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I think this article generalizes the Supreme Court's decision. The judgment of the court was one that leveled barriers between states and it did not establish anything other than interstate transportation (which it viewed as intrinsically connected to flow of goods between states) as falling under the federal commerce power. To state that the "United States v. E.C Knight Co." decision somehow reversed or limited this judgment is incorrect since that later case dealt with new issues that did not arise in this case, such as if manufacturing was distinct from interstate commerce since it is not a flow of goods across borders. Also the court in Gibbons v Ogden stated that the federal commerce power did have specified limits (as mentioned in this article). It just did not define what those limits are.Stamos1981 (talk) 23:47, 2 July 2008 (UTC)
Correction: It was John Livingston who issued the license to Ogden, not Robert Livingston and Robert Fulton. Robert licensed John to use steamboats in the New York harbor. John, in turn, licensed Ogden on easy terms because Ogden was making a fuss over this monopoly in the Albany legislature and almost succeeded to having the charter rescinded.
Source: Commodore by Renehan.
The Constitutional Law and Politics 8th edition says "Robert Livingston and Robert Fulton were granted by the New york legislature a monopoly on the operation of steamboats in the stat’s waters. They in turn licensed Aaron Ogden to exclusively operate a ferry between New York City and various ports in New Jersey.”
The above is therefore false. John Livingston has nothing to do with this. —Preceding unsigned comment added by 188.8.131.52 (talk) 20:00, 26 October 2008 (UTC)
If anyone can spare a few minutes, please put in one of those convenient little details boxes. It would make things a lot easier.