Vincent J. Cannato
The Ellis Island Immigration Station, located in New York Harbor, opened in 1892 and closed in 1954. During peak years from the 1890s until the 1920s, the station processed an estimated twelve million immigrants. Roughly 75 percent of all immigrants arriving in America during this period passed through Ellis Island. The station was run by the federal Immigration Service and represented a new era of federal control over immigration. Officials at Ellis Island were tasked with regulating the flow of immigration by enforcing a growing body of federal laws that barred various categories of “undesirable” immigrants. As the number of immigrants coming to America increased, so did the size of the inspection facility. In 1907, Ellis Island processed more than one million immigrants. The quota laws of the 1920s slowed immigration considerably and the rise of the visa system meant that Ellis Island no longer served as the primary immigrant inspection facility. For the next three decades, Ellis Island mostly served as a detention center for those ordered deported from the country.
After Ellis Island closed in 1954, the facility fell into disrepair. During a period of low immigration and a national emphasis on assimilation, the immigrant inspection station was forgotten by most Americans. With a revival of interest in ethnicity in the 1970s, Ellis Island attracted more attention, especially from the descendants of immigrants who entered the country through its doors. In the 1980s, large-scale fundraising for the restoration of the neighboring Statue of Liberty led to a similar effort to restore part of Ellis Island. In 1990, the Main Building was reopened to the public as an immigration museum under the National Park Service. Ellis Island has evolved into an iconic national monument with deep meaning for the descendants of the immigrants who arrived there, as well as a contested symbol to other Americans grappling with the realities of contemporary immigration.
While American gambling has a historical association with the lawlessness of the frontier and with the wasteful leisure practices of Southern planters, it was in large cities where American gambling first flourished as a form of mass leisure, and as a commercial enterprise of significant scale. In the urban areas of the Mid-Atlantic, the Northeast, and the upper Mid-West, for the better part of two centuries the gambling economy was deeply intertwined with municipal politics and governance, the practices of betting were a prominent feature of social life, and controversies over the presence of gambling both legal and illegal, were at the center of public debate. In New York and Chicago in particular, but also in Cleveland, Pittsburgh, Detroit, Baltimore, and Philadelphia, gambling channeled money to municipal police forces and sustained machine politics. In the eyes of reformers, gambling corrupted governance and corroded social and economic interactions. Big city gambling has changed over time, often in a manner reflecting important historical processes and transformations in economics, politics, and demographics. Yet irrespective of such change, from the onset of Northern urbanization during the 19th century, through much of the 20th century, gambling held steady as a central feature of city life and politics. From the poolrooms where recently arrived Irish New Yorkers bet on horseracing after the Civil War, to the corner stores where black and Puerto Rican New Yorkers bet on the numbers game in the 1960s, the gambling activity that covered the urban landscape produced argument and controversy, particularly with respect to drawing the line between crime and leisure, and over the question of where and to what ends the money of the gambling public should be directed.
Between 1820 and 1924, nearly thirty-six million immigrants entered the United States. Prior to the Civil War, the vast majority of immigrants were northern and western Europeans, though the West Coast received Chinese immigration from the late 1840s onward. In mid-century, the United States received an unprecedented influx of Irish and German immigrants, who included a large number of Catholics and the poor. At the turn of the 20th century, the major senders of immigrants shifted to southern and eastern Europe, and Asians and Mexicans made up a growing portion of newcomers. Throughout the long 19th century, urban settlement remained a popular option for immigrants, and they contributed to the social, cultural, political, economic, and physical growth of the cities they resided in. Foreign-born workers also provided much-needed labor for America’s industrial development. At the same time, intense nativism emerged in cities in opposition to the presence of foreigners, who appeared to be unfit for American society, threats to Americans’ jobs, or sources of urban problems such as poverty. Anti-immigrant sentiment resulted in the introduction of state and federal laws for preventing the immigration of undesirable foreigners, such as the poor, southern and eastern Europeans, and Asians. Cities constituted an integral part of the 19th-century American immigration experience.
