USA > New Mexico > Men of our day; or, biographical sketches of patriots, orators, statemen, generals, reformers, financiers and merchants, now on the stage of action > Part 39
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from Sandy Hook. After the cannonading was over, and the garrison at Fort Richmond had returned to quarters, it was highly important that some of the officers should proceed to headquarters to report the occurrence, and obtain the necessary reinforcements against another attack. The storm was a fear- ful one; still the work must be done, and all felt that there was but one person capable of undertaking it. Accordingly, Vanderbilt was sought out, and upon being asked if he could take the party up, he replied promptly : " Yes, but I shall have to carry them under water part of the way!" They went with him, and when they landed at Coffee-House slip there was not a dry thread in the party. The next day the garrison was re- inforced.
Vanderbilt also showed, in these earlier days, what he has frequently exemplified in his later life, that he was very tena- cious of his rights, and determined that no one should infringe them. On one occasion, during the same war, while on his way to the city with a load of soldiers from the forts at the Narrows, he was hailed by a boat coming out from the shore, near the Quarantine. Seeing an officer on board, young Vander- bilt allowed it to approach him; but as it came nearer, he saw that it belonged to one of his leading competitors, and that the owner himself was with the officer. Still he awaited their approach, preparing to defend himself in case of any unauthor- ized interference. No sooner, however, were they alongside of his boat, than the officer jumped on board, and ordered the sol- diers ashore with him in the other boat, for inspection, etc. Young Vanderbilt, seeing that the whole affair was a trick to transfer his passengers to his competitor, at once told the officer that the men should not move, that his order should not be obeyed. The military man, almost bursting with rage, hastily drew his sword, as if about to avenge his insulted dignity, when
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young Vanderbilt quickly brought him, sword and all, to the deck. It did not take him many minutes more to rid himself of the officer and his companion, and quickly getting under way again, his soldiers were soon landed, without further molestation, at the Whitehall dock."
These anecdotes serve to illustrate the character of the man. By this time young Vanderbilt's labors had placed him in a position where he could reasonably entertain the prospect of maintaining a family and home of his own, and, on the 19th of December, 1813, he married Miss Sophie Johnson, of Port Richmond, Staten Island, and the next year took up his resi- dence at New York. About the same time he became the master and owner of the new perriauger "Dorad," which was at that time the largest and finest craft of that kind in the harbor of New York; and, in the summer of 1815, he built, in connection with his brother-in-law, De Forest, a schooner named the "Charlotte," which was remarkably large for her day, and which, under command of De Forest, was profitably employed as a lighter, in carrying freights between numerous home ports. Thus, up to the year 1817, with varied experi- ence but unvarying success, Mr. Vanderbilt continued in this business, improving the construction of vessels and adding to his reputation among nautical men, and with such profit that, in the four years preceding his twenty-third birthday, he had laid up the snug little sum of $9000-hard won earnings. Yet his ambition was by no means satisfied. His comprehensive mind, ever on the alert to catch any thing new or valuable pertaining to his chosen profession, saw at an early date the inestimable advantages which would ultimately accrue to the interests of commerce from the use of steam, which had but recently formed a new application to the purposes of naviga- tion. Happening to become acquainted with Thomas Gibbons,
