The history and genealogies of ancient Windsor, Connecticut, Vol. II, Part 48

Author: Stiles, Henry Reed, 1832-1909
Publication date: 1891
Publisher: Hartford, Conn., Press of the Case, Lockwood & Brainard company
Number of Pages: 1012

USA > Connecticut > Hartford County > Windsor > The history and genealogies of ancient Windsor, Connecticut, Vol. II > Part 48

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fortunate marriage crowned the misery of his condition, and, in 1769, while yet a young man, he became an adventurer of fortune. After many vicissitudes he he- came a resident watchmaker of Trenton, N. J., where he exercised his trade at the commencement of the Revolution. The demand for arms induced him to under- take the business of a gunsmith for the American forces, which exposed his prop- erty to destruction when the British entered the village in Dec., 1776. He joined the New Jersey troops and endured the rigors of a winter camp at Valley Forge. Returning thence, ho recommenced the trade of a silversmith in Bucks Co., Penn., occasionally traversing the county to repair the watches and clocks of the inhabi- tauts. Having procured an appointment as deputy-surveyor from the State of Virginia, he started for Kentucky, with a knapsack upon his back and a compass in his hand, in the spring of 1780. In the fall of 1781 he returned to Philadelphia, having made extensive surveys between the Kentucky and Green rivers. In the spring of 1789, collecting the payments of $1,000 which had been received in Con- tinental currency, he was barely able to raise $150 Penn. currency, as a capital for Western adventure. At the mouth of the Muskingum, this remnant of his fortune, invested in flour and goods, was captured and destroyed by Indians, two of his party killed, and nine taken prisoners. Fitch had the address to conciliate Capt. Buffaloe, the leader of the band: and the physical endurance to sustain the rigors of Indian captivity. After various adventures he reached Warminster in the winter of 1782-3, penniless and dejected. Here there came to him (April 15, 1785,) the idea of utilizing steam as a motive power, first for carriages, then in navigation. " I was theu altogether ignorant," says Fitch. "that a steam engine had ever been invented. The propelling of a boat by steam is as new as the rowing of a boat by angels, and I claim the first thought and invention of it." His first model of a steamboat with paddle wheels was made by him in Cobe Scout's log shop, and tried on a small stream on Joseph Lougstreth's meadow, about half a mile from Davisville, Sonthampton township, l'a., and realized his anticipations. Its machinery was of brass, its paddles of wood; and the model, when exhibited to several of the scientific and distinguished gentlemen of Philadelphia, secured from them strong letters of recommendation, which helped him much in his presentation of his claims to C'on- gress and some of the State legislatures. In Sept., 685, he presented a drawing and models of his boat to the Am. Philosoph. Society of Philadelphia, and early in 1786, the State of New Jersey enacted a law, giving him " the sole and exclusive right " of constructing, using, etc., all kinds of boats, or water craft " impelled by the force of fire or steam," in all the navigable waters of that State. On the 20th of July, in that year, he was experimenting with a skiff having a 3-in. cylinder engine, moving a screw of paddles, which failed to meet his wishes. Disheartened by his

failures and stung by the jibes of the lookers-on, he repaired to the tavern and indulged freely in liquor; but the next day, feeling much ashamed of bimself, he retired early to rest, and as he himself relates, "about 12 o'clock at night, the idea strnek me about cranks and paddles for rowing of a boat, and for fear that l should forget or lose the idea, I got up about 1 o'clock, strnek a light, and drew

a plan. 1 was so excited that it was impossible to sleep." This plan was put into

"Arention on a skiff, July 27th, much to his satisfaction. llis finances being now exhausted by his experiments, he applied to the Penn Legislature for a loan of £150, and failing to get it (by a vote of 28 to 32) he applied to its Speaker, Gen. Thos, Mitlin, for individual aid, in a letter in which he uses these prophetic words: " llonored Sir, - 1 am of opinion that a vessel may be carried 6, 2, or 8 miles per hour by the foree of steam, and the larger the vessel the better it will answer: and am strongly inclined to believe that it will answer for sea Voyages as well as for inland Navigation, which would not only make the Mississippi as navigable as Tide water, but would make our vast Territory on those waters an inconceivable fund in the Treasury of the United States. Perhaps I should not be thought more extrav.

