Morgan Iron Works

Morgan Iron Works

Former type	Private
Industry	Manufacturing
Fate	Sold
Predecessor	T. F. Secor & Co.
Founded	1838
Founder(s)	T. F. Secor, William K. Caulkin, Charles Morgan
Defunct	1907
Headquarters	New York, United States
Area served	United States
Key people	Charles Morgan, George W. Quintard, later John Roach and his sons John Baker and Stephen Roach
Products	Marine steam engines
Services	Ship repair
Total assets	$450,000 (1867)
Owner(s)	T. F. Secor, W. K. Caulkin and Charles Morgan (1838-1850) Charles Morgan (1850-1867) John Roach & Sons (1867-1907)
Employees	1,000 (1865)

The Morgan Iron Works was a 19th century manufacturing plant for marine steam engines located in New York City, United States. Originally founded as T. F. Secor & Co. in 1838, the plant was later taken over and renamed by one of its original investors, Charles Morgan.

The Morgan Iron Works remained a leading manufacturer of marine engines throughout the 19th century, producing at least 115 engines in the period between 1838 and 1867, including thirteen engines for U.S. Navy vessels during the American Civil War.

The Morgan Iron Works was sold to shipbuilder John Roach in 1867, who integrated its operations with his shipyard in Chester, Pennsylvania. The Works continued to operate as both an engine plant and a ship repair facility in the hands of Roach and his son John Baker Roach until 1907, when the Roach family finally retired from the shipbuilding business.

Secor & Co., 1838–1850

The marine engine works of T. F. Secor and Co. was originally established in New York City, at Ninth Street, East River, in 1838. The works was at this time owned by three partners, including T. F. Secor, William K. Caulkin^[1] and budding transport entrepreneur Charles Morgan, each of whom had one-third ownership of the new firm.^[2]

In 1845, the U.S. Congress made a number of legislative changes, including the establishment of subsidies, which were aimed at allowing American shipping lines to compete more effectively with their British counterparts. The new legislation contributed to a growing demand in the United States for steamships, encouraging Morgan to divest himself of the last of his shares in sailing vessels and plough the money instead into the Secor plant,^[3] which was expanded to include one and a half blocks between Eight and Tenth Streets. By this time, the plant employed up to 700 men, and was building engines for both coastal and oceangoing steamships.^[4]

Morgan takeover, 1850

In 1847, Morgan appointed his son-in-law, George W. Quintard, to the financial department of Secor & Co. Quintard proved a capable manager and rose quickly in the firm. Morgan bought out the other partners in February 1850 and renamed the firm the Morgan Iron Works. Quintard became the plant's new manager, a position he was to retain until the sale of the firm to John Roach in 1867. Morgan, now the plant's sole owner, was the firm's financier, supplying its capital and credit.^[5]

The only variation to this arrangement occurred between May 1, 1857 to May 1, 1861, when Morgan's other son-in-law, Charles A. Whitney, joined the firm as co-manager. During this period, Morgan conveyed the Works to the ownership of Quintard and Whitney for the sum of $250,000, giving Whitney a one-third stake in the company and Quintard the remainder. The two manager-owners took out a $67,000 mortgage on the property to raise operating capital. After Whitney left the firm to pursue other business interests, Morgan returned as sole owner, purchasing the business for its sale price of $250,000 as of a few years prior, and settling the mortgage himself.^[5]

1850s

Following the Morgan takeover in 1850, Quintard embarked on an extensive improvement program for the Works, installing steam hammers, a floating steam derrick and other heavy equipment, as well as building a new dockyard on the East River. Quintard also began diversifying the firm's products, manufacturing machinery for Cuban sugar mills and large pumps for a Chicago water company.^[6]

By this time however, Morgan himself, whose transportation business was steadily expanding, had become the plant's main customer.^[7] In 1850, Morgan ordered the 1,875 ton steamer San Francisco and the 1,359 ton Brother Jonathan, both built for operation with Morgan's Empire City Line.^[8] In 1852, he decided to replace some of his older ships, and ordered Texas (1,151 tons), Louisiana (1,056 t), Mexico (1,043 t), Perseverance (827 t) and Meteor (542 t) all of which had engines built by the Morgan Iron Works.^[9]

In the same period, Morgan was unfortunate enough to lose to accidents four of his existing ships, including Palmetto, Globe, Galveston and the newly built Meteor, with a total value of $250,000. As all four ships had been self-insured in line with Morgan's usual practice, none of the losses were recoverable. Morgan was by this time wealthy enough to be able to absorb the losses however, and in the following two years he had another four vessels built, including Charles Morgan (1,215 tons), Nautilus (898 t), Orizaba (734 t) and Tennessee (1,149 t), all but the last of which also had their engines supplied by the Morgan Works.^[9]