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of New Jersey, a large capitalist, then extensively interested in the transportation of passengers between New York and Phila- delphia, he received from him an offer of the captaincy of a little steamboat, at a salary of one thousand dollars per year. This, to a man who had always been his own master, and who was then engaged in sufficiently lucrative business, presented but few inducements. But Vanderbilt's prophetic ken antici- pated the triumphs of steam, and he had resolved to participate in, if not direct them. He therefore accepted the proffer, and assumed the command, in the fall of 1817, of a little steamer, so small, that its owner soon re-christened it as " The Mouse of the Mountain." In a few months he was promoted to the " Bellona," a much larger boat, just ready for her trial trip, and employed on the Philadelphia line, carrying passengers between New York and New Brunswick, to which place (after a temporary few months' stay at Elizabethport), convenience dictated the removal of his family residence. At that time, passengers en route for Philadelphia, stopped at New Brunswick over night, taking early stage next morning to Trenton, and thence boat to Philadelphia. The stage-house at which travellers stopped over night, was the property of Gibbons, whose management of it proved unfortunate, and who was, therefore, induced to offer it, rent free, to his new captain, shortly after his removal to New Brunswick, if he would, in addition to his other duties, take charge of it-its proper keeping being, of course, an indispen- sable condition to the prosperity of the whole route. . Vander- bilt accepted the proposition, and, during the remainder of his business connection with Mr. Gibbons, conducted it so success- fully that it became a source of considerable profit. In 1827, he hired of Mr. Gibbons the New York and Elizabethport Ferry, which, under two successive leases of seven years each, he managed so well as to prove very profitable, although pre-
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viously it had been unremunerative. Twelve years had elapsed since he had entered Mr. Gibbons's employ ; and, during that time, his faithfulness, care, and persevering industry had so advanced the prosperity of the line that it was now netting, annually, the sum of nearly $40,000. Under his supervision, each new boat added to the line had been made better and fleeter than its predecessor, and his keen and fertile intellect was quick to make every new circumstance subservient to the interests of his employer and the improvement of steam navigation.
To understand some of the difficulties with which Vanderbilt was surrounded, at the time he first became captain of the Bellona, we must recall the early history of steam navigation. It will be remembered that, in 1798, an act was passed by the Legislature of New York, repealing a previous act, and trans- ferring to Mr. Livingston, the exclusive privilege of navigating the waters of the State by steam. This act was from time to time continued, and Fulton was finally included in its pro- visions. In 1807, after the trial trip of the Clermont, the Legislature, by another act, extended this privilege, and in the following year, subjected any vessel, propelled by steam, to forfeiture, which should enter the waters of the State without the license of those grantees. These acts were in force when Vanderbilt entered the employ of Mr. Gibbons, and the Phila- delphia line violated the privilege thus granted, in case the boats stopped at the city of New York; and hence, for a long time, whenever Vanderbilt ran a steamer in on the New York side of the river, as he was instructed by the owner to do, he was arrested, if he could be found. As an expedient to avoid arrest, he taught a lady how to steer the boat, and when it neared the New York dock, he would turn it over to her charge, and disappear himself; so that the officers were fre-
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quently compelled to return their writs against him non est. At this time, it will also be remembered, the New York Court of Errors had pronounced these acts constitutional; the New Jersey Legislature had passed retaliatory acts, and a suit against Gibbons was in progress in the United States Court. To make this line prosperous, under such difficulties, and against such opposition, was, of course, no ordinary task; still it was at once accomplished, as we have stated. At length, and in 1824, the Gibbons's case was decided, Chief Justice Marshall delivering the opinion of the Court, to the effect, that, under the Constitution of the United States, no State could grant an exclusive right of navigation, by steam or otherwise, on any of the principal rivers of the country; and, as a consequence, navigation of the Hudson, and elsewhere, became free to all. With this obstacle removed, Vanderbilt went to work with renewed vigor, steadily pushing forward his employer's enter- prise, until it produced the remarkable revenue noted above.
