A History of the Growth of the Steam-Engine

by Robert Henry Thurston

During this period, an interest which had never diminished in Great Britain had led to the introduction of experimental steamboats in that country. Patrick Miller, of Dalswinton, had commenced experimenting, in 1786-’87, with boats having double or triple hulls, and propelled by paddle-wheels placed between the parts of the compound vessel. James Taylor, a young man who had been engaged as tutor for Mr. Miller’s sons, suggested, in 1787, the substitution of steam for the manual power which had been, up to that time, relied upon in their propulsion. Mr. Miller, in 1787, printed a description of his plan of propelling apparatus, and in it stated that he had “reason to believe that the power of the Steam-Engine may be applied to work the wheels.”

Fig. 72.—Miller, Taylor, and Symmington, 1788.

In the winter of 1787-’88, William Symmington, who had planned a new form of steam-engine, and made a successful working-model, was employed by Mr. Miller to construct an engine for a new boat. This was built; the little engine, having two cylinders of but four inches in diameter, was placed on board, and a trial was made October 14, 1788. The vessel ([Fig. 72]) was 25 feet long, of 7 feet beam, and made 5 miles an hour.

In the year 1789, a large vessel was built, with an engine having a steam-cylinder 18 inches in diameter, and this vessel was ready for trial in November of that year. On the first trial, the paddle-wheels proved too slight, and broke down; they were replaced by stronger wheels, and, in December, the boat, on trial, made seven miles an hour.

Miller, like many other inventors, seems to have lost his interest in the matter as soon as success seemed assured, and dropped it to take up other incomplete plans. More than a quarter of a century later, the British Government gave Taylor a pension of £50 per annum, and, in 1837, his four daughters were each given a similar annuity. Mr. Miller received no reward, although he is said to have expended over £30,000. The engine of Symmington was condemned by Miller as “the most improper of all steam-engines for giving motion to a vessel.” Nothing more was done in Great Britain until early in the succeeding century.

In the United States, several mechanics were now at work besides Fitch. Samuel Morey and Nathan Read were among these. Nicholas Roosevelt was another. It had just been found that American mechanics were able to do the required shop-work. The first experimental steam-engine built in America is stated to have been made in 1773 by Christopher Colles, a lecturer before the American Philosophical Society at Philadelphia. The first steam-cylinder of any considerable size is said[68] to have been made by Sharpe & Curtenius, of New York City.

Samuel Morey was the son of one of the first settlers of Orford, N. H. He was naturally fond of science and mechanics, and became something of an inventor. He began experimenting with the steamboat in 1790 or earlier, building a small vessel, and fitting it with paddle-wheels driven by a steam-engine of his own design, and constructed by himself.[69] He made a trial-trip one Sunday morning in the summer of 1790, a friend to accompany him, from Oxford, up the Connecticut River, to Fairlee, Vt., a distance of several miles, and returned safely. He then went to New York, and spent the summer of each year until 1793 in experimenting with his boat and modifications of his engine. In 1793 he made a trip to Hartford, returning to New York the next summer. His boat was a “stern-wheeler,” and is stated to have been capable of steaming five miles an hour. He next went to Bordentown, N. J., where he built a larger boat, which is said to have been a side-wheel boat, and to have worked satisfactorily. His funds finally gave out, and he gave up his project after having, in 1797, made a trip to Philadelphia. Fulton, Livingston, and Stevens met Morey at New York, inspected his boat, and made an excursion to Greenwich with him.[70] Livingston is said[71] to have offered to assist Morey if he should succeed in attaining a speed of eight miles an hour.

Morey’s experiments seem to have been conducted very quietly, however, and almost nothing is known of them. The author has not been able to learn any particulars of the engines used by him, and nothing definite is known of the dimensions of either boat or machinery. Morey never, like Fitch and Rumsey, sought publicity for his plans or notoriety for himself.