The Morgan Iron Works secured its first naval contract on October 28, 1858, for a steam sloop-of-war, the USS Seminole. The contract was met with charges of favoritism from Republicans, and in a subsequent Congressional enquiry, Quintard pointed out that the Works had bid for a number of navy contracts previously but never been successful. The inquiry ultimately rejected the charges.^[10]

By the end of the decade, the Morgan Works was one of America's leading manufacturers of marine steam engines, specializing in medium-sized machinery for coastal and river service. From 1850 through 1860, the Works built engines for a total of 49 vessels, and its engines were in use with American steamship companies from the United States to as far afield as China.^[11]

Civil War, 1861–65

Steam sloop-of-war USS Wachusett

The American Civil War began disastrously for Charles Morgan when the Confederacy seized his entire Gulf of Mexico fleet. In spite of this blow however, Morgan was to recover and profit handsomely from the war, mainly through the agency of the Morgan Iron Works.^[11]

The war created great demand for new shipping, and shipyards and engine manufacturers alike experienced an unprecedented boom. Like many other builders of marine engines, the Morgan Iron Works was to take full advantage of this demand, building engines for 38 vessels during the war, including 23 merchantmen and 13 warships for the U.S. Navy. The plant even found time to turn out an engine for an Italian Navy warship in this period,^[11] the Re Don Luige de Portogallo.^[12] U.S. Navy warships fitted with Morgan Iron Works engines included USS Ticonderoga, USS Ascutney, USS Wachusett and the experimental high-speed warship USS Ammonoosuc. The Works also contracted for the complete construction of the monitor USS Onondaga, although the hull was subcontracted out to another firm.^[12]

By the end of the war, the Morgan Works had grossed $2,275,991.10 from its naval contracts alone.^[12] Morgan himself made further profits during the war by ordering ships from Harlan & Hollingsworth, which he then sold or chartered to the U.S. Navy.^[11]

Sale to John Roach, 1867

After the war, the U.S. government auctioned off at firesale prices the hundreds of ships it had requisitioned during the conflict, depressing the market and leaving U.S. shipyards and marine engine builders with little or no work. As a consequence, almost all the marine engine manufacturing companies of New York went out of business in the years immediately following the war.^[13] The exceptions were the Morgan Iron Works, and the Etna Iron Works of John Roach.

Unlike his competitors, John Roach had been able to maintain his profits in the postwar period by diversifying his plant into the manufacture of machine tools and selling them to the U.S. Navy, which was in the process of upgrading its shipyards. By contrast, the Morgan Iron Works, like most other New York engine builders, had struggled in the postwar period, building only two engines in the two years following the war.^[6] It remained in business only because Morgan could afford to weather the losses, but in 1866 he suffered an additional financial setback when his newly established shipping lines to Mexico were aborted due to the overthrow of Emperor Maximilian I.^[13]

John Roach meanwhile was planning to add shipbuilding to his engine building business, and he saw the Morgan Iron Works with its dockyard on the East River as a stepping stone toward this goal.^[14] When in 1867 he offered to purchase the Morgan Works, Morgan was ready to sell, and the two agreed upon a price of $450,000, divided into a cash payment of $100,000 and two mortgages of $100,000 and $250,000.^[13][15] Roach would soon run into cash flow problems of his own and consequently defaulted on both mortgages; Morgan however chose not to foreclose and Roach settled the debts shortly before Morgan's death in 1878.^[13]

Roach management, 1867–1907

USS Dolphin, focus of a bitter political battle between John Roach and the U.S. Navy

By securing the premises of the Morgan Iron Works and buying out his remaining competitors, Roach had established a virtual ship and engine building monopoly in New York.^[13] He subsequently closed his Etna Iron Works, transferring the best personnel and equipment from Etna and his former competitors' premises to his newly acquired East River property, and thus turned the Morgan Works into America's premier manufacturer of marine steam engines.^[16]

In 1871, Roach bought the failed shipyard of Reaney, Son & Archbold in Chester, Pennsylvania,^[17] thoroughly modernized it, renamed it the Delaware River Iron Ship Building and Engine Works,^[18] and turned it into America's largest and most prolific shipyard, a position it maintained until the mid-1880s.^[19] In spite of the fact that the Chester shipyard had its own engine building plant, Roach retained ownership of the Morgan Iron Works, using it to build engines both for his own ships and for third party contracts, and also for ship repairs and outfitting of new vessels. Roach in fact expanded the Works for its new role, adding upholsterers for the production of ship's furniture and expanding the plumbing department.^[20] Additionally, he was able to use the Morgan Works to keep his business running during industrial action, when he would simply transfer his operations from one yard to the other. He retained the name of the Morgan Iron Works, but made it a subsidiary of a new management company, John Roach & Son (later John Roach & Sons).^[21]