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agant than I already have been . when I assert that six tons of Machinery will act with as much force as ten tons of men, and should I suggest that the navi- gation between this [country ] and Europe may be made so easy as shortly to make us the most popular Empire on Earth, it probably, at this time, would make the whole very laughable." His claims had now so far attracted publie attention that exclu- sive rights for fourteen years to the waters of New York State were granted him 19th March; Delaware, 3d February; Pennsylvania, 28th March; Virginia, 7th Nov .. 1787, by the Legislatures of those respective States. In this year, also, his second boat (built in the previous year) was perfected. It was 45 ft. long and 12 ft. beam; its engine was of 12-inch eylinder, and it had 6 oars, or paddles, on each side. Its trial, upon the Delaware, at Philadelphia, 22 Aug., 1787, was witnessed by the members of the Convention for framing the Federal Constitution, then in session in that city, and by nearly all the Members of Congress, except Gen. Washington. Chief Justice Oliver Ellsworth of Windsor, Conn., was on board the steamer, and pronounced it a success. To Fiteh, however, its speed was not satisfactory, and he set about raising the money with which to construct a larger boat.

Finally, by the drawing, engraving, and sale of a map of the Northwestern Territory, all of which was done with his own hands in the rude workshop of his friend, Cobe Scout of Warminster (the impressions from the plate being taken on : cider-press), he raised about $800, and in Feb., 1787, formed a stock company (40 shares) and built a boat 60 feet long and 8 feet beam, and moved by paddles at the stern. Its trial trip was to Burlington, -20 miles distant -the longest trip ever made by a steamboat at that time. At every town along the river banks they were greeted with cheers and waving of handkerchiefs, and when within a few rods of their destination their boiler pipe sprung aleak and they came to anchor. The boiler was soon repaired, and the boat made several trips to Burlington and back without any accident. But the boat only moved at a rate of three miles an hour and the company was discouraged. Another rally was effected, however, the shares doubled, and a new boat built, aptly called The Perseverance. On the 12th of October, 1788, thirty passengers were taken from Philadelphia to Burlington (20 miles, up stream), in three hours and ten minutes. This speed did not satisfy Fitch or those who had a pecuniary interest in the enterprise, and they built a new boat with larger machinery -the cylinder eighteen instead of twelve inches in diameter. Various alterations and improvements were made in the machinery be- fore satisfactory speed was attained. On the 16th of April, 1790, a trial trip was made, and, says Fitch, "although the wind blew very fresh at the northeast, we reigned Lord High Admirals of the Delaware, and no boat in the river could hold its way against us, but all fell astern, though several sailboats which were very light, and heavy sails that brought their gunnales well down to the water, came out to try us."

Several equally satisfactory trips were made with members of the company and invited guests; and Fitch, elated with his success, exclaims: "Thus has been effected by little Johnny Fitch and Harry Voight [an inventive genins wbom Fitch often consulted], one of the greatest and most useful arts that has ever been intro- duced into the world; and although the world and iny country does not thank me for it, yet it gives me heartfelt satisfaction."

On the 16th of June, 1790, Governor Thomas Mifflin and the Supreme Execu- tive Council were passengers on this boat, and were so highly pleased that they presented the steamboat company with a suit of tlags, the cost of which was £5, 6x. 11d. The speed of the boat was eight miles an hour. It afterwards run ninety miles one day, and became a regular passenger boat between Philadelphia and Burlington. The two Philadelphia papers, the Pennsylvania Packet and the Federal Gazette, gave notices of the days and time of sailing:

VOL. II .- 34

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GENEALOGIES AND BIOGRAPHIES OF ANCIENT WINDSOR.

The steamboat is now ready to take passengers, and is intended to set off from Arch street Ferry. in Philadelphia, every Monday, Wednesday, and Friday, for Burlington, Bristol, Bordentown, and Trenton, to return on Tuesday, Thursday, and saturday. - Punxylrania Packet, Joue 15. 1;9 ).

The same notice was published in the Federal Gazette, June 14, 17. 19, 22, and 2.1, 1590. In the New York Magazine is an extract from a letter dated August 13. 1790. " Fitch's steamboat really performs to a charm." It is estimated that the boat must have gone at least two or three thousand miles that summer carrying passengers. Was this not a success?

