Morgan Iron Works

Morgan Iron Works

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

The Morgan Iron Works was a leading manufacturer of marine steam engines in the 19th century, headquartered in New York City. Originating in 1838 as T. F. Secor & Co., it was subsequently renamed to reflect the influence of investor Charles Morgan, who significantly expanded its operations.

From its inception until 1867, the company produced a minimum of 144 engines, including 23 units supplied to U.S. Navy vessels during the American Civil War, securing a strong foothold in the marine engine market.

In 1867, the firm was purchased by shipbuilder John Roach, who merged it with his shipyard located in Chester, Pennsylvania. Under the leadership of Roach and his son John Baker Roach, the facility functioned as both an engine manufacturing site and ship repair yard until the family ceased involvement in shipbuilding in 1907.

Secor & Co., 1838–1850

Founded in 1838 on Ninth Street along New York City's East River waterfront, T. F. Secor & Co. was established by partners T. F. Secor, William K. Caulkin, and businessman Charles Morgan, each holding an equal stake.

Following the passage of U.S. congressional legislation in 1845 that introduced subsidies to strengthen American shipping competitiveness against British lines, demand for steam-powered vessels surged. This prompted Charles Morgan to reinvest funds from sailing ship sales into enlarging the Secor facility, which eventually spanned one and a half city blocks between Eight and Tenth Streets.

This expansion enabled the plant to employ approximately 700 workers and manufacture engines for both coastal and transoceanic steamships, solidifying its role within the marine manufacturing sector.

Morgan/Quintard ownership, 1850–1867

In 1847, J.P. Morgan appointed his son-in-law George W. Quintard to oversee financial operations at Secor & Co., where he quickly rose through the ranks. By February 1850, Charles Morgan had acquired full ownership and rebranded the company as Morgan Iron Works, with Quintard serving as plant manager until its sale in 1867 to John Roach. Financing and credit were provided by Morgan throughout this period.

Between 1857 and 1861, another son-in-law of Morgan's, Charles A. Whitney, joined as co-manager. Ownership was transferred to Quintard and Whitney for $250,000, with Whitney holding a one-third share. They secured a $67,000 mortgage to support operating capital needs. After Whitney departed to pursue other interests, Morgan repurchased the company at the original price and paid off the mortgage obligation.

1850s

Following 1850, under Quintard’s direction, the Works experienced major enhancements including the installation of steam hammers, the addition of a floating steam derrick, and the establishment of a new dockyard on the East River. The firm expanded its product range to include machinery tailored for Cuban sugar mills and pumps designed for Chicago's municipal water system.

Morgan’s growing transportation enterprise emerged as the Works’ principal customer. In 1850, he commissioned the steamships San Francisco (1,875 tons) and Brother Jonathan (1,359 tons) for his Empire City Line. By 1852, newer vessels such as Texas, Louisiana, Mexico, Perseverance, and Meteor were ordered, all equipped with engines manufactured by Morgan Iron Works.

Although four insured ships valued at $250,000—including Palmetto, Globe, and Galveston—were lost due to accidents, Morgan absorbed these setbacks owing to his considerable wealth. Subsequently, four additional vessels were constructed, including Charles Morgan and Nautilus, with engines predominantly supplied by the Works.

On October 28, 1858, Morgan Iron Works secured its inaugural naval contract for the steam sloop-of-war . Despite facing allegations of preferential treatment during a Congressional investigation, Quintard provided evidence of earlier unsuccessful bids for navy contracts, leading to dismissal of the charges.

By the end of the decade, Morgan Iron Works had established itself as a premier U.S. manufacturer of marine steam engines, focusing on medium-sized models suited for coastal and riverine vessels. Between 1850 and 1860, it produced engines for 49 ships serving American steamship operators both domestically and internationally, reaching as far as China.

American Civil War, 1861–65

The outbreak of the American Civil War initially disrupted Charles Morgan’s operations when the Confederacy seized his entire fleet in the Gulf of Mexico. Despite this challenge, Morgan profited substantially through Morgan Iron Works by meeting increased wartime demand for shipping and marine propulsion systems.

Throughout the conflict, Morgan Iron Works manufactured engines for 38 vessels: 23 merchant ships and 13 U.S. Navy warships, plus an engine for the Italian Navy’s Re Don Luige de Portogallo. Prominent U.S. Navy ships powered by Morgan engines included , , , and the swift . The company also secured a contract for the monitor , subcontracting hull construction.

By war’s conclusion, naval contracts alone had generated $2,275,991.10 in revenue for Morgan Iron Works. Additionally, Morgan enhanced profits by purchasing ships from Harlan & Hollingsworth to sell or charter to the Navy.

Sale to John Roach, 1867

After the war, a government surplus sale flooded the market with requisitioned ships at low prices, causing most New York marine engine producers to fail. Two exceptions were Morgan Iron Works and John Roach’s Etna Iron Works.

Roach maintained profitability by diversifying into machine tools marketed to the U.S. Navy during its shipyard upgrades. Conversely, Morgan Iron Works faced difficulties postwar—producing only two engines over two years—and incurred further losses when Morgan’s Mexico shipping lines collapsed amid political turmoil.

Seeking entry into shipbuilding and recognizing strategic value in Morgan Iron Works’ East River dockyard, Roach acquired the company in 1867 for $450,000—comprising $100,000 in cash plus two mortgages totaling $350,000. Although Roach later defaulted on these mortgages, Morgan refrained from foreclosure; all debts were resolved before Morgan’s death in 1878.

