twenty years, and the date when the boat was to make the required
four miles an hour was extended finally to 1807.

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: "I
plead 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