Wishing now a boat large enough to carry freight as well as passengers, the new company was consolidated with the oldl, and another boat was contracted for- The Perseverance, with the intention of sending it to New Orleans for the navigation of the Mississippi. It was hoped that it would be finished in time to save the ben- etit of the Virginia law (passed Nov. 7, 1787), which gave Fitch the exclusive right of navigating the Ohio River and its tributaries with the steamboat. In this, the company were disappointed. The boat and machinery were nearly completed, when a violent storm arose, causing it to break from its moorings, and it was blown upon Petty's Island, in the Delaware, opposite the upper part of Philadelphia. The tide being unusually high, the boat was driven so far upon the land that it was impossible to get it off in season to avail themselves of the benefits of the Virginia law. The stockhoklers became discouraged and refused to furnish any more funds, and Fitch having exhausted all his resources, the boat was abandoned and remained for four years without any change, and was advertised for sale at auction Ang. 18, 1795. Fitch applied to the Federal Congress for a patent, which was granted Ang. 26, 1791, for the term of fourteen years. This document (signed by General Washington, and by the Commissioners, Thomas Jefferson, General Henry Knox, and John Randolph), proved, however, of little use to Fitch, and was destroyed by fire in 1836.

In 1793 Fitch went to France, at the solicitation of the U. S Consul at L'Ori- ent, Aaron Vail, to build a steamboat. Arriving there at the time of the Revolu- tionary troubles, he could not obtain any pecuniary assistance. Depositing his pa- pers and specifications in the hands of Mr. Vail, he went to England, remaining in London for a time with his friend, Mr. Leslie, formerly of Philadelphia. In 1994 he returned to the United States, working his passage as a common sailor. He found his way to East Windsor, now South Windsor, to the house of his sister, Mrs. Timothy King, and to the house of his daughter Lucy, Mrs. Kilbourne. After remaining some two years with his sister, he starts off again on his steamboat en terprise. In 1796 he constructs a steamboat out of a ship's yawl. The boat was moved by a screw propeller on a large pond of fresh water in the city of New York, called The Collect, which was afterwards filled, and embraces the ground on which stand the Tombs and other adjacent buildings In the spring of 1795 Fitch built a model steamboat three feet long, at Bardstown, Kentucky, which was tried upon a small stream near that town.

Some time between the 25th of June and Isth of July, 1796, this remarkable mau, broken down with misfortunes, disappointments, and discouragements. com- mitted suicide by poison, in the chamber of a tavern, attended by no relative or friend! (except his landlord), and was buried in the graveyard in the presence of six or seven persons. (His will was made ,June 25th and admitted to probate July 15th ) Itis remains lie unhonored, in Bardstown, with a rough stone, without inscription, to mark his resting place. His journals and other MS. were deposited in the Phil adelphia Library, and formed the foundation of Thompson Westcott's biography of lohn Fitch.

As to the merits of later claimants: In HSS Patrick Miller constructed a boat, and William Symington made an engine for it, and on the 14th of October, 1788, it was moved by steam in the lake of Dalswinton, in the presence of several specta-

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tors. This did not answer their expectations, and the next year (1789) Mr. Miller had a twelve-horse engine made and fixed to his double-bottomed boat, which was tried on the Clyde and Forth canal, with success. This was England's first success- ful steamboat experiment. Symington continued his experiments, under the pa- tronage of Lord Dundas, and in March, 1802, two vessels of 70 tons burden each were towed by the steamboat, Charlotte Dundas, 193 miles in six hours, against very strong head wind. The English declare that this was the first practical steamboat experiment. Fitch, tudla years prior to that, was carrying passengers regularly, ac- coding to advertisements, eight miles an hour.