In 1829, Vanderbilt determined to commence business again on his own account, but met with the most strenuous ob- jections, and the most liberal inducements-even to the offer of the ownership of the entire Philadelphia route, on almost his own terms-from Gibbons, who confessed his inability to run the line without him. But these offers were firmly yet kindly put aside, and Gibbons, finding the life of his enterprise had gone, shortly after sold out the entire business. Once again Vanderbilt was his own master, and possessed such an intimate knowledge of the details and practical management of steam navigation, as placed him in a most favorable position for further usefulness and success. The next twenty years of his life we must sketch rapidly. Applying to his work, the same wisdom and energy which he had ever shown, he built, during this period, a very large number of steamboats, and established
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steamboat lines on the Hudson, the Sound and elsewhere. His plan was to build better and faster boats, than those of his competitors, and to run them at the lowest paying rates. He was thus enabled, by furnishing passengers with the best and cheapest accommodations, to distance the corporations and companies, whose monopoly of the carrying trade had hither- to made travelling too expensive to be enjoyed by the many. It cannot be claimed, that in every act, he sought the public's welfare, yet the great result of his "opposition" lines has been decidedly beneficial to the community, for commercial growth and rivalry are inseparable, and competition is, proverbially, the life of healthy trade. Meantime, the gold of California had been discovered, and was drawing an immense rush of trade thitherward. The Pacific Mail Steamship Company began to run its steamers in 1848, and in 1849 the Panama railroad was surveyed and commenced. The same year, we find Mr. Van- derbilt, under a charter obtained from the Nicarauguan govern- ment, for a ship-canal and transit company, seeking another transit route, in connection with which he could establish a competing line between New York and the " golden land." This charter was subsequently enlarged by the grant of an exclusive right to transport passengers and freight between the. two oceans, by means of a railroad, steamboats, or otherwise, and separating the transit grant from the canal grant. In 1850, Mr. Vanderbilt built the Prometheus, and, in her, visited Nicaragua for the purpose of personally exploring the country, and satisfy- ing himself as to the practicability of the route. The harbor of San Juan del Sur, was fixed upon as the Pacific port-a little steamboat built, under his personal inspection, to run up the San Juan river-and finally, in the face of many obstacles, a semi-monthly line to California, via Nicaragua, was opened in July, 1851, and speedily became the favorite, as well as the 33
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cheapest route to San Francisco. In January, 1853, Vanderbilt sold his many and large steamers, on both sides, to the Transit Company, acting as their agent for several months-and then his connection with it ceased, until he became its president in January 1856. During the invasion of Nicaragua by "Filibuster Walker," that general, to whom Vanderbilt had refused transpor- tation for his men and munitions, issued a decree (February, 1856,) annulling all grants to the company, as well as its act of incorporation; and, when the long series of plots and counter- plots to which this gave rise were settled, a sand-bar was found to have formed at the mouth of the San Juan, making it practi- cally useless. Mr. Vanderbilt had become a man of great wealth, and, in 1853, he conceived the novel, and, in some respects, grand design of making the tour of Europe, with his family, in a fine, large steamship of his own.
For a single individual, without rank, prestige, or national authority, to build, equip, and man a noble specimen of naval architecture, and to maintain it before all the courts of Europe, with dignity and style, was an extremely suggestive illustration to the Old World, of what the energies of man may accomplish in this new land, where they are uncramped by oppressive social institutions, or absurd social traditions. Cornelius Vanderbilt is a natural, legitimate product of America. With us, all citizens have full permission to run the race in which he has gained such large prizes, while in other countries, they are trammelled by a thousand restrictions.
Accordingly, a new vessel, called "The North Sar," was built, as all his vessels are, under his own supervision, in a very complete manner, perfect in all its departments, and splendidly fitted up with all that could tend to gratify or please, and was the first steamer fitted with a beam engine, that ever attempted to cross the Atlantic.
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On Friday, the 11th of May, 1855, the commodore and his party set sail. In almost every country visited they were re- ceived by all the authorities with great cordiality, as well as great attention. At Southampton, the North Star formed the topic of conversation in all circles, and the party was honored with a splendid banquet, at which about two hundred persons sat down. When in Russia, the Grand Duke Constantine and the chief admiral of the Russian navy visited the ship. The former solicited and obtained permission to take drafts of it, which duty was ably performed by a corps of Russian engineers. In Constantinople, in Gibraltar, and Malta, the authorities were also very cordial and polite. But in Leghorn (under the government of Austria) the vessel was subjected to constant surveillance, guard boats patrolling about her day and night- the authorities not being able to believe that the expedition was one of pleasure, but imagining that the steamer was loaded with munitions and arms for insurrectionary purposes. Thus, after a very charming and delightful excursion of four months, they returned home, reaching New York, September 23d, 1853, having sailed a distance of fifteen thousand miles. This cer- tainly was an expedition worthy and characteristic of the man who undertook it, and met with that decided success which his efforts ever seem to insure.
