nal works. This defect of our libraries I have experienced myself in searching for materials for the History of Epidemic Diseases. . . . As to libraries, we have no such things. There are not more than three or four tolerable libraries in America, and these are extremely imperfect. Great numbers of the most valuable authors have not found their way across the Atlantic."

This complaint was made in the year 1800, and was the more significant because it showed that Webster, a man equally at home in Philadelphia, New York, and Boston, thought his country's deficiencies greater than could be excused or explained by its circumstances. George Ticknor felt at least equal difficulty in explaining the reason why, as late as 1814, even good schoolbooks were rare in Boston, and a copy of Euripides in the original could not be bought at any book-seller's shop in New England. For some reason, the American mind, except in politics, seemed to these students of literature in a condition of unnatural sluggishness; and such complaints were not confined to literature or science. If Americans agreed in any opinion, they were united in wishing for roads; but even on that point whole communities showed an indifference, or hostility, that annoyed their contemporaries. President Dwight was a somewhat extreme conservative in politics and religion, while the State of Rhode Island was radical in both respects; but Dwight complained with bitterness unusual in his mouth that Rhode Island showed no spirit of prog

ress.

The subject of his criticism was an unfinished turnpike-road across the State.

"The people of Providence expended upon this road, as we are informed, the whole sum permitted by the Legislature. This was sufficient to make only those parts which I have mentioned. The turnpike company then applied to the Legislature for leave to expend such an additional sum as would complete the work. The Legislature refused. The principal reason for the refusal, as alleged by one of the members, it is said, was the following that turnpikes and the establishment of religious worship had their origin in Great Britain, the government of which was a monarchy and the inhabitants slaves; that the people of Massachusetts and Connecticut were obliged by law to support ministers and pay the fare of turnpikes, and were therefore slaves also; that if they chose to be slaves they undoubtedly had a right to their choice, but that free-born Rhode Islanders ought never to submit to be priest-ridden, nor to pay for the privilege of travelling on the highway. This demonstrative reasoning prevailed, and the road continued in the state which I have mentioned until the year 1805. It was then completed, and free-born Rhode Islanders bowed their necks to the slavery of travelling on a good road."

President Dwight seldom indulged in sarcasm or exaggeration such as he showed in this instance; but he repeated only matters of notoriety in charging some of the most democratic communities with unwillingness to pay for good roads. If roads were to exist, they must be the result of public or private enterprise;

and if the public in certain States would neither construct roads nor permit corporations to construct them, the entire Union must suffer for want of communication. So strong was the popular prejudice against paying for the privilege of travelling on a highway that in certain States, like Rhode Island and Georgia, turnpikes were long unknown, while in Virginia and North Carolina the roads were little better than where the prejudice was universal.

In this instance the economy of a simple and somewhat rude society accounted in part for indifference; in other cases, popular prejudice took a form less easily understood. So general was the hostility to Banks as to offer a serious obstacle to enterprise. The popularity of President Washington and the usefulness of his administration were impaired by his support of a national bank and a funding system. Jefferson's hostility to all the machinery of capital was shared by a great majority of the Southern people and a large minority in the North. For seven years the New York legislature refused to charter the first banking company in the State; and when in 1791 the charter was obtained, and the Bank fell into Federalist hands, Aaron Burr succeeded in obtaining banking privileges for the Manhattan Company only by concealing them under the pretence of furnishing a supply of fresh water to the city of New York.

This conservative habit of mind was more harmful in America than in other communities, because Americans needed more than older societies the activity

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which could alone partly compensate for the relative feebleness of their means compared with the magnitude of their task. Some instances of sluggishness, common to Europe and America, were hardly credible. For more than ten years in England the steamengines of Watt had been working, in common and successful use, causing a revolution in industry that threatened to drain the world for England's advantage; yet Europe during a generation left England undisturbed to enjoy the monopoly of steam. France and Germany were England's rivals in commerce and manufactures, and required steam for self-defence; while the United States were commercial allies of England, and needed steam neither for mines nor manufactures, but their need was still extreme. Every American knew that if steam could be successfully applied to navigation, it must produce an immediate increase of wealth, besides an ultimate settlement of the most serious material and political difficulties of the Union. Had both the national and State Governments devoted millions of money to this ob ject, and had the citizens wasted, if necessary, every dollar in their slowly filling pockets to attain it, they would have done no more than the occasion warranted, even had they failed; but failure was not to be feared, for they had with their own eyes seen the experiment tried, and they did not dispute its success. For America this question had been settled as early as 1789, when John Fitch -a mechanic, without education or wealth, but with the energy of genius — in

vented engine and paddles of his own, with so much success that during a whole summer Philadelphians watched his ferry-boat plying daily against the river current. No one denied that his boat was rapidly, steadily, and regularly moved against wind and tide, with as much certainty and convenience as could be expected in a first experiment; yet Fitch's company failed. He could raise no more money; the public refused to use his boat or to help him build a better; they did not want it, would not believe in it, and broke his heart by their contempt. Fitch struggled against failure, and invented another boat moved by a screw. The Eastern public still proving indifferent, he wandered to Kentucky, to try his fortune on the Western waters. Disappointed there, as in Philadelphia and New York, he made a deliberate attempt to end his life by drink; but the process proving too slow, he saved twelve opium pills from the physician's prescription, and was found one morning dead.

Fitch's death took place in an obscure Kentucky inn, three years before Jefferson, the philosopher president, entered the White House. Had Fitch been the only inventor thus neglected, his peculiarities and the defects of his steamboat might account for his failure; but he did not stand alone. At the same moment Philadelphia contained another inventor, Oliver Evans, a man so ingenious as to be often called the American Watt. He, too, invented a locomotive steamengine which he longed to bring into common use. The great services actually rendered by this extraor