A writer in the Boston Recorder of September 23, 1858, gives Captain Samuel Morey of Orford, N. I., the credit of being the first man to propel a hoat by steam: Morey was an original thinker and inventor, commencing his experiments with his little steamer on the Connecticut, as early as 1790. After working three years in perfecting his machinery. he, in the summer of 594, propelled a small steamer from Hartford to New York at the rate of five miles an hour. Chancellor Livings- ton, Judge Livingston, Edward Livingston, and John Stevens, went with him from New York to Greenwich. From this time to the time of Fulton's experiments there were many steamboats constructed by different individuals; prominent among them were Oliver Evans, Nicholas 1. Roosevelt, and John Cox Stevens. To Stevens is due the credit of making the first maritime voyage. He went with his steamer, the Phenix, from New York to Philadelphia, in June, 1808. Roosevelt built the first steamboat, the New Orleans, that navigated the Ohio and Mississippi, in 1811. The next claimant, and the one who is very generally accorded the honor of first practi- cally demonstrating the application of steam for moving vessels, is Robert Fulton. It was not until 1803 that Fulton, with the assistance of Robert R. Livingston, our Minister to France, made his experiment with a steamboat on the Seine, at Paris, which was not a snecess. Three years later he commenced building the Claremont, at New York, in the shipyard of Charles Browne. It was not completed until Au- gust, 1807. This boat was a success, but it did not equal the speed of Fitch's boat of 1790 by three miles an hour. Fulton lived in Philadelphia in 1785 and 1786, the time Fitch was making his steamboat experiments in that city, and when he was petitioning Congress for assistance, and the States of Virginia, Maryland, Pennsyl- vania, Delaware, and New Jersey for exclusive rights to their waters for steam navigation, and when it was in July, 1786, that Fitch made a successful public trial of his skiff steamboat on the Delaware, can it for a moment be doubted that Ful- tou, with his inquisitive mind, was not fully aware of Fitch's inventions ? This was more than twenty years before Fulton made his experiments on the Hudson. Some time in 1786 Fulton went to England and spent several years in the family of Mr. West, perfecting himself in the art of painting. After leaving that family, he spent two years in Devonshire, as a painter, and while there became acquainted with the Duke of Bridgewater, famous for his canals, and Lord Stanhope, a lover of mechanies, Owing, probably, to their influence, Fulton first turned his attention to canals and steam navigation. He then went to France, and spent seven years in Paris. While there, he visited Mr. Vail, with whom Fitch had entrusted his drawings and specifications pertaining to his steamboat, and Mr. Vail says, " Ilent Mr. Fulton of Paris all the specifications and drawings of Mr. Fitch, and they re. maine in his possession several months." According to the affidavits made by Rob. ert Weir and Jacob Perkins, Mr. Fulton, in 1801, visited England, and was on board Symington's boat, on the Forth and Clyde canal. To gratify him, the boat was propelled by steam four miles and back, at the rate of six miles an hour. Fulton tool drawings of the machinery. Chancellor Livingston, who was aiding Fulton in his steamboat projects, was a passenger on Fitch's boat on the Collect, and was also a passenger on Morey's boat from New York to Greenwich, and no doubt had seen the steamboat experiments of Stevens and Rooseveldt on the Hudson. With

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GENEALOGIES AND BIOGRAPHIES OF ANCIENT WINDSOR. ʻ

the drawings and specifications of Fitch, with the drawings and observations on board of Symington's boat, with the observations of Livingston on Fitch's and Mo- rey's boat, it may be asked, to what discovery or invention pertaining to steamboats is Fulton entitled? One writer very justly remarks, "If the intentions of others ichich Fulton has copied were removed from his boat, nothing would be left but the hull." In 1817 the original patents, drafts, specifications, and models, of Fitch and Fulton, were exhibited before a committee of the New York legislature, raised upon the petition of Governor Ogden of New Jersey. Witnesses were examined, and able counsel employed. Fulton and Livingston were represented by Cadwalader D. Colden and Thomas Addis Emmet; Fitch by Samuel A. Southard, Joseph Hopkin- son, and Colonel Ogden. Certificates of Dr. Rittenhouse, Andrew Ellicott, Oliver Evans, and John Ewing, were produced, stating the performance of Fitch's steam- boat. General Bloomfield testified that he " had been a passenger on board Fitch's boat on the Delaware in 1787 and 1788, and regarded the experiment as successful." The committee, after much deliberation, reported to the legislature that " The steambouts built by Livingston and Fulton were in substance the invention patented to John Fitch in 1791, and Fitch, during the term of his patent, had the exclusice right to use the same in the United States." What stronger evidence can any one ask than the above to substantiate the claim of Fitch over Fulton to priority in steam navi- gation ?

