第28章 The Birth Of The Steamboat (4)

Any one who is inclined to criticize the Livingston-Roosevelt-Fulton monopoly which now came into existence should remember that the previous state grants formed a precedent of no slight moment.The whole proceeding was in perfect accord with the spirit of the times, for it was an era of speculation and monopoly ushered in by the toll-road and turnpike organizations, when probably no less than two hundred companies were formed.It was young America showing itself in an unmistakable manner--"conceived in liberty" and starting on the long road to learn that obedience to law and respect for public rights constitute true liberty.Finally, it must be pointed out that Fulton, like his famous predecessor, Fitch, was impelled by motives far higher than the love of personal gain."I consider them [steamboats] of such infinite use in America," he wrote Monroe, "that I should feel a culpable neglect toward my country if I relaxed for a moment in pursuing every necessary measure for carrying it into effect." And later, when repeating his argument, he says: "Iplead this not for myself alone but for our country."It is now evident why the alliance of Fulton with Livingston was of such epoch-making importance, for, although it may have in some brief measure delayed Fulton's adoption of paddle wheels, it gave him an entry to the waters of New York.Livingston and Fulton thus supplemented each other; Livingston possessed a monopoly and Fulton a correct estimate of the value of paddle wheels and, secondly, of Boulton and Watt engines.It was a rare combination destined to crown with success a long period of effort and discouragement in the history of navigation.

After considerable delay and difficulty, the two Americans obtained permission to export the necessary engine from Great Britain and shipped it to New York, whither Fulton himself proceeded to construct his steamboat.The hull was built by Charles Brown, a New York shipbuilder, and the Boulton and Watt machinery, set in masonry, was finally installed.

The voyage to Albany, against a stiff wind, occupied thirty-two hours; the return trip was made in thirty.H.Freeland, one of the spectators who stood on the banks of the Hudson when the boat made its maiden voyage in 1807, gives the following description:

"Some imagined it to be a sea-monster whilst others did not hesitate to express their belief that it was a sign of the approaching judgment.What seemed strange in the vessel was the substitution of lofty and straight smoke-pipes, rising from the deck, instead of the gracefully tapered masts...and, in place of the spars and rigging, the curious play of the walking-beam and pistons, and the slow turning and splashing of the huge and naked paddlewheels, met the astonished gaze.The dense clouds of smoke, as they rose, wave upon wave, added still more to the wonderment of the rustics....On her return trip the curiosity she excited was scarcely less intense...fishermen became terrified, and rode homewards, and they saw nothing but destruction devastating their fishing grounds, whilst the wreaths of black vapor and rushing noise of the paddle-wheels, foaming with the stirred-up water, produced great excitement...."With the launching of the Clermont on the Hudson a new era in American history began.How quick with life it was many of the preceding pages bear testimony.The infatuation of the public for building toll and turnpike roads was now at its height.Only a few years before, a comprehensive scheme of internal improvements had been outlined by Jefferson's Secretary of the Treasury, Albert Gallatin.When a boy, it is said, he had lain on the floor of a surveyor's cabin on the western slopes of the Alleghanies and had heard Washington describe to a rough crowd of Westerners his plan to unite the Great Lakes with the Potomac in one mighty chain of inland commerce.Jefferson's Administration was now about to devote the surplus in the Treasury to the construction of national highways and canals.The Cumberland Road, to be built across the Alleghanies by the War Department, was authorized by the president in the same year in which the Clermont made her first trip; and Jesse Hawley, at his table in a little room in a Pittsburgh boarding house, was even now penning in a series of articles, published in the Pittsburgh Commonwealth, beginning in January, 1807, the first clear challenge to the Empire State to connect the Hudson and Lake Erie by a canal.Thus the two next steps in the history of inland commerce in America were ready to be taken.