Examines state-funded transportation improvements from the early years of the nineteenth century to the start of the Civil War. Individual chapters are devoted to roads, bridges, inland navigation, canals, inlets, railroads, and steam navigation. This book is available in an eBook edition under the title Transportation in Antebellum North Carolina.

When the people of British North America threw off their colonial bonds, they sought more than freedom from bad government: most of the founding generation also desired the freedom to create and enjoy good, popular, responsive government. This book traces the central issue on which early Americans pinned their hopes for positive government action--internal improvement. The nation's early republican governments undertook a wide range of internal improvement projects meant to assure Americans' security, prosperity, and enlightenment--from the building of roads, canals, and bridges to the establishment of universities and libraries. But competitive struggles eventually undermined the interstate and interregional cooperation required, and the public soured on the internal improvement movement. Jacksonian politicians seized this opportunity to promote a more libertarian political philosophy in place of activist, positive republicanism. By the 1850s, the United States had turned toward a laissez-faire system of policy that, ironically, guaranteed more freedom for capitalists and entrepreneurs than ever envisioned in the founders' revolutionary republicanism.

In Creek Paths and Federal Roads, Angela Pulley Hudson offers a new understanding of the development of the American South by examining travel within and between southeastern Indian nations and the southern states, from the founding of the United States until the forced removal of southeastern Indians in the 1830s. During the early national period, Hudson explains, settlers and slaves made their way along Indian trading paths and federal post roads, deep into the heart of the Creek Indians' world. Hudson focuses particularly on the creation and mapping of boundaries between Creek Indian lands and the states that grew up around them; the development of roads, canals, and other internal improvements within these territories; and the ways that Indians, settlers, and slaves understood, contested, and collaborated on these boundaries and transit networks. While she chronicles the experiences of these travelers--Native, newcomer, free, and enslaved--who encountered one another on the roads of Creek country, Hudson also places indigenous perspectives squarely at the center of southern history, shedding new light on the contingent emergence of the American South.

In their comprehensive and authoritative history of boat and shipbuilding in North Carolina through the early twentieth century, William Still and Richard Stephenson document for the first time a bygone era when maritime industries dotted the Tar Heel coast. The work of shipbuilding craftsmen and entrepreneurs contributed to the colony's and the state's economy from the era of exploration through the age of naval stores to World War I. The study includes an inventory of 3,300 ships and 270 shipwrights.

With a fresh take on social dynamics in the antebellum South, Jonathan Daniel Wells contests the popular idea that the Old South was a region of essentially two classes (planters and slaves) until after the Civil War. He argues that, in fact, the region had a burgeoning white middle class--including merchants, doctors, and teachers--that had a profound impact on southern culture, the debate over slavery, and the coming of the Civil War. Wells shows that the growth of the periodical press after 1820 helped build a cultural bridge between the North and the South, and the emerging southern middle class seized upon northern middle-class ideas about gender roles and reform, politics, and the virtues of modernization. Even as it sought to emulate northern progress, however, the southern middle class never abandoned its attachment to slavery. By the 1850s, Wells argues, the prospect of industrial slavery in the South threatened northern capital and labor, causing sectional relations to shift from cooperative to competitive. Rather than simply pitting a backward, slave-labor, agrarian South against a progressive, free-labor, industrial North, Wells argues that the Civil War reflected a more complex interplay of economic and cultural values.

In 1833, the Wilmington & Raleigh Rail Road Company set out to connect the port city of Wilmington to North Carolina's capital. When it was done in 1840, after changing its route, the company had completed 161 miles of track--the longest railroad in the world at the time--and provided continuous transportation from the town of Weldon on the Roanoke River to Wilmington and on to Charleston, South Carolina, by steamboat. A marvel of civil engineering by the standards of the day, the railroad constituted a tour de force of organization, finance and political will that risked the fortunes of individuals and the credit of the state. This study chronicles the project from its inception, exploring its impact on subsequent railroad development in North Carolina and its significance within the context of American railroad history as a whole.