After a costly political battle over a naval contract for the USS Dolphin in 1885, Roach, by now a terminally ill old man, retired and placed his business empire into receivership.^[22] Following the settlement of all his debts however, his family found themselves still in possession of both the Chester shipyard and the Morgan Iron Works. Roach's oldest surviving son, John Baker Roach, took over running of the business as a whole, while his younger son Stephen became treasurer of the Morgan Works.^[23]

The brothers continued to run the business much as their father had done, although it lost the pre-eminent position it had previously enjoyed. With the death of John Baker Roach in 1908, the Roach family decided to end its association with shipbuilding, and both the Morgan Iron Works and the Chester shipyard were closed.^[24] The Morgan Works was converted into tenements, and in 1949, the locality where the Works had once stood was redeveloped into a low-rental housing project, the Jacob Riis Houses, which still exists today.^[25]

Production summary

The following tables list marine engines known to have been built by T. F. Secor & Co. and the Morgan Iron Works to 1867. The lists, with the exception of the warship list, are probably incomplete. Marine engines built under Roach management are not listed as Roach had a second marine engine facility at Chester, Pennsylvania and records generally do not distinguish between the output of the two plants.

Where a ship had more than one name, the names are listed in chronological sequence, with two digits representing the last two digits of the year the rename took place where known. Ship names in small type preceded or followed by an arrow (← →) indicate that the engine for this vessel was used in another ship. The abbreviation "n/a" in the following tables means "not available" (ie not known).

Merchant steamship and steamboat engines

Merchant steamship engines built by T. F. Secor & Co., 1838—1850

Ship					Engine(s)				Notes
Name	Built	Builder	Ton.	Owner	Type[26]	No.	Cyl. (ins)	Str. (ft)
Savannah [27][28]	1838	n/a	305	Troy Line	VB	n/a	n/a	n/a
Troy [27][29]	1840	William Capes	724	Troy Line	HB	2	44	10
Empire [27][29]	1843	William H. Brown	936	Troy Line	HB	2	48	12
Atlantic [27][30]	1846	Bishop & Simonson	1,112	Norwich & New London SBC	VB	1	72	11
John Stevens [27][31][32]	1846	Robert L. Stevens	686	Camden & Amboy RRC	ST	1	75	8	Early iron-hulled steamboat
Perry [27]	1846	Devine Burtis	255		VB	1	36	9
Thomas Powell [27][33]	1846	Lawrence & Sneden	585	Thomas Powell et al	VB	1	48	11
T. F. Secor [27][34]	1846	Menemon Sanford	210	Menemon Sanford	VB	n/a	n/a	n/a
Antelope [27]	1847	Bishop & Simonson	425	"New York owners"[35]	VB	n/a	n/a	n/a
New Orleans [36]	1847	William H. Brown	869	Charles Morgan	VB	1	55	11
Crescent City [37]	1848	William H. Brown	1,289	Charles Morgan	SL	1	80	9
New World [27][38]	1848	William H. Brown	1,312	Isaac Newton	VB	1	76	15
Ontario [27][39]	1848	Merrick	832	American Steamboat Co.	VB	1	50	11
Queen City [27][40]	1848	Bidwell & Banta	906	Charles M. Reed	CH	n/a	n/a	n/a	Possibly an engine reconditioning
United States [27][41]	1848	William H. Webb	1,875	Charles H. Marshall et al	SL	2	80	9	Early American transatlantic steamship
Connecticut [27][42]	1848	Lawrence & Sneden	1,129	Curtis Peck	VB	1	72	12
Empire City [27][43]	1849	William H. Brown	1,751	Charles Morgan	SL	1	75	9
Georgia [27][44]	1849	Smith & Dimon	2,727	U.S. Mail SSC	SL	2	90	8
Goliah [27][45]	1849	William H. Webb	333	Cornelius Vanderbilt	VB	1	50	8	NY tug; later a passenger steamer on the Pacific Coast
Ocean [27][46]	1849	M. Sanford	658	Menemon Sanford et al	VB	1	48	11
Ohio [27][47]	1849	Bishop & Simonson	2,432	U.S. Mail SSC	SL	2	90	8
Gold Hunter [27][48] USCS Active	1849	J. A. Westervelt	436	William Skiddy	SL	2	n/a	n/a	Sent to California, later the U.S. Coast Survey ship Active
Boston [27][49]	1850	William H. Brown	630	Menemon Sanford	VB	1	44	11	New England passenger steamer, later USN Civil War transport; sunk by enemy fire, 1864

