Air carrier Captain reported the flight crew's failure to verify the Final DG summary and to submit the flight crew acknowledgement message prior to brake release.

Narrative

We arrived at the plane early and noted gusty winds at the field. It was the FOs (First Officer) leg and he began preflight duties. I briefed the FAs (Flight Attendants) and did the walk around. When I got back I noted a dangerous goods had printed out and talked about it on the preflight. We talked about what runway and the takeoff data that we would use for gusty winds. I began listening to ground to see what route people were taking as I haven't been to ZZZ a lot. I heard several people given directions to XXL but atis showed XY for takeoffs. We talked about that we would plan for XY but maybe XXL as a backup. The FO voiced that he may be busy for takeoff and if possible to start 2 engines to alleviate his workload. I agreed and we planned to go out 2 engine. I noted that we were XY from push and no clearance had been sent via ACARS. I asked the FO to call clearance and get one while we both monitored. We conducted a preflight brief and checklist. I gave a welcome pa to the passengers and a last minute jump seater came up and ask to occupy the FD (Forward) Jumpseat. I verified his paperwork and told him to stow his bags where he could and we closed the door. We completed the preflight checklist and I sent a dangerous goods via acars. I did not check for a receipt and I don't believe the FO saw me do it. As he was calling for pushback from clearance and then ground. We started both engines during pushback and completed an after start checklist. We were given clearance to taxi to XY but another company aircraft was pushed back to a spot. We were in the adjacent spot and were unable to comply with the taxi instructions since the taxi director for the other aircraft was in our way to go to Taxiway 1. We waited to get a word in with ground to let them know but the lineman moved and we continued to taxi to XY. We had a reduced takeoff in the box so we deleted the temp for a full thrust takeoff and briefed the speeds. Normal takeoff and very busy communications with departure with altitude heading and frequency changes. I had delayed the after takeoff checklist to complete the required radio calls. Once I wasn't busy; I completed the after takeoff checklist and noted that the isolation valve switch was in the on position and not in auto. I voiced it and I moved it to the correct position. After 10000 feet I turned off the sterile switch and noted to cabin altitude was normal. I then saw an acars message asking for a dangerous goods acknowledgement. I sent the dangerous goods acknowledgement and we then received a receipt. We thoroughly debriefed the lack of situational awareness by both pilots and conducted the flight without further issues.