The Paths of Inland Commerce

h Of The

nd undaunted in their outlook. Dickens, perhaps, did not miss the truth widely when, in speaking of stage driving, he said that the cry of "Go Ahead!" in America and of "All Right!" in England were typical

of a boat moved by means of machinery which worked setting-poles similar to the ironshod poles used by the rivermen to propel their boats upstream. "The model," wrote Washington, "and its operation upon the water, which had been made to run pretty swift, not only convinced me of what I before thought next to, if not quite impracticabl

in Bucks County, Pennsylvania, a boat propelled by an engine which moved an endless chain to which little paddles were attached. The next year, Fitch's second boat, operated by twelve paddles, six on a side-an arrangement suggesting the "side-wheeler" of the future-successfully plied the Delaware off "Conjuror's Point," as the scene of Fitch's labors was dubbed in whimsical amusement and derision. In 1787 Rumsey,

ure of Maryland was granted on the ground that such action could hurt nobody. Evans in 1802 took fiery revenge on the scoffers by actually running his little five-horse-power carriage through Philadelphia. The rate of speed, however, was so slow that the idea of moving vehicles by steam was still considered useless for practical purposes. Eight years later, Evans offered to wager

paddles at the side and the other at the stern. Ormsbee of Connecticut made a model, in 1792, on the plan of a duck's foot. Morey made what may be called the first real stern-wheeler in 1794. Two years later Fitch ran a veritable screw propeller on Collect Pond near New York City. Although General Benjamin Tupper of Massachusetts had been fashioning devices of this character eight years previously, Fitch was the first to apply the idea effectively. In 1798 he evolved the strange, amphibious creation known as his "model of 1798," which has never been a

ter creature that gives luster to his name. His prophetic insight into the future national importance of the steamboat and his conception,

hole problem of colonial rivalry, which in its later form developed into an insistence on state rights. Every improvement in the means of transportation, every development of natural resources, every new invention was inevitably considered from the standpoint of sectional interests and with a view to its monopolistic possibilities. This was particularly true in the case of the steamboat, because of

e of organizing a company that could provide working capital lay in securing monopolistic privileges. In 1786 he accordingly applied to the individual States and secured the sole right to operate steamboats on the waterways of N

ion to Congress in 1785 opened: "The subscriber begs leave to lay at the feet of Congress, an attempt he has made to facilitate the internal Navigation of the United States, adapted especially to the Waters of the Mississippi." At another time with prophetic vision h

iant successor, Robert Fulton. That the West and its commerce were always predominant in Fulton's great schemes is proved by words which he addressed in 1803 to James Monroe, American Ambassador to Great Britain: "You have

mes Rumsey, who came to England in 1788, and by him no doubt was informed, if he was not already aware, of the experiments and models of Rumsey and Fitch. He obtained the loan of Fitch's plans and drawings and made his own trial of various existing devices, such as oars, paddles, duck's feet, and Fitch's endless chain with "resisting-boards" attached. Meanwhile Fulton was also devoting his

uilt a steamboat which had made three miles an hour on the Hudson. He had experimented with most of the models then in existence-upright paddles at the side, endless-chain paddles, and stern paddle wheels. Fulton was soon inspired to resume his efforts by Livingston's account of his own experiments and of recen

late in 1803, he began to investigate more carefully the possibilities of the paddle wheel as used twice in America by Morey and by four or five experimenters in Europe. In 1804 an eight-mile trip which Fulton made on the Charlotte Dundas in an hour and twenty minutes established his faith in the undeniable superiority of two fundamental factors of early navigation-paddle wheels and British engines. Fulton's splendid fame rests, and rightly so, on his perception of the fact that no mere ingenuity of design could counterbalance we

refuse such a request." Before the steamboat which Fulton and Livingston proposed to build in America could be operated there was another obstacle to be surmounted. The rights of steam navigation of New York waters which Livingston had obtained on the death of Fitch in 1798 had lapsed because of his failure

en 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 hi

els, 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 pa

eat Britain and shipped it to New York, whither Fulton himself proceeded to construct his steamboat. The hull was bui

p was made in thirty. H. Freeland, one of the spectators who stood on the banks of th

e 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 paddle-wheels, 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

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 Pr