Stories of Later American History Part 19

Yet, with all his faults, he was brave and patriotic and did splendid service as a fighter in Indian wars. After one of his duels, with a ball in his shoulder and his left arm in a sling, he went to lead an army of two thousand five hundred men in an attack on the Creek Indians, who had risen against the whites in Alabama. Although weak from a long illness, Jackson marched with vigor against the Creeks, and after a campaign of much hards.h.i.+p, badly defeated them at Horseshoe Bend, in eastern Alabama.

He thus broke for all time the power of the Indians south of the Ohio River.

Some three years later (1817) General Jackson, as he was now called, was sent with a body of troops down to southern Georgia, to protect the people there from the Seminole Indians, who lived in Florida. At this time Florida belonged to Spain. Its vast swamps and dense forests made a place of refuge from which outlaws, runaway negroes, and Indians all made a practice of sallying forth in bands across the border into southern Georgia. There they would drive off cattle, burn houses, and murder men, women, and children without mercy.

[Ill.u.s.tration: Jackson's Campaign.]

When Jackson pursued these thieves and murderers, they retreated to their hiding-places beyond the boundaries of Florida. But it was more than Jackson could endure to see his enemy escape him so easily. And, although he was exceeding his orders, he followed them across the border, burned some of their villages, and hanged some of the Indian chiefs. He did not stop until he had all of Florida under his control.

This was a high-handed proceeding, for that territory belonged to Spain.

However, serious trouble was avoided by our buying Florida (1819). This purchase added territory of fifty-nine thousand two hundred and sixty-eight square miles to the United States. It was only six thousand square miles less than the whole area of New England.

By studying your map you can easily see how much the area of the United States was extended by the purchase of Louisiana and of Florida. The adding of these two large territories made America one of the great nations of the world in landed estate.

SOME THINGS TO THINK ABOUT

1. Tell all you can about Jefferson's boyhood. What kind of student was he in college?

2. How did he help his countrymen before taking up his public life?

3. Why did the Westerners wish the Mississippi to be open to their trade?

4. Why was Napoleon willing to sell us the whole of Louisiana? Use your map in making clear to yourself just what the Louisiana Purchase included.

5. Why did Jefferson send Lewis and Clark on their famous expedition? What were the results of this expedition?

6. What kind of boy was Andrew Jackson? What kind of man?

7. What part did he take in the events leading up to the purchase of Florida?

CHAPTER XIII

INTERNAL IMPROVEMENTS

After the purchase of Louisiana and the explorations of Lewis and Clark, the number of settlers who went from the eastern part of the country to find new homes in the West kept on increasing as it had been doing since Boone, Robertson, and Sevier had pushed their way across the mountains into Kentucky and Tennessee, twenty-five or thirty years earlier.

These pioneers, if they went westward by land, had to load their goods on pack-horses and follow the Indian trail. Later the trail was widened into a roadway, and wagons could be used. But travel by land was slow and, hard under any conditions.

Going by water, while cheaper, was inconvenient, for the travellers must use the flatboat, which was clumsy and slow and, worst of all, of little use except when going down stream.

The great need both for travel and for trade, then, was a boat which would not be dependent upon wind or current, but could be propelled by steam.

Many men had tried to work out such an invention. Among them was John Rumsey, of Maryland, who built a steamboat in 1774, and John Fitch, of Connecticut, who completed his first model of a steamboat in 1785.

In the next four years Fitch built three steamboats, the last of which made regular trips on the Delaware River, between Philadelphia and Burlington, during the summer of 1786. It was used as a pa.s.senger boat, and it made a speed of eight miles an hour; but Fitch was not able to secure enough aid from men of capital and influence to make his boats permanently successful.

The first man to construct a steamboat which continued to give successful service was Robert Fulton. Robert Fulton was born of poor parents in Little Britain, Pennsylvania, in 1765, the year of the famous Stamp Act.

When the boy was only three years old his father died, and so Robert was brought up by his mother. She taught him at home until he was eight, and then sent him to school. Here he showed an unusual liking for drawing.

[Ill.u.s.tration: Robert Fulton.]

Outside of school hours his special delight was to visit the shops of mechanics, who humored the boy and let him work out his clever ideas with his own hands.

A story is told of how Robert came into school late one morning and gave as his excuse that he had been at a shop beating a piece of lead into a pencil. At the same time he took the pencil from his pocket, and showing it to his teacher, said: "It is the best one I have ever used." Upon carefully looking at the pencil, the schoolmaster was so well pleased that he praised Robert's efforts, and in a short time nearly all the pupils were using that kind of pencil.

[Ill.u.s.tration: Fulton's First Experiment with Paddle-Wheels.]

