were centers of disintegration among the savages. The new wants and the demoralization which resulted from the Indian trade facilitated the purchases of their lands by the federal government. The trader was followed by the seeker for the best pine land "forties"; and by the time of the Civil War the exploitation of the pine belt had fairly begun. The Irish and Canadian choppers, followed by the Scandinavians, joined the forest men, and log drives succeeded the trading canoe. Men from the pine woods of Maine and Vermont directed the industry, and became magnates in the mill towns that grew up in the forests,—millionaires, and afterwards political leaders. In the prairie country of the Middle West, the Indian trade that centered at St. Louis had been important ever since 1820, with an influence upon the Indians of the plains similar to the influence of the northern fur trade upon the Indians of the forest. By 1840 the removal policy had effected the transfer of most of the eastern tribes to lands across the Mississippi. Tribal names that formerly belonged to Ohio and the rest of the Old Northwest were found on the map of the Kansas Valley. The Platte country belonged to the Pawnee and their neighbors, and to the north along the Upper Missouri were the Sioux, or Dakota, Crow, Cheyenne, and other horse Indians, following the vast herds of buffalo that grazed on the Great Plains. The discovery of California gold and the opening of the Oregon country, in the middle of the century, made it necessary to secure a road through the Indian lands for the procession of pioneers that crossed the prairies to the Pacific. The organization of Kansas and Nebraska, in 1854, was the first step in the withdrawal of these territories from the Indians. A period of almost constant Indian hostility followed, for the savage lords of the boundless prairies instinctively felt the significance of the entrance of the farmer into their empire. In Minnesota the Sioux took advantage of the Civil War to rise; but the outcome was the destruction of their reservations in that State, and the opening of great tracts to the pioneers. When the Pacific railways were begun, Red Cloud, the astute Sioux chief, who, in some ways, stands as the successor of Pontiac and of Tecumthe, rallied the principal tribes of the Great Plains to resist the march of civilization. Their hostility resulted in the peace measure of 1867 and 1868, which assigned to the Sioux and their allies reservations embracing the major portion of Dakota territory, west of the Missouri River. The systematic slaughter of millions of buffalo, in the years between 1866 and 1873, for the sake of their hides, put an end to the vast herds of the Great Plains, and destroyed the economic foundation of the Indians. Henceforth they were dependent on the whites for their food supply, and the Great Plains were open to the cattle ranchers.

In a preface written in 1872 for a new edition of "The Oregon Trail," which had appeared in 1847, Francis Parkman said, "The wild cavalcade that defiled with me down the gorges of the Black Hills, with its paint and war plumes, fluttering trophies and savage embroidery, bows, arrows, lances, and shields, will never be seen again." The prairies were ready for the final rush of occupation. The homestead law of 1862, passed in the midst of the war, did not reveal its full importance as an element in the settlement of the Middle West until after peace. It began to operate most actively, contemporaneously with the development of the several railways to the Pacific, in the two decades from 1870 to 1890, and in connection with the marketing of the railroad land grants. The outcome was an epoch-making extension of population.

Before 1870 the vast and fertile valley of the Red River, once the level bed of an ancient lake, occupying the region where North Dakota and Minnesota meet, was almost virgin soil. But in 1875 the great Dalrymple farm showed its advantages for wheat raising, and a tide of farm seekers turned to the region. The "Jim River" Valley of South Dakota attracted still other settlers. The Northern Pacific and the Great Northern Railway thrust out laterals into these Minnesota and Dakota wheat areas from which to draw the nourishment for their daring passage to the Pacific. The Chicago, Milwaukee and St. Paul, the Chicago and Northwestern Railway, Burlington, and other roads, gridironed the region; and the unoccupied lands of the Middle West were taken up by a migration that in its system and scale is unprecedented. The railroads sent their agents and their literature everywhere, "booming" the "Golden West"; the opportunity for economic and political fortunes in such rapidly growing communities attracted multitudes of Americans whom the cheap land alone would not have tempted. In 1870 the Dakotas had 14,000 settlers; in 1890 they had over 510,000. Nebraska's population was 28,000 in 1860; 123,000 in 1870; 452,000 in 1880; and 1,059,000 in 1890. Kansas had 107,000 in 1860; 364,000 in 1870; 996,000 in 1880; and 1,427,000 in 1890. Wisconsin and New York gave the largest fractions of the native element to Minnesota; Illinois and Ohio together sent perhaps one-third of the native element of Kansas and Nebraska, but the Missouri and Southern settlers were strongly represented in Kansas; Wisconsin, New York, Minnesota, and Iowa gave North Dakota the most of her native settlers; and Wisconsin, Iowa, Illinois, and New York did the same for South Dakota.

Railroads and steamships organized foreign immigration on scale and system never before equaled; a high-water mark of American immigration came in the early eighties. Germans and Scandinavians were rushed by emigrant trains out to the prairies, to fill the remaining spaces in the older States of the Middle West. The census of 1890 showed in Minnesota 373,000 persons of Scandinavian parentage, and out of the total million and one-half persons of Scandinavian parentage in the United States, the Middle West received all but about three hundred thousand. The persons of German parentage in the Middle West numbered over four millions out of a total of less than seven millions in the whole country. The province had, in 1890, a smaller proportion of persons of foreign parentage than had the North Atlantic division, but the proportions varied greatly in the different States. Indiana had the lowest percentage, 20.38; and, rising in the scale, Missouri had 24.94; Kansas 26.75; Ohio 33.93; Nebraska 42.45; Iowa 43.57; Illinois 49.01; Michigan 54.58; Wisconsin 73.65; Minnesota 75.37; and North Dakota 78.87.