Roach ownership, 1867–1907

John Roach secured a dominant position in New York’s shipbuilding and engine manufacturing sector by acquiring Morgan Iron Works and merging rival companies. He shut down his Etna Iron Works, relocating key staff and machinery to Morgan Iron Works, which emerged as the foremost producer of marine steam engines in the United States.

In 1871, Roach acquired the struggling Reaney, Son & Archbold shipyard located in Chester, Pennsylvania. After extensive modernization, he renamed it the Delaware River Iron Ship Building and Engine Works. This facility rose to become the largest and most productive American shipyard until the mid-1880s. Although Chester had its own engine production facility, Roach continued to rely on Morgan Iron Works for supplying engines for his vessels, third-party contracts, as well as for maintenance and outfitting services. He further developed Morgan Iron Works by incorporating upholstery and plumbing departments, broadening its capabilities. Maintaining two yards enabled operational resilience during labor strikes. Morgan Iron Works operated as a subsidiary under Roach’s management firm, John Roach & Son (later John Roach & Sons).

After an expensive political conflict concerning a naval contract for the in 1885, Roach retired due to health reasons and placed his enterprises into receivership. Once debts were resolved, his family retained control of both shipyards. John Baker Roach assumed overall management while Stephen Roach took on the role of treasurer for Morgan Iron Works.

Although the brothers kept the business running, they were unable to restore its previous level of industry leadership. Following John Baker Roach’s death in 1908, the family withdrew from shipbuilding activities, closing both Morgan Iron Works and the Chester yard. The former Morgan site was eventually redeveloped into the Jacob Riis Houses public housing complex, which still exists today.

Production tables

The following tables catalog marine engines constructed by T. F. Secor & Co. and Morgan Iron Works up until 1867. Only a limited number of engines produced under Roach’s management appear here because he operated an additional plant in Chester, Pennsylvania, and records seldom differentiate between the two locations.

Ships with multiple names are organized chronologically in descending order; arrows (← →) denote engines reused on different vessels.

Merchant steamship and steamboat engines

... [Table truncated for brevity; includes key vessels powered by Morgan Iron Works engines, highlighting notable owners like Charles Morgan and Cornelius Vanderbilt, engine types, and operational notes relevant to business history] ...

Merchant steamship engines by T. F. Secor & Co. (1838–1850) and Morgan Iron Works (1850–1867)

Ship					Engine(s)				Notes
Name	Yr	Builder	Ton	Owner	Tp	No	Cyl	Str
Savannah	1838		305	Troy Line	VB				Early marine engine crafted by T. F. Secor & Co.
Troy	1840	William Capes	724	Troy Line	HB	2	44	10
Empire	1843	William H. Brown	936	Troy Line	HB	2	48	12
Atlantic	1846	Bishop & Simonson	1112	Norwich & New London SBC	VB	1	72	11
John Stevens	1846	Robert L. Stevens	686	Camden & Amboy RRC	ST	1	75	8	Early iron-hulled steamboat engine.
Perry	1846	Devine Burtis	255		VB	1	36	9

Merchant steamship engines built under Roach management (1867–1908)

style="text-align: left;" | Pilgrim

Name	Yr	Builder	Ton	Owner	Tp	No	Cyl	Str	Notes
1881	Delaware River Iron Shipbuilding and Engine Works		Old Colony SBC	VB	1	110	14	Largest simple walking beam engine constructed; vessel laid up in 1912 and dismantled in 1920.

Warship engines

Engines of U.S. Navy warships constructed under Morgan Iron Works management

Vessel						Engine Specifications
Ship Name	Vessel Type	Class Name	Year Launched	Construction Site	Disp	Engine Type	Quantity	Cylinder Diameter	Stroke Length	Indicated Horsepower (IHP)
USS Seminole	Screw sloop	Narragansett	1859	Pensacola Navy Yard	1235	HBA	2	50	2.6	250
USS Chippewa	Screw gunboat	Unadilla	1861	William H. Webb	691	HBA	2	30	1.6
USS Kineo	Screw gunboat	Unadilla	1861	J. W. Dyer	691	HBA	2	30	1.6
USS Mahaska	Double-ended gunboat	Sebago	1861	Portsmouth Navy Yard	1070	IDA	1	44	7
USS Wachusett	Screw sloop	Iroquois	1861	Boston Navy Yard	1488	HBA	2	50	2.6	1202
USS Ticonderoga	Screw sloop	Lackawanna	1862	Brooklyn Navy Yard	2526	HBA	2	42	2.6	1300
Double-ended gunboat	Genesee	1862	Boston Navy Yard	1120	IDA	1	48	7
Double-ended gunboat	Sassacus	1863	George W. Jackman Jr.	1173	IDA	1	58	8.9
Double-ended gunboat	Sassacus	1863	J. Simonson	1173	IDA	1	58	8.9
Monitor	Unique	1863	Continental Iron Works	2592	HBA	4				642
Cruiser	Ammonoosuc	1864	Boston Navy Yard	3850	HGDA	2	100	4	4480
Double-ended gunboat	Mohongo	1864	Continental Iron Works	1370	IDA	1	58	8.9
Cruiser	Unique	1864	Henry Steers	3241	GS	2

Websites

• Naval History and Heritage Command, U.S. Navy.