During the nineteenth century, U.S. manufacturers shifted away from the “hand labor” mode of production, characteristic of artisan shops, to “machine labor,” which was increasingly concentrated in steam-powered factories. This transition fundamentally changed production tasks, jobs, and job requirements. This paper uses digitized data on these two production modes from an 1899 U.S. Commissioner of Labor report to estimate the frequency and impact of the use of inanimate power on production operation times. About half of production operations were mechanized; the use of inanimate power raised productivity, accounting for about one-quarter to one-third of the overall productivity advantage of machine labor. However, additional factors, such as the increased division of labor and adoption of high-volume production, also played quantitatively important roles in raising productivity in machine production versus by hand.

Studies have shown a connection between finance and growth, but most do not consider how financial and real factors interact to put a virtuous cycle of economic development into motion. As the main transportation advance of the nineteenth century, railroads connected established commercial centers and made unsettled areas along their routes better candidates for development. We measure the strength of links between railroads and banks in seven Midwest states using an annual transportation geographic information system (GIS) database linked to a census of banking. These data indicate that those counties that already had a bank were more likely to see their first railroad go through over the next decade, while new banks tended to enter a county a year or two after a railroad was built. The initial banking system thus helped establish the rail system, while the rapid expansion of railroads helped fill in the banking map of the American Midwest.

Transportation improvements in the nineteenth century loom large in the historiography of the profession during the twentieth century. This article describes the ongoing construction of a historical geographic information systems (GIS) transportation database designed to provide new insights into the impact of the transportation and communications revolution in the continental United States by providing evidence on the spatial dimensions of those changes over time. It also reviews some preliminary findings and reinterpretations based upon these data.

Using a newly developed geographic information system transportation database, we study the impact of gaining access to rail transportation on changes in population density and the rate of urbanization between 1850 and 1860 in the American Midwest. Differences-in-differences and instrumental variable analysis of a balanced panel of 278 counties reveals only a small positive effect of rail access on population density but a large positive impact on urbanization as measured by the fraction of people living in incorporated areas of 2,500 or more. Our estimates imply that one-half or more of the growth in urbanization in the Midwest in the late antebellum period may be attributable to the spread of the rail network.

We study the correlates of the monthly establishment wage—the average monthly wage at the establishment level—and changes in wage dispersion between plants using a model of manufacturing developed by Goldin and Katz and data from manuscript censuses of manufacturing. We find that wages were decreasing in establishment size, but increasing in capital intensity and use of steam power. We also find an increase in inequality in the establishment wage between 1850 and 1880. Most of the increase occurred below the median wage and can be attributed, in part, to the growing concentration of employment in large establishments.