Another example of Robert's inventive gift belongs to his boyhood days. He and one of his playmates from time to time went fis.h.i.+ng in a flatboat, which they propelled with long poles. It was hard work and slow, and presently Robert thought out an easier way. He made two crude paddle-wheels, attached one to each side of the boat, and connected them with a sort of double crank. By turning this, the boys made the wheels revolve, and these carried the boat through the water easily. We may be sure that Robert's boat became very popular, and that turning the crank was a privilege in which each boy eagerly took his turn.

While still young, Robert began to paint pictures also. By the time he was seventeen he had become skilful in the use of his brush and went to Philadelphia to devote his time to painting portraits and miniatures.

Being a tireless worker, he earned enough here to support himself and send something to his mother.

At the age of twenty-one his interest in art led him to go to London, where he studied for several years under Benjamin West. This famous master took young Fulton into his household and was very friendly to him.

After leaving West's studio Fulton still remained in England, and although continuing to paint he gave much thought also to the development of ca.n.a.l systems. His love for invention was getting the better of his love for art and was leading him on to the work which made him famous. He was about thirty when he finally gave up painting altogether and turned his whole attention to inventing.

He went from England to Paris, where he lived in the family of Joel Barlow, an American poet and public man. Here he made successful experiments with a diving boat which he had designed to carry cases of gunpowder under water. This was one of the stages in the development of our modern torpedo-boat.

Although this invention alone would give Fulton a place in history, it was not one which would affect so many people as the later one, the steamboat, with which his name is more often a.s.sociated.

Even before he had begun to experiment with the torpedo-boat Fulton had been deeply interested in steam navigation, and while in Paris he constructed a steamboat. In this undertaking he was greatly aided by Robert R. Livingston, American minister at the French court, who had himself done some experimenting in that line. Livingston, therefore, was glad to furnish the money which Fulton needed in order to build the boat.

It was finished by the spring of 1803. But just as they were getting ready for a trial trip, early one morning the boat broke in two parts and sank to the bottom of the River Seine. The frame had been too weak to support the weight of the heavy machinery.

Having discovered just what was wrong in this first attempt, Fulton built another steamboat soon after his return to America, in 1806. This boat was one hundred and thirty feet long, eighteen feet wide, with mast and sail, and had on each side a wheel fifteen feet across.

On the morning of the day in August, 1807, set for the trial of the Clermont--as Fulton called his boat--an expectant throng of curious onlookers gathered on the banks of the North, or Hudson, River, at New York. Everybody was looking for failure. For though Fitch's boats had made trips in the Delaware only some twenty years earlier, the fact did not seem to be generally known. People had all along spoken of Fulton as a half-crazy dreamer and had called his boat "Fulton's Folly." "Of course, the thing will not move," said one scoffer. "That any man with common sense well knows," another replied. And yet they all stood watching for Fulton's signal to start the boat.

[Ill.u.s.tration: The "Clermont" in Duplicate at the Hudson-Fulton Celebration, 1909.]

The signal is given. A slight tremor of motion and the boat is still.

"There! What did I say?" cried one. "I told you so!" exclaimed another. "I knew the boat would not go," said yet another. But they spoke too soon, for after a little delay the wheels of the Clermont began to revolve, slowly and hesitatingly at first, but soon with more speed, and the boat steamed proudly off up the Hudson.

As she moved forward, all along the river people who had come from far and near stood watching the strange sight. When boatmen and sailors on the Hudson heard the harsh clanking of machinery and saw the huge sparks and dense black smoke rising out of her funnel, they thought that the Clermont was a sea-monster. In fact, they were so frightened that some of them went ash.o.r.e, some jumped into the river to get away, and some fell on their knees in fear, believing that their last day had come. It is said that one old Dutchman exclaimed to his wife: "I have seen the devil coming up the river on a raft!"

The men who were working the boat had no such foolish fears. They set themselves to their task and made the trip from New York to Albany, a distance of one hundred and fifty miles, in thirty-two hours. Success had at last come to the quiet, modest, persevering Fulton. After this trial trip the Clermont was used as a regular pa.s.senger boat between New York and Albany.

The steamboat was Fulton's great gift to the world and his last work of public interest. He died in 1815.

But the Clermont was only the beginning of steam-driven craft on the rivers and lakes of our country. Four years afterward (1811), the first steamboat west of the Alleghany Mountains began its route from Pittsburg down the Ohio, and a few years later similar craft were in use on the Great Lakes.

THE NATIONAL ROAD AND THE ERIE Ca.n.a.l

But while steamboats made the rivers and lakes easy routes for travel and traffic, something was needed to make journeys by land less difficult. To meet this need, new highways had to be supplied, and this great work of building public roads was taken up by the United States Government. Many roads were built, but the most important was the one known as the National Road.