Merchant steamship engines built by the Morgan Iron Works (Morgan/Quintard management, 1850–1867)

Ship					Engine(s)				Notes
Name	Built	Builder	Ton.	Owner	Type	No.	Cyl. (ins)	Str. (ft)
Louisiana [27][50]	1850	Westervelt & Mackay	1,056	Charles Morgan	VB	1	56	10	Burned and sank Galveston Bay 1857, 30-60 killed
Prometheus [27][51]	1850	J. Simonson	1,207	Cornelius Vanderbilt	VB	2	42	10	First oceangoing steamship fitted with walking beam engine
Reindeer [27][52] →Perseverance	1850	Thomas Collyer	790	New Brunswick SBC	VB	1	56	12	Sunk by boiler explosion and fire, Hudson R., 1852; 36 killed
St. Lawrence [27]	1850	William Collyer[53]	588		VB	1	44	11
Brother Jonathan [54][55]	1851	Perine, Patterson & Stack	1,359	Edward Mills	VB	1	72	11	Struck and sank off Crescent City, CA, 1865; 221 killed
Mexico [56][57] CSS General Bragg 62 USS General Bragg 62 Mexico 65	1851	William Collyer	1,043	Charles Morgan	VB	1	56	10	Sold foreign, 1870
North American [58]	1851	Lawrence & Sneden	1,440	Cornelius Vanderbilt	VB	1	60	12	Sunk, 1852
Roanoke [54][59]	1851	Westervelt & Mackay	1,071	New York & Virginia SSC	VB	2	42	10	Seized by Confederacy and burned, 1864
Winfield Scott [54][60]	1851	Westervelt & Mackay	1,291	Davis, Brooks & Co	SL	2	66	8	Struck and sank off Anacapa Island, CA, 1853
City of Hartford [54][61] Capitol City 82	1852	Samuel Sneden	814	Hartford & New York SBC	VB	1	60	12	Run aground and wrecked in Long Island Sound, 1888
Saratoga [54][62] Cortes 52	1852	Westervelt & Mackay	1,117	Davis, Brooks & Co	VB	2	42	10	Destroyed by fire, Shanghai, China, 1865
Northern Indiana [54][63]	1852	Bidwell & Banta	1,475	Michigan Southern RRC	VB	1	72	12	Destroyed by fire 1856; 56 killed
←Reindeer Perseverance [64][65]	1852	J. A. Westervelt	827	Charles Morgan	VB	1	56	12	Destroyed by fire at Indianola, 1856
Texas Quartz Rock 52 Sierra Nevada 52 [54][66]	1852	William Collyer	1,246	Empire City Line	n/a	n/a	n/a	n/a	Grounded and wrecked off San Simeon, CA, 1869
Southern Michigan [54][67] →Thomas Cornell	1852	Bidwell & Banta	1,470	Michigan Southern RRC	VB	1	72	12	Laid up, 1857; scrapped 1863
Crescent City [54][68] →Morning Star	1853	Vincent Bidwell	1,746	Dean Richmond et al	VB	1	80	12	Laid up, 1857; scrapped 1863
George Law Central America 57 [54][69]	1853	William H. Webb	2,141	U.S. Mail SSC	O	2	65	10	Foundered and sank in hurricane; 420 killed
Golden Age [54][70] Hiroshima Maru 75	1853	William H. Brown	2,281	New York & Australia SNC	VB	1	83	12	In service until about 1890
Granite State [54][71]	1853	Samuel Sneden	887	C. W. Chapin	VB	1	52	12	Destroyed by fire, 1883
Jamestown CSS Thomas Jefferson 61 [54][72]	1853	J. A. Westervelt	1,300	NY & Virginia SSC	VB	2	40	10	Sunk by the Confederacy to make an obstruction in the James River, 1862
Josephine [54]	1853	n/a	552		VB	2	40	14
San Francisco [54][73]	1853	William H. Webb	2,272	Pacific Mail SSC	O	2	65	8	Scuttled after engine failure during storm on maiden voyage, 1854; 195 killed
Charles Morgan CSS Governor Moore 62 [54][74]	1854	Westervelt & Son	1,215	Charles Morgan	VB	1	60	11	Exploded during Battle of Forts Jackson and St. Philip, 1862