Fulton, when he commenced his experiments, had the advantage of the mod- els, specifications, drawings, and plans of Fitch; had made a successful trip on Symington's and Miller's steamboat and taken drawings of the machinery; had the benefit of Livingston's observations on Fitch's and Morey's boats; had his engine built in England by James Watts; had influential and wealthy friends to assist him. Fitch, when he commenced his experiments, was not aware that there was a steam- engine in the world; made his own engine with the assistance of common black- smiths; had to experiment as he progressed to know the relative position and power of the parts: was poor, but by selling lands in Kentucky, which he acquired by surveying, and by limited assistance from friends, surmounted incredible hardships, misfortunes, and discouragements, overcame every obstacle, and demonstrated to the world the first successful steamboat enterprise. To-day Fulton's memory is honored by a statue in the Capitol, from Pennsylvania, but Fitch's lone grave at Bardstown, Kentucky, has only a rough stone without inscription to mark his rest- ing-place .* Let the State of Connecticut honor John Fitch, by erceting some fit- ting monument (preferably a statue, in one of the niches which adorn the front of its noble Capitol at Hartford) to perpetuate the memory of one of her most useful inventors. Jolin Fitch m. 29 Dec., 1766, Lucy Roberts of Simsbury, Conn. Ch .: 1. Shailer, b. 3 Nov., 1768. FAMt. 21 2. Lucy, b. 1769; m. James Kilbourn, and died 1807 - K'ilbourn Gen.

FAM. 15. Elijah 5 (Ebenezer, Maj. James, 3 Rec. James,2 Thos.1), E. W .; m. (1) Mary Loomis, 28 Oct., 1742, who d. 5 May, 1744; m. (2) - Child :

Mary. b. 25, bp. 29, Apl., 1714 ( I. C. R.); m. Ebenezer Reed of E. W .. and was the mother of Dva. Abner Reed of So. W., whose dan. Charlotte S. (wife of Samuel) Stiles, was the mother of the author of this history.

FAM. 16. Eleazer& (Eben., 4 Maj. James,3 Rer. James,? Thos.1), m. 11 May, 1738, Ze- ruiah Hatch [Wales ?]; res. Windham, Conn. Ch .:

2. Zerniah, b. 9 \ch., 1741; m. Amaziah Wright.

3. Eleazer, b. 20 Apl., 1743.

4. Nathaniel. b. 9 Ang. 1745; d. 12 May, 1800; m1. Mary Thompson; had 10 ch., of whom (1) .John, 1. 9 Oct., 1280; d. 24 Jan., 1858; In. Martha Bradley, and had (@) John W., (4) William, rx mayor of New Haven, Conn .. (o) E. T of New llaven, Conn., (d) Elizabeth W., wie of Dr. L. 1). Wilcoxson of New Haven, (2) Rev.

1 %cruiah, b. and d. 19 JJuly, 1739. ElFazer T. b. Jan., 1991; grad. Y. C .. 1810, pastor of College Church, 1817-1-52. New Haven.

5. Bridget, b. 14 Frb .. 1748.

6. Shubael, b. 22 Feb., 1250.

". Mary, b. 17 May. 1751.

8. Abner, b. 16 Dec., 1753; d. 6 Apl., 1754.

9 Olive, b. 5 June, 1,55.

10. Luther, b. 9 Dec., 1757.

11. Jerusha. b. 2 .Aug., 1761. Family Rec. from E. N. Shepard, Fxq.

* This biog. condensed from one by Dr. Win. Wood of E. W. Ilill, in The Locomotive.

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THIE FITCH FAMILY.

FAM. 17. Medina ' (Dea. and Lieut.) (Eben.,4 Maj. James," Rec. James,? Thos.1) of Ell., m. Lydia Avery of Ashford, Conn., 19 Dec., 1744. Child :

1. Jonathan, b. 15 Feb., 1743. - S.

FAM. 18. John 5 (Capt. John," Capt. John,3 R.c. James,? Thox.1), m. 7 Nov., 1753, Mercy Lathrop; he d. 25 June, 1755. Children :

1. Alice, b. 1 Jan., 1755.

| 2. Jobu, b. Canterbury, Conn., 11 Jan., 1756 .- S.

FAM. 19. James ' (Cupt. John,' Capt. John,3 Rev. James,? Thos.1 ), m. 23 May, 1763, Ann Hulbert ; was a surveyor, and res. at Windsor. Ch. (b. Windham, Conn.) : res. at Windsor .- E. V. S.