By serving travelers and commerce, roads and streets unite people and foster economic growth. But as they develop, roads and streets also disrupt old patterns, upset balances of power, and isolate some as they serve others. The consequent disagreements leave historical records documenting social struggles that might otherwise be overlooked. For long-distance travel in America before the middle of the 20th century, roads were generally poor alternatives, resorted to when superior means of travel, such as river and coastal vessels, canal boats, or railroads were unavailable. Most roads were unpaved, unmarked, and vulnerable to the effects of weather. Before the railroads, for travelers willing to pay the toll, rare turnpikes and plank roads could be much better. Even in towns, unpaved streets were common until the late 19th century, and persisted into the 20th. In the late 19th century, rapid urban growth, rural free delivery of the mails, and finally the proliferation of electric railways and bicycling contributed to growing pressure for better roads and streets. After 1910, the spread of the automobile accelerated the trend, but only with great controversy, especially in cities. Partly in response to the controversy, advocates of the automobile organized to promote state and county motor highways funded substantially by gasoline taxes; such roads were intended primarily for motor vehicles. In the 1950s, massive federal funds accelerated the trend; by then, motor vehicles were the primary transportation mode for both long and short distances. The consequences have been controversial, and alternatives have been attracting growing interest.
Maureen A. Flanagan
The decades from the 1890s into the 1920s produced reform movements in the United States that resulted in significant changes to the country’s social, political, cultural, and economic institutions. The impulse for reform emanated from a pervasive sense that the country’s democratic promise was failing. Political corruption seemed endemic at all levels of government. An unregulated capitalist industrial economy exploited workers and threatened to create a serious class divide, especially as the legal system protected the rights of business over labor. Mass urbanization was shifting the country from a rural, agricultural society to an urban, industrial one characterized by poverty, disease, crime, and cultural clash. Rapid technological advancements brought new, and often frightening, changes into daily life that left many people feeling that they had little control over their lives. Movements for socialism, woman suffrage, and rights for African Americans, immigrants, and workers belied the rhetoric of the United States as a just and equal democratic society for all its members.
Responding to the challenges presented by these problems, and fearful that without substantial change the country might experience class upheaval, groups of Americans proposed undertaking significant reforms. Underlying all proposed reforms was a desire to bring more justice and equality into a society that seemed increasingly to lack these ideals. Yet there was no agreement among these groups about the exact threat that confronted the nation, the means to resolve problems, or how to implement reforms. Despite this lack of agreement, all so-called Progressive reformers were modernizers. They sought to make the country’s democratic promise a reality by confronting its flaws and seeking solutions. All Progressivisms were seeking a via media, a middle way between relying on older ideas of 19th-century liberal capitalism and the more radical proposals to reform society through either social democracy or socialism. Despite differences among Progressives, the types of Progressivisms put forth, and the successes and failures of Progressivism, this reform era raised into national discourse debates over the nature and meaning of democracy, how and for whom a democratic society should work, and what it meant to be a forward-looking society. It also led to the implementation of an activist state.
Jessica Ellen Sewell
From 1800 to 2000, cities grew enormously, and saw an expansion of public spaces to serve the varied needs of a diverse population living in ever more cramped and urban circumstances. While a wide range of commercial semipublic spaces became common in the late 19th century, parks and streets were the best examples of truly public spaces with full freedom of access. Changes in the design and management of streets, sidewalks, squares, parks, and plazas during this period reflect changing ideas about the purpose of public space and how it should be used.
Streets shifted from being used for a wide range of activities, including vending, playing games, and storing goods, to becoming increasingly specialized spaces of movement, designed and managed by the early twentieth century for automobile traffic. Sidewalks, which in the early nineteenth century were paid for and liberally used by adjacent businesses, were similarly specialized as spaces of pedestrian movement. However, the tradition of using streets and sidewalks as a space of public celebration and public speech remained strong throughout the period. During parades and protests, streets and sidewalks were temporarily remade as spaces of the performance of the public, and the daily activities of circulation and commerce were set aside.
In 1800, the main open public spaces in cities were public squares or commons, often used for militia training and public celebration. In the second half of the 19th century, these were augmented by large picturesque parks. Designed as an antidote to urbanity, these parks served the public as a place for leisure, redefining public space as a polite leisure amenity, rather than a place for people to congregate as a public. The addition of playgrounds, recreational spaces, and public plazas in the 20th century served both the physical and mental health of the public. In the late 20th century, responding to neoliberal ideas and urban fiscal crises, the ownership and management of public parks and plazas was increasingly privatized, further challenging public accessibility.