Nautilus [75]	1854		898	Charles Morgan	VB	1	44	11	Wrecked on Last Island, LA in hurricane, 1856; 20 killed
Orizaba [54][76]	1854	J. A. Westervelt	1,335	Charles Morgan	VB	1	65	11	Scrapped, 1887
Sonora [54][77]	1854	J. A. Westervelt	1,616	Pacific Mail SSC	VB	2	50	10	Scrapped, 1868
St. Louis [54][78]	1854	J. A. Westervelt	1,621	Pacific Mail SSC	VB	2	50	10	Dismantled at Panama, 1878
Commonwealth [54][79]	1855	Lawrence & Foulks	1,732	Norwich & New London SBC	VB	1	76	12	"the great boat of Long Island Sound in the '50's."[79] Destroyed by fire at Groton, CT, 1865
Island Home [54][80][81]	1855	E. J. Whitlock	481	Nantucket & Cape Cod SBC	VB	2	40	11	Converted to barge, 1896-97; sunk in NY Harbor, 1902
Christoval Colon [54][82]	1856	Sneden & Whitlock	450		VB	1	48	10	Built for Cuban service
Everglade [54][83] CSS Savannah 61 Oconee 63	1856	Sneden & Whitlock	406	"Capt. Coxatter"[84]	O	1	32	8	Built for Florida service before conversion to gunboat. Foundered in bad weather, 1863
Fulton [54][85]	1856	Smith & Dimon	2,307	Havre Line	O	2	65	10	Scrapped, 1870
Eastern Queen [54]	1857	John Englis	695		VB	1	48	11
Independence [54]	1857	Samuel Sneden	354	Capt. Ezra Nye	VB	2	32	8	"for towing in the harbor of Valparaiso, S. A."
Yangtsze [54][86]	1857	Thomas Collyer	1,003	Russell & Co	O	2	38	8	Built for Chinese service; employed in the opium trade
City of Buffalo [54][87] →Morro Castle (1863)	1857	Bidwell & Banta	2,026	Michigan Southern RRC	VB	1	76	12	Laid up, 1857-63; bulk freight carrier, 1864; tow barge, 1866; abandoned 1875
Huntsville [54][88][89] USS Huntsville 61 Huntsville 65	1858	J. A. Westervelt	817	H. B. Cromwell & Co	V	1	56	4	Destroyed by fire, 1877
Montgomery [54][90] USS Montgomery Montgomery 65	1858	J. A. Westervelt	787	H. B. Cromwell & Co	V	1	56	4	Sunk in collision, 1877; 13 killed
Ocean Queen [54][91]	1858	J. A. Westervelt	2,801	Morgan & Garrison	VB	1	90	12	Scrapped, 1875
Alabama [54][92]	1859	Samuel Sneden	510		VB	1	50	10
De Soto [93]	1859	Lawrence & Foulks	1,600	Livingston, Crocheron & Co	VB	1	65	11	USN gunboat, 1861-68. Destroyed by fire S. of New Orleans, 1870
John Brooks [93][94]	1859	Samuel Sneden	780	Naugatuck TC	VB	1	56	12	Broken up about 1897
Peiho [93][95]	1859	Thomas Collyer	1,113	Russell & Co	O	1	52	8	Built for China service
White Cloud [93][95]	1859	Thomas Collyer	520	n/a	VB	1	44	10	Built for China service
Yorktown [93][96] CSS Patrick Henry 61	1859	William H. Webb	1,403	NY & Virginia SSC	VB	1	50	10	Burned and scuttled by Confederacy to prevent capture, James River, 1865
Bienville [93]	1860	Lawrence & Foulks	1,558	Livingston, Crocheron & Co	VB	1	68	11	USN gunboat, 1861-65. Destroyed by fire at sea off Bahamas, 1872; 41 killed
Flushing [93][92]	1860	Samuel Sneden	333		VB	1	36	10
John P. King [93][97] Eagle 61 USS Rhode Island 61 Charleston 67	1860	J. A. Westervelt	1,517	Spofford, Tileston & Co	VB	1	71	12	Laid up, 1885; disappears from registers 1891
Peruano [93]	1860	J. A. Westervelt	570		VB	1	44	11
