Many imagine the settlement of the American West as signaled by the dust of the wagon train or the whistle of a locomotive. During the middle decades of the nineteenth century, though, the growth of Texas and points west centered on the seventy-mile water route between Galveston and Houston. This single vital link stood between the agricultural riches of the interior and the mercantile enterprises of the coast, with a round of operations that was as sophisticated and efficient as that of any large transport network today. At the same time, the packets on the overnight Houston-Galveston run earned a reputation as colorful as their Mississippi counterparts, complete with impromptu steamboat races, makeshift naval gunboats during the Civil War, professional gamblers and horrific accidents.
"The Galveston Campaign was a series of naval and overland battles that pitted Confederate general John B. Magruder and Texas Marine commander Leon Smith against the armies of Isaac S. Burrell and naval forces under the command of William B. Renshaw. A Federal fleet of six ships assaulted the city on October 4, 1862, and the city surrendered after a four-day truce was agreed upon. However, by New Year's Day of 1863, Confederate artillery reinforcements had arrived, and Magruder coordinated a bold new attack and naval ruse with two Confederate gunboats to retake Galveston. The city would remain in the South's hands until the end of the war and was one of the few open Confederate ports"--
In the last months of the American Civil War, the upper Texas coast became a hive of blockade running. Though Texas was often considered an isolated backwater in the conflict, the Union's pervasive and systematic seizure of Southern ports left Galveston as one of the only strongholds of foreign imports in the anemic supply chain to embattled Confederate forces. Long, fast steamships ran in and out of the city's port almost every week, bound to and from Cuba. Join author Andrew W. Hall as he explores the story of Texas's Civil War blockade runners--a story of daring, of desperation and, in many cases, of patriotism turning coat to profiteering.
In The Texas Lowcountry: Slavery and Freedom on the Gulf Coast, 1822–1895, author John R. Lundberg examines slavery and Reconstruction in a region of Texas he terms the lowcountry—an area encompassing the lower reaches of the Brazos and Colorado Rivers and their tributaries as they wend their way toward the Gulf of Mexico through what is today Brazoria, Fort Bend, Matagorda, and Wharton Counties. In the two decades before the Civil War, European immigrants, particularly Germans, poured into Texas, sometimes bringing with them cultural ideals that complicated the story of slavery throughout large swaths of the state. By contrast, 95 percent of the white population of the lowcountry came from other parts of the United States, predominantly the slaveholding states of the American South. By 1861, more than 70 percent of this regional population were enslaved people—the heaviest such concentration west of the Mississippi. These demographics established the Texas Lowcountry as a distinct region in terms of its population and social structure. Part one of The Texas Lowcountry explores the development of the region as a borderland, an area of competing cultures and peoples, between 1822 and 1840. The second part is arranged topically and chronicles the history of the enslavers and the enslaved in the lowcountry between 1840 and 1865. The final section focuses on the experiences of freed people in the region during the Reconstruction era, which ended in the lowcountry in 1895. In closely examining this unique pocket of Texas, Lundberg provides a new and much needed region-specific study of the culture of enslavement and the African American experience.
Sam Houston's army reached Buffalo Bayou on April 18, 1836, and the ensuing Battle of San Jacinto called attention to the "meandering stream" as a link between the interior of sprawling Texas and the sea. Early in Texas history, the waterway that would one day be known as the Houston Ship Channel evoked dreams in the minds of the enterprising. How these dreams became realities that surpassed all expectation is the subject of Marilyn McAdams Sibley's The Port of Houston: A History. It is the story of the growth of an unlikely inland port situated at a "tent city" that many Texans thought would die young. It proves, as an early visitor to Houston noted, that future greatness depends not so much on location of port or town as on an enterprising population. Controversy between dreamers and promoters is a large part of the story. Was Houston or Harrisburg the head of navigation? Was the shallow stream valuable enough to the nation to warrant the costly deep-water dredging? Was Houston or Galveston to command the trade where land and water meet? As the issues were settled, Houston had spread out to overtake Harrisburg; deep water was achieved in 1914 and was celebrated by ceremonies in which the President of the United States played a part; and Galveston grew into a self-contained island metropolis while Houston became, in the words of Sibley, "the perennial boom town of twentieth-century Texas." As the Port of Houston continued to grow into a multi-billion-dollar institution serving and served by the cotton, wheat, oil, and space industries, its full economic impact on the city of Houston, the state, and the nation cannot be estimated in dollars and cents. But a glance at the trade statistics in the Appendix alone will give some idea of the world-wide value of this thriving port. The many interesting illustrations accompanying Mrs. Sibley's story show in graphic terms the growth of a small town on a stream "of a very inconvenient size;—not quite narrow enough to jump over, a little too deep to wade through without taking off your shoes" into an international complex through which almost $4 billion in cargo passed in its fiftieth-anniversary year.
