A History of the Growth of the Steam-Engine

by Robert Henry Thurston

Fig. 47.—Evans’s “Oruktor Amphibolis,” 1804.

In 1804, Evans applied one of his engines in the transportation of a large flat-bottomed craft, built on an order of the Board of Health of Philadelphia, for use in clearing some of the docks along the water-front of the city. Mounting it on wheels, he placed in it one of his 5-horse power engines, and named the odd machine ([Fig. 47]) “Oruktor Amphibolis.” This steam dredging-machine, weighing about 40,000 pounds, was then propelled very slowly from the works, up Market Street, around to the Water-Works, and then launched into the Schuylkill. The engine was then applied to the paddle-wheel at the stern, and drove the craft down the river to its confluence with the Delaware.

In September of the same year, Evans laid before the Lancaster Turnpike Company a statement of the estimated expenses and profits of steam-transportation on the common road, assuming the size of the carriage used to be sufficient for transporting 100 barrels of flour 50 miles in 24 hours, and placed in competition with 10 wagons drawn by 5 horses each.

In the [sketch] above given of the “Oruktor Amphibolis,” the engine is seen to resemble that previously described. The wheel, A, is driven by a rod depending from the end of a beam, B′ B, the other end of which is supported at E by the frame, E F G. The body of the machine is carried on wheels, K K, driven by belts, M M, from the pulley on the shaft carrying A. The paddle-wheel is seen at W. Evans had some time previously sent Joseph Sampson to England with copies of his plans, and by him they were shown to Trevithick, Vivian, and other British engineers.

Among other devices, the now familiar Cornish boiler, having a single internal flue, and the Lancashire boiler, having a pair of internal flues, were planned and used by Evans.

At about the time that he was engaged on his steam dredging-machine, Evans communicated with Messrs. McKeever & Valcourt, who contracted with him to build an engine for a steam-vessel to ply between New Orleans and Natchez on the Mississippi, the hull of the vessel to be built on the river, and the machinery to be sent to the first-named city to be set up in the boat. Financial difficulties and low water combined to prevent the completion of the steamer, and the engine was set at work driving a saw-mill, where, until the mill was destroyed by fire, it sawed lumber at the rate of 250 feet of boards per hour.

Evans never succeeded in accomplishing in America as great a success as had rewarded Watt in Great Britain; but he continued to build steam-engines to the end of his life, April 19, 1819, and was succeeded by his sons-in-law, James Rush and David Muhlenberg.

He exhibited equal intelligence and ingenuity in perfecting the processes of milling, and in effecting improvements in his own business, that of the millwright. When but twenty-four years old, he invented a machine for making the wire teeth used in cotton and woolen cards, turning them out at the rate of 3,000 per minute. A little later he invented a card-setting machine, which cut the wire from the reel, bent the teeth, and inserted them. In milling, he invented a whole series of machines and attachments, including the elevator, the “conveyor,” the “hopper-box,” the “drill,” and the “descender,” and enabled the miller to make finer flour, gaining over 20 pounds to the barrel, and to do this at half the former cost of attendance. The introduction of his improvements into Ellicott’s mills, near Baltimore, where 325 barrels of flour were made per day, was calculated to have saved nearly $5,000 per year in cost of labor, and over $30,000 by increasing the production. He wrote “The Young Steam-Engineer’s Guide,” and a work which remained standard many years after his death, “The Young Millwright’s Guide.” Less fortunate than his transatlantic rival, he was nevertheless equally deserving of fame. He has sometimes been called “The Watt of America.”

The application of steam to locomotion on the common road was much more successful in Great Britain than in the United States. As early as 1786, William Symmington, subsequently more successful in his efforts to introduce steam for marine propulsion, assisted by his father, made a working model of a steam-carriage, which did not, however, lead to important results.

In 1802, Richard Trevithick, a pupil of Murdoch’s, who afterward became well known in connection with the introduction of railroads, made a model steam-carriage, which was patented in the same year. The model may still be seen in the Patent Museum at South Kensington.[46]