William G. Hewes Ella and Annie 62 USS Malvern 63 William G. Hewes 65 [93][98]	1860	Harlan & Hollingsworth	747	Charles Morgan	VB	1	50	11	Wrecked on Colorado Reef off coast of Cuba, 1895
Zouave [93]	1860	John Englis	750		VB	1	50	11
Continental [93][99]	1861	Samuel Sneden	686	New Haven SBC	VB	1	70	11	Barge, 1902; later broken up
Cosmopolitan [93][100]	1861	John Englis	774	Sanford's Independent Line	VB	1	50	11	Still in service 1903
Hankow [93][95]	1861	Thomas Collyer	725	n/a	VB	1	48	12	Chinese service
Mary Benton [93][101] Walter Brett 66	1861	G.E. & W.H. Goodspeed	365	Hartford & Long Island SBC	VB	1	44	10	Scrapped, 1897
New Brunswick [93][102]	1861	John Englis	804	Portland SPC	VB	1	48	11
Mississippi South America 61 USS Connecticut 61 South America 65 [93][103]	1861	William H. Webb	2,150	NY & Savannah SNC	VB	1	80	11	Laid up, 1875; presumed scrapped
Chekiang [93][104]	1862	Henry Steers	1,264		VB	1	70	11	China service. Destroyed by fire at Hankow, 1865
Fohkien [93][105][106]	1862	Henry Steers	1,947	J. M. Forbes	VB	1	81	12	Reconditioned engine originally from St. Lawrence. Fast passage to China, 1863. Struck and sank off Chinese coast, 1865
New England [93][107] City of Portland 72	1862	John Englis	852	International SSC	VB	1	52	11	Ran aground and wrecked, 1884
←Crescent City 53 Morning Star [93][108]	1863	Roosevelt & Joyce	2,022	New York Mail SSC	VB	1	80	12	Laid up 1867; broken up 1872
Western Metropolis [93][109]	1863	F. D. Tucker	2,269	L. Brown	VB	1	74	12	Built for transatlantic service. Converted to sail, 1878
Gen. J. K. Barnes [93][110]	1864	Lawrence & Foulks	1,365	Atlantic Coast Mail SSC	VB	1	60	10	Sank in hurricane, 1878
Retribution Golden Rule 63 [93][111]	1863	Henry Steers	2,767	Marshall O. Roberts	VB	1	81	12	Wrecked on Roncador Reef, Gulf of Mexico, 1865
Herman Livingston [93][112]	1864	Lawrence & Foulks	1,314	Atlantic Coast Mail SSC	VB	1	60	10	Scrapped after 1878
Oriflamme [93][113]	1864	Lawrence & Foulks	1,204	U.S. Navy	VB	1	60	10	Built for Civil War service but sold on completion. Scrapped, 1890
Albermarle [93][114]	1865	Lawrence & Foulks	871	Atlantic Coast Mail SSC	VB	1	44	11	Barge 82; schooner 83; sunk in squall 85
Hatteras [93][115]	1865	Lawrence & Foulks	868	Atlantic Coast Mail SSC	VB	1	44	11	Schooner barge 1882
Manhattan [93][116]	1865	Lawrence & Foulks	1,337	American & Mexican SSC	VB	1	66	11	Sunk, 1882
Paon Shun Nevada 66 Saikio Maru[?] 75 [93][117]	1865	J. Simonson	1,691	T. W. Dearborn	VB	1	85	12	Scrapped on or after 1885
New York Tokio Maru 75 [93][118]	1865	J. Simonson	2,217	Cornelius Vanderbilt	VB	1	78	12	Scrapped, 1880s
Raleigh [93][119]	1865	Lawrence & Foulks	868	Atlantic Coast Mail SSC	VB	1	44	11	Destroyed by fire off Charleston, SC, 1867; 24 killed
Rapidan [93][120]	1865	Lawrence & Foulks	868	Atlantic Coast Mail SSC	VB	1	44	11	Disappeared en route to West Indies, 1886
Vera Cruz [93][121]	1865	Lawrence & Foulks	1,340	American & Mexican SSC	VB	1	66	11	Struck and sank near Oregon Inlet, 1866
Villa Clara [93]	1866	n/a	1,095		VB	1	52	4
Cambridge [93][122]	1867	John Englis & Son	1,337	Sanford Line	VB	1	60	11	Wrecked off Georges Island, MA, 1886