What these statistics of settlement mean when translated into the pioneer life of the prairie, cannot be told here. There were sharp contrasts with the pioneer life of the Old Northwest; for the forest shade, there was substituted the boundless prairie; the sod house for the log hut; the continental railway for the old National Turnpike and the Erie Canal. Life moved faster, in larger masses, and with greater momentum in this pioneer movement. The horizon line was more remote. Things were done in the gross. The transcontinental railroad, the bonanza farm, the steam plow, harvester, and thresher, the "league-long furrow," and the vast cattle ranches, all suggested spacious combination and systematization of industry. The largest hopes were excited by these conquests of the prairie. The occupation of western Kansas may illustrate the movement which went on also in the west of Nebraska and the Dakotas. The pioneer farmer tried to push into the region with the old methods of settlement. Deceived by rainy seasons and the railroad advertisements, and recklessly optimistic, hosts of settlers poured out into the plains beyond the region of sufficient rainfall for successful agriculture without irrigation. Dry seasons starved them back; but a repetition of good rainfalls again aroused the determination to occupy the western plains. Boom towns flourished like prairie weeds; Eastern capital struggled for a chance to share in the venture, and the Kansas farmers eagerly mortgaged their possessions to secure the capital so freely offered for their attack on the arid lands. By 1887 the tide of the pioneer farmers had flowed across the semi-arid plains to the western boundary of the State. But it was a hopeless effort to conquer a new province by the forces that had won the prairies. The wave of settlement dashed itself in vain against the conditions of the Great Plains. The native American farmer had received his first defeat; farm products at the same period had depreciated, and he turned to the national government for reinforcements.

The Populistic movement of the western half of the Middle West is a complex of many forces. In some respects it is the latest manifestation of the same forces that brought on the crisis of 1837 in the earlier region of pioneer exploitation. That era of over-confidence, reckless internal improvements, and land purchases by borrowed capital, brought a reaction when it became apparent that the future had been over-discounted. But, in that time, there were the farther free lands to which the ruined pioneer could turn. The demand for an expansion of the currency has marked each area of Western advance. The greenback movement of Ohio and the eastern part of the Middle West grew into the fiat money, free silver, and land bank propositions of the Populists across the Mississippi. Efforts for cheaper transportation also appear in each stage of Western advance. When the pioneer left the rivers and had to haul his crops by wagon to a market, the transportation factor determined both his profits and the extension of settlement. Demands for national aid to roads and canals had marked the pioneer advance of the first third of the century. The "Granger" attacks upon the railway rates, and in favor of governmental regulation, marked a second advance of Western settlement. The Farmers' Alliance and the Populist demand for government ownership of the railroad is a phase of the same effort of the pioneer farmer, on his latest frontier. The proposals have taken increasing proportions in each region of Western Advance. Taken as a whole, Populism is a manifestation of the old pioneer ideals of the native American, with the added element of increasing readiness to utilize the national government to effect its ends. This is not unnatural in a section whose lands were originally purchased by the government and given away to its settlers by the same authority, whose railroads were built largely by federal land grants, and whose settlements were protected by the United States army and governed by the national authority until they were carved into rectangular States and admitted into the Union. Its native settlers were drawn from many States, many of them former soldiers of the Civil War, who mingled in new lands with foreign immigrants accustomed to the vigorous authority of European national governments.

But these old ideals of the American pioneer, phrased in the new language of national power, did not meet with the assent of the East. Even in the Middle West a change of deepest import had been in progress during these years of prairie settlement. The agricultural preponderance of the country has passed to the prairies, and manufacturing has developed in the areas once devoted to pioneer farming. In the decade prior to the Civil War, the area of greatest wheat production passed from Ohio and the States to the east, into Illinois, Indiana, and Wisconsin; after 1880, the center of wheat growing moved across the Mississippi; and in 1890 the new settlements produced half the crop of the United States. The corn area shows a similar migration. In 1840 the Southern States produced half the crop, and the Middle West one-fifth; by 1860 the situation was reversed and in 1890 nearly one-half the corn of the Union came from beyond the Mississippi. Thus the settlers of the Old Northwest and their crops have moved together across the Mississippi, and in the regions whence they migrated varied agriculture and manufacture have sprung up.

As these movements in population and products have passed across the Middle West, and as the economic life of the eastern border has been intensified, a huge industrial organism has been created in the province,—an organism of tremendous power, activity, and unity. Fundamentally the Middle West is an agricultural area unequaled for its combination of space, variety, productiveness, and freedom from interruption by deserts or mountains. The huge water system of the Great Lakes has become the highway of a mighty commerce. The Sault Ste. Marie Canal, although open but two-thirds of the year, is the channel of a traffic of greater tonnage than that which passes through the Suez Canal, and nearly all this commerce moves almost the whole length of the Great Lakes system; the chief ports being Duluth, Chicago, Detroit, Cleveland, and Buffalo. The transportation facilities of the Great Lakes were revolutionized after 1886, to supply the needs of commerce between the East and the newly developed lands of the Middle West; the tonnage doubled; wooden ships gave way to steel; sailing vessels yielded to steam; and huge docks, derricks, and elevators, triumphs of mechanical skill, were constructed. A competent investigator has lately declared that "there is probably in the world to-day no place at tide water where ship plates can be laid down for a less price than they can be manufactured or purchased at the lake ports."

This rapid rise of the merchant marine of our inland seas has led to the demand for deep water canals to connect them with the ocean road to Europe. When the fleets of the Great Lakes plow the Atlantic, and when Duluth and Chicago become seaports, the water transportation of the Middle West will have completed its evolution. The significance of the development of the railway systems is not inferior to that of the great water way. Chicago has become the greatest railroad center of the world, nor is there another area of like size which equals this in its railroad facilities; all the forces of the nation intersect here. Improved terminals, steel rails, better rolling stock, and consolidation of railway systems have accompanied the advance of the people of the Middle West.