Within four years the steamboat was running, and Latrobe was its warmest friend. The dispute was a contest of temperaments, a divergence between minds, rather than a question of science; and a few visionaries such as those to whom Latrobe alluded--men like Chancellor Livingston, Joel Barlow, John Stevens, Samuel L. Mitchill, and Robert Fulton--dragged society forward. What but scepticism could be expected among a people thus asked to adopt the steamboat, when as yet the ordinary atmospheric steam-engine, such as had been in use in Europe for a hundred years, was practically unknown to them, and the engines of Watt were a fable? Latrobe’s Report further said that in the spring of 1803, when he wrote, five steam-engines were at work in the United States,--one lately set up by the Manhattan Water Company in New York to supply the city with water; another in New York for sawing timber; two in Philadelphia, belonging to the city, for supplying water and running a rolling and slitting mill; and one at Boston employed in some manufacture. All but one of these were probably constructed after 1800, and Latrobe neglected to say whether they belonged to the old Newcomen type, or to Watt’s manufacture, or to American invention; but he added that the chief American improvement on the steam-engine had been the construction of a wooden boiler, which developed sufficient power to work the Philadelphia pump at the rate of twelve strokes, of six feet, per minute. Twelve strokes a minute, or one stroke every five seconds, though not a surprising power, might have answered its purpose, had not the wooden boiler, as Latrobe admitted, quickly decomposed, and steam-leaks appeared at every bolt-hole. If so eminent and so intelligent a man as Latrobe, who had but recently emigrated in the prime of life from England, knew little about Watt, and nothing about Oliver Evans, whose experience would have been well worth communicating to any philosophical society in Europe, the more ignorant and unscientific public could not feel faith in a force of which they knew nothing at all. For nearly two centuries the Americans had struggled on foot or horseback over roads not much better than trails, or had floated down rushing streams in open boats momentarily in danger of sinking or upsetting. They had at length, in the Eastern and Middle States, reached the point of constructing turnpikes and canals. Into these undertakings they put sums of money relatively large, for the investment seemed safe and the profits certain. Steam as a locomotive power was still a visionary idea, beyond their experience, contrary to European precedent, and exposed to a thousand risks. They regarded it as a delusion.