Warship engines

U.S. Navy warship engines built by the Morgan Iron Works (Morgan management)

Ship						Engine
Name	Type	Class	Built	Builder	Disp.	Type[123]	No.	Cyl. (ins)	Str. (ft)	IHP
USS Seminole	Screw sloop	Narragansett	1859	Pensacola Navy Yard	1,235	HBA	2	50	2.6	250
USS Chippewa	Screw gunboat	Unadilla	1861	William H. Webb	691	HBA	2	30	1.6	n/a
USS Katahdin	Screw gunboat	Unadilla	1861	Larrabee & Allen	691	HBA	2	30	1.6	n/a
USS Kineo	Screw gunboat	Unadilla	1861	J. W. Dyer	691	HBA	2	30	1.6	n/a
USS Mahaska	Double-end gunboat	Sebago	1861	Portsmouth Navy Yard	1,070	IDA	1	44	7	n/a
USS Wachusett	Screw sloop	Iroquois	1861	Boston Navy Yard	1,488	HBA	2	50	2.6	1202
USS Ticonderoga	Screw sloop	Lackawanna	1862	Brooklyn Navy Yard	2,526	HBA	2	42	2.6	1,300
USS Tioga	Double-end gunboat	Genesee	1862	Boston Navy Yard	1,120	IDA	1	48	7	n/a
USS Ascutney	Double-end gunboat	Sassacus	1863	George W. Jackman	1,173	IDA	1	58	8.9	n/a
USS Chenango	Double-end gunboat	Sassacus	1863	J. Simonson	1,173	IDA	1	58	8.9	n/a
USS Onondaga	Monitor	Unique	1863	Continental Iron Works	2,592	HBA	4	n/a	n/a	642
USS Ammonoosuc	Cruiser	Ammonoosuc	1864	Boston Navy Yard	3,850	HGDA	2	100	4	4,480
USS Muscoota	Double-end gunboat	Mohongo	1864	Continental Iron Works	1,370	IDA	1	58	8.9	n/a
USS Idaho	Cruiser	Unique	1864	Henry Steers	3,241	GS	2	n/a	n/a	n/a