Mr. Vanderbilt's observations, while abroad, satisfied him of the necessity of largely increasing the facilities of communica- tion between Europe and America; and, soon after his return, he made an offer to the Postmaster-General to run a semi- monthly line to England, alternating with the Collins line, carrying the mails on the voyage out and home for fifteen thousand dollars. The Cunard line was at that time withdrawn from the mail service on account of the Crimean war, and his plan, therefore, was to provide for weekly departures, filling up
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those thus left vacant. This proposition, however, was not accepted; but unwilling to abandon the idea, on the 21st of April, 1858, he established an independent line between New York and Havre. For this purpose he built several new steam- ships, and among them the Ariel, and finally the Vanderbilt, and the line was kept up with great spirit and success. Subse- quent to the building of the Vanderbilt, there was an exciting contest of speed between the boats of the different lines. The Arabia and Persia, of the Cunard, the Baltic and Atlantic, of the Collins, and the Vanderbilt of the independent line, were the competitors. Great interest was taken in the contest, as all will remember, but the Vanderbilt came out victorious, making the shortest time ever made by any European or American steamer.
The subsequent history of this vessel, and the use which is now being made of it, are well known. In the spring of 1862, when the administration needed, immediately, large additions to its navy, to aid in carrying on its military operations (an occasion which many were eager to turn to their own advantage, at their country's expense), Commodore Vanderbilt made free gift of this splendid ship, which had cost $800,000, to the Government. For this magnificent act of patriotism he re- ceived, in January, 1864, a resolution of thanks passed by Congress, and approved by the President, and a gold medal, a duplicate copy of which was also made and deposited for pre- servation in the library of Congress.
Commodore Vanderbilt (he was long since given the title of commodore by acclamation, and as the creator and manager of so large a fleet, he surely merited it) has, during his long career of activity, built and owned exclusively himself, upward of one hundred steamboats and ships-none of which have been lost by accident. He has extensive machine-shops, where the
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machinery is made according to his own ideas, and his vessels have generally been constructed by days' work, under his constant supervision and from plans entirely his own. It is his practice, also, to employ the most deserving and trustworthy commanders, and never to insure a vessel or cargo of any kind, believing that " good vessels and good commanders are the best kind of insurance;" and also that, "if corporations can make money in the insurance business, he can."
For the past four or five years, Commodore Vanderbilt has been gradually withdrawing from his marine enterprises, and concentrating his energies and his vast capital and influence upon railroads, and with the result which has usually attended his movements. He is to-day emphatically the RAILROAD KING, and his power has not yet culminated. More than this, his gigantic undertakings, far surpassing in magnitude those of the English railway kings, have already exerted so controlling an influence that Wall street trembles at the lifting of his hand, and he might well write himself, after the fashion of the Abyssinian prince, "king of the kings of Wall street." Begin- ning in 1864 with the control of the Harlem railroad, previous- ly an unprofitable concern, and the foot-ball of the speculators, but under his care and energy soon made to earn and pay dividends, he soon reached out for the Hudson River railway, and taking the presidency of both, ran them and managed them for the benefit of the stockholders. In 1867, he acquired a controlling interest in the New York Central, the largest and most influential of our great trunk roads, and took the presi- dency of that also. He is now moving with his usual skill and adroitness to obtain the sole direction of the Erie railway and is certain, if he lives, to accomplish it by next autumn, and will then have under his sway railroad lines whose aggregate capital invested is nearly one hundred millions of dollars, with
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a potent influence over a hundred million more of railway property. Had he ten years more of active life, we might expect to see him Lord Paramount from the Atlantic to the Pacific.