1. Anne, h. at Windham. Conn., 16 Oct., 1,65: m. Geo. Phelps of Windsor; had (1) Jame- Lod- ewick; (2) Walter: (3) Samuel: a desc. S. E. Phelps of W., has a set of surveying instruments, tripod clock, etc .. that came from the F. family.

2. James, b. at Windham, Conn., 11 Mch., 1767;

3. John Mason. b. and res, at Windsor.

4. Anna Theresa, James Lodewick. David Yeomans. and John Mason, ch. of James, bp. 21 Oct., 1751: also David Y., m. Eunice Barber, 2 Aug.,1790. - W. C. R.

FAM. 20. Abraham 5 (Nathan,4 Capt. Nath'l," Rer. James,? Thox.1), m. Betsy Bis- sell. Children :

1. Sarah, b. 14 Mich., 1759; m. Rufus Lamb.

2. Benjamin Bissell, b. 21 Sept., 1761. FAM. 22.

3. Arethusa, b. 27 Nov., 1764: m. Azel Hyde.

4 Almira, b. 1 Dec., 1267.

5. Azel, b. 29 Apl., 1771; m. F'anny Hinckley; had Oramel H., who sett. Ashtabula, O.

6. Ebenezer, b. 8 Ang., 1775; m. Nancy Sims: bad George S., who res. N. Y. city. - H. F.

FAM. 21. John Fields (Aug., 5 Joseph,4 Joseph,3 Joseph,? Thos.1), m. Lucy Mather of New Canaan. Conn .; kept store and distil. in So. W .; after birth of his ch. went to res. in N. Y. city, where he d. His widow d. Hartford., 29 Meh., 1862, æ. 92. Children (ree. furnished by Mrs. J. M. Stiles, bp. E. W. C. R.) :

1. John Field, bp. 21, d. 25 Dec., 179), xe. 21 hrs .- E. W. O. and E W. C. R.

2. Electa, prob. the ch. bp. (E. W. C. R.) 1 Feb., 1289: m. John Smith, cooper, llartford, 1814: a widower with two daughters.

3. Julia. b. ? , bp. 16 Sept., 1792 (E. W. (. R.): m. Thaddeus (s. Jos.) Hosmer, So. W., 29 Mch .. 1818: had (1) Catherine, m. Timo. Cowies of E. II .; res. (1874) E. Springfiell, Pa; no issue; (2) Harriet N .: had an adopted dau., Ella, who m. (1 ) Willian (s. James) Bancroft of S. W .; m. (2) Iliram Dickenson (s. of him who m.

Esther Cowles): res. (1874) F. Springfield, Pa. 4 Augustus (M.D.), bp. 15 Feb., 1795 (E. W. C. R.): m. (1) Abigail Putnam of Hartford; m. (2) So- phia Mather of Westfield, Mass,; was a distin- gui-hed physician in ( harleston, S. C .; had family. 3. Aurelia, bp. 30 Apl .. 1797; res. Hartford; um'd; living July, 1800.

6. Mary Matber, bp. 13 Jan., 1806: m. Joseph (s. Sam- uel) Terry, So. W., 8 Oct. 1828; sett. Hartford: she d. 27 Mch .. 1887 ; bad (1) Augustus. m., had ch .. Hartford: (?) Frances. m. Leonard M. Hotch- kiss, merchant, Hartford; has Mary Frances.

FAM. 22. Shaler 6 (John, 5 Joseph," Joseph,3 Joseph,? Thos.1), m. Louisa Borden (b. 10 Dec., 1778), 12 Oct., 1794. Children :

1. Jeremiah. b. 11 Oct., 1793.

2. John B., b. 31 May. 1797.

3. - -, b. 6 June, 1799: d. inf.

4. Phebe B., b. 19 July, 1800: m. Aval Tracey.

5. Oscar. b. 25 June. 1803. 6. Shaler, b. 25 Jan., 1808.

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The history and genealogies of ancient Windsor, Connecticut, Vol. II, Part 48

Author: Stiles, Henry Reed, 1832-1909 Publication date: 1891 Publisher: Hartford, Conn., Press of the Case, Lockwood & Brainard company Number of Pages: 1012

Author: Stiles, Henry Reed, 1832-1909
Publication date: 1891
Publisher: Hartford, Conn., Press of the Case, Lockwood & Brainard company
Number of Pages: 1012