References

Footnotes

1. ^ Swann, p .24.
2. ^ Baughman, p. 30.
3. ^ Baughman, p. 39.
4. ^ Baughman, p. 55.
5. ^ ^{a b} Baughman, pp. 55–56.
6. ^ ^{a b} Swann, pp. 24–25.
7. ^ Swann, p. 24.
8. ^ Baughman, p. 63.
9. ^ ^{a b} Baughman, p. 88.
10. ^ Baughman, pp. 114–116.
11. ^ ^{a b c d} Baughman, pp. 121–122.
12. ^ ^{a b c} Baughman, p. 255.
13. ^ ^{a b c d e} Baughman, pp. 123–125.
14. ^ Swann, pp. 25–26
15. ^ Swann, p. 25.
16. ^ Swann, p. 26.
17. ^ Swann, p. 51.
18. ^ Swann, p. 56.
19. ^ Swann, p. 242.
20. ^ Swann, pp. 54–55.
21. ^ Swann, p. 23.
22. ^ Swann, Chapter IX, also p. 227.
23. ^ Swann, pp. 235–236.
24. ^ Swann, p. 236.
25. ^ Jacob Riis Houses, New York City Housing Authority.
26. ^ Type=type of engine. Engine types include: VB = vertical beam (ie walking beam); HB = horizontal beam (Lighthall patent); ST = steeple (probably of the American crosshead type); CH = crosshead; SL = side-lever; O = oscillating; V = vertical (ie vertical inverted direct-acting).
27. ^ ^{a b c d e f g h i j k l m n o p q r s t u v w x y} Baughman, p. 242.
28. ^ Dayton, p. 385.
29. ^ ^{a b} Dayton, p. 54.
30. ^ Morrison, p. 328.
31. ^ Morrison, p. 186.
32. ^ Dayton, p. 294.
33. ^ Dayton, p. 57.
34. ^ Bradlee, p. 94.
35. ^ Heyl, Vol. 1, p. 27.
36. ^ Baughman, pp. 46, 242.
37. ^ Baughman, pp. 57,242.
38. ^ Heyl 1865, p. 217.
39. ^ Morrison, pp. 382-383.
40. ^ Heyl, Vol. 5, p. 233.
41. ^ Ridgely-Nevitt, pp. 140-141.
42. ^ Heyl, Vol. 4, p. 65.
43. ^ Heyl, Vol. 4, p. 141.
44. ^ Heyl, Vol. 1, p. 177.
45. ^ Edwin and Gibbs, pp. 107-108.
46. ^ Heyl, Vol. 1, p. 309.
47. ^ Heyl, Vol. 1, p. 315.
48. ^ Heyl, Vol. 4, pp. 121-124.
49. ^ Heyl, Vol. 1, p. 61.
50. ^ Baughman, pp. 88, 105.
51. ^ Stiles, pp. 189, 199-200.
52. ^ Heyl, Vol. 4, pp. 269-271.
53. ^ "Steamer St. Lawrence (painting)", Smithsonian Institution Research Information System.
54. ^ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af} Baughman, p. 243.
55. ^ Heyl, Vol. 1, pp. 63-64.
56. ^ Baughman, pp. 119-120, 243.
57. ^ "General Bragg", DANFS online, Naval History and Heritage Command website.
58. ^ Baughman, pp. 70-71, 243.
59. ^ Heyl, Vol. 1, p. 367.
60. ^ Heyl, Vol. 1, p. 457.
61. ^ Heyl, Vol. 5, pp. 55-57.
62. ^ Heyl, Vol. 1, pp. 111-112.
63. ^ Heyl, Vol. 2, p. 173.
64. ^ Baughman, pp. 88, 105, 243.
65. ^ Morrison, pp. 110-111.
66. ^ Heyl, Vol. 1, pp. 391-392.
67. ^ Heyl, Vol. 2, p. 241.
68. ^ Heyl, Vol. 2, p. 63.
69. ^ Heyl, Vol. 1, pp. 171-172.
70. ^ Heyl, Vol. 1, pp. 183-184.
71. ^ Heyl, Vol. 3, pp. 167-168.
72. ^ Heyl, Vol. 3, pp. 195-196.
73. ^ Heyl, Vol. 1, pp. 379-380.
74. ^ "Governor Moore", DANFS online, Naval History and Heritage Command website.
75. ^ Baughman, pp. 105, 243.
76. ^ Heyl, Vol. 1, pp. 327-328.
77. ^ Heyl, Vol. 1, p. 395.
78. ^ Heyl, Vol. 1, pp. 375-376.
79. ^ ^{a b} Dayton, p. 163.
80. ^ Silka, p. 43.
81. ^ Heyl, Vol. 4, pp. 137-139.
82. ^ Frazer 1857, p. 57.
83. ^ Frazer 1857, p. 55.
84. ^ Griffiths, Vol. 5, p. 384.
85. ^ Ridgely-Nevitt, pp. 182-85, 299.
86. ^ Morrison, p. 509.
87. ^ Heyl, Vol. 4, pp. 37-40.
88. ^ Heyl, Vol. 1, pp. 215-216.
89. ^ "Launched during the year 1857", The New York Times, 1858-01-15.
90. ^ Heyl, Vol. 1, p. 265.
91. ^ Heyl, Vol. 1, pp. 311-312.
92. ^ ^{a b} Silka, p. 46.
93. ^ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj} Baughman, p. 244.
94. ^ Heyl, Vol. 3, pp. 197-199.
95. ^ ^{a b c} Morrison, p. 510.
96. ^ Heyl, Vol. 1, pp. 465-466. Heyl incorrectly lists the launch date of this vessel as 1853; in fact it was 1859.
97. ^ Heyl, Vol. 1, pp. 75-76.
98. ^ Heyl, V1, pp. 237-238.
99. ^ Heyl V3, pp. 101-102.
100. ^ Morrison, p. 507.
101. ^ Heyl V3, pp. 219-220.
102. ^ Morrison, p. 398.
103. ^ Heyl, V1, p. 397.
104. ^ Morrison, p. 511.
105. ^ Heyl V5, p. 87.
106. ^ Morrison, pp. 510-511.
107. ^ Dayton, pp. 283-284.
108. ^ Ridgely-Nevitt, pp. 301-306.
109. ^ Heyl V1, p. 443.
110. ^ Heyl V1, p. 161.
111. ^ Heyl V1, pp. 189-190.
112. ^ Heyl V1, p. 207.
113. ^ Heyl V1, p. 325.
114. ^ Heyl V1, p. 13.
115. ^ Heyl V1, p. 199.
116. ^ Heyl V1, p. 239.
117. ^ Heyl V1, pp. 287-288.
118. ^ Heyl V1, pp. 295-296.
119. ^ Heyl V1, p. 357.
120. ^ Heyl V1, p. 359.
121. ^ Heyl V1, p. 437.
122. ^ Dayton, p. 268.
123. ^ Type = engine type. Types include: HBA = horizontal back-acting; IDA = inclined direct-acting; HGDA = horizontal geared direct-acting; GS = geared screw.

Bibliography

• Baughman, James P. (1968): Charles Morgan and the Development of Southern Transportation, Vanderbilt University Press.
• Dayton, Fred Erving (1925). Steamboat Days. New York: Frederick A. Stokes Company. 
• Frazer, John F., ed (1857). Journal of the Franklin Institute of the State of Pennsylvania. 3. XXXIII, Whole No. LXIII. Philadelphia, PA: Franklin Institute. pp. 55, 57. 
• Griffiths, Oliver W., ed (Oct 1856–Mar 1857). The U.S. Nautical Magazine and Naval Journal. New York: Oliver W. Griffiths. p. 384. 
• Heyl, Erik (1953–1967). Early American Steamers. 1–5. Buffalo, New York: Erik Heyl. 
• Swann, Leonard Alexander Jr. (1965): John Roach, Maritime Entrepreneur: the Years as Naval Contractor 1862–1886 — United States Naval Institute (reprinted 1980 by Ayer Publishing, ISBN 9780405130786).