Yet amidst his close and continued application to the busi- ness of life, the kindly feelings of childhood have remained unchanged. The eagerness with which he has anticipated every desire of an aged mother, is only an evidence of the heart within him. He was as devoted to her in manhood, as she to him in early youth. The pretty home-like cottage con- structed for her under his eye, and in accordance with the taste of both, surrounded by luxuriant vines and evergreens, was a continual joy to her during her life. There, near her old home, and overlooking the water, the scene of his early exploits, she happily lived, tenderly cared for, and, only a few years since, as happily and peacefully died. How consistent with all his conduct toward her was the thoughtfulness which prompted him, upon returning from his triumphal tour of Europe, to stop the steamer in passing up the bay, and give that mother his first greetings, and receive her welcome home. Few, as they read, at that time, the newspaper accounts of his arrival, could have failed to notice, among the more exciting items, the statement of this simple fact, and to feel that it was an honor to the son as well as to the mother.
The same kindliness of feeling he has always exhibited in every other position in life. Deceit and underhand dealing he has ever quickly detected and thoroughly hated, but frankness and honesty of speech and act have been sure to find a ready and kind response. During all his contests with men, he had exemplified the truth of this, ever being ready to act with the greatest generosity, when thus approached. A certain captain, interested in a line of boats to Hartford, took steps which
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Vanderbilt considered dishonorable, to injure his line of boats to the same place, and therefore Vanderbilt determined to run him off, and did it. About that time Captain Brooks, who is an intimate friend of the commodore, met the defeated party and asked him how he got on. "Why, I have put my hand in Vanderbilt's mouth, and of course I must give up," he replied. "But," said Brooks, "go and see him, and if you are frank to him, he will be generous to you." "Go!" said he, "he would not see me." Yet afterwards he concluded to go, and sure enough, he came back not only with the difficulty healed, but with obligations conferred, which he will very long remember.
Six feet in height, with a large strong frame, a bright clear expressive eye, thin white hair, and ruddy complexion, Mr. Vanderbilt combines in his temperament a perfect blending of the best vital motive and mental characteristics. His will, self-reliance and ambition to achieve success are immense, while integrity, self-respect and kindness of heart are not less strongly marked. Socially, he is one of the most affectionate of men. He is quick to read the characters and motives of others; forms his own judgments with intuitive quickness and correctness ; executes his plans with rapidity and a conscious- ness of self-power. With such mental and vital characteristics, with or without education, the "Commodore" would, almost inevitably, have been at the head of any calling or profession which he might have adopted. Nature created him for a leader.
ABIEL ABBOT LOW,
PRESIDENT OF THE NEW YORK CHAMBER OF COMMERCE.
EACE, said Mr. Sumner, in one of his most classic and eloquent orations, "hath its victories no less than war." The merchant prince, whose enterprise has included with- in its grasp the traffic of the far distant lands of the orient, whose ships are on every sea, and who brings to his bursting warehouses, the products of all climes, has really achieved as great a triumph, and one far more beneficial and bloodless, than the warrior who has led his conquering legions over desolated homes, and amid the ruins of sacked cities. And if this peaceful hero uses his wealth as wisely as he has acquired it, and by his large beneficence makes thousands and tens of thousands happy, then is his victory greater than that of any leader of a marshalled host, whose garments are stained with blood, for his triumphs are over the forces of nature, and the selfish and unhallowed passions of men, and "greater is he that ruleth his own spirit, than he that taketh a city."
Among these heroes in the bloodless strife, Mr. Low is entitled to a high place of honor. During a long commercial life of wonderful success, and filled with great enterprises, he has ever maintained an enviable reputation for the highest honor and principle, and no unworthy deed or word has ever linked itself with his name. More than this, in all great mea- sures of benevolence, whether for aiding the poor of New
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York or Brooklyn, sustaining the government in putting down the rebellion, providing bounties for the soldiers, and supplies for the regiments, or succoring the families of our brave defenders, sending aid to the famishing sufferers of Lancashire, sustaining the Sanitary Commission in its noble work, manifest ing the grateful emotions of the commercial class toward the leaders of our army and navy, establishing and endowing libraries and scientific institutions, or in the more direct pro- motion of the interests of religion. Mr. Low's contributions have always been among the most liberal. Other citizens of New York possess larger wealth than he, but none have made a more admirable and beneficial use of it.
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