West Street Foundry

Last updated

West Street Foundry
Company type Private
IndustryEngineering
Foundedca. 1839
Founders
  • Joseph E. Coffee
  • Maelzaer Howell
Defunct1855
FateBankrupted
Headquarters
Brooklyn, New York, United States
Area served
Eastern United States
Key people
Products Marine and stationary steam engines; boilers and general metalwork
Number of employees
200 (1851)

The West Street Foundry was an American steam engineering works notable for producing marine steam engines in the mid-19th century. Based in Brooklyn, New York, the company built at least 27 marine engines between 1845 and 1855, including engines for some of the fastest and finest steamboats of the era. The company also built and repaired steam engines and boilers of all types, as well as doing other metalwork. The company failed and was liquidated in 1855.

Contents

History

Wilson Small Wilson Small.jpg
Wilson Small

The earliest known records of the West Street Foundry, also known at this time as Howell & Coffee, date to 1839. [1] Principals of the firm were Joseph E. Coffee, then a 28-year-old engineer, and Maelzaer Howell. [2] With Howell's death in 1842, [3] Coffee became sole proprietor, [4] and would continue his association with the firm throughout its history. Coffee's younger brother, George Wayne Coffee, was also an engineer and an associate of the firm. [5] [6] The business was located on the northwest corner of West and Beach Streets, Brooklyn, New York. [7] [8]

In addition to marine engines, the company built stationary steam engines, and built and repaired both marine and stationary boilers as well as doing a variety of other metalwork. [8] [9] The company also bought and sold steamboats on commission, [8] [10] and sometimes offered steamboats in its possession for excursions or charter. [11] [12] The foundry's services were advertised as far afield as Alabama. [13]

By 1850, the company had been acquired by Wilson Small, [14] [15] a prominent figure in the New York branch of the Democratic Party, [15] with Coffee remaining as superintendent and agent. The company had 140 employees in 1850; [14] by 1851 this number had risen to 200. [9]

The foundry is known to have built the engines for at least 27 steam vessels, [lower-alpha 1] though more are likely unaccounted for. [lower-alpha 2] Among the more notable vessels powered by West Street Foundry engines were Santa Claus [18] and Mountaineer—two Hudson River passenger steamboats noted for their speed [19] [20] [21] [lower-alpha 3] —and State of Maine and Daniel Webster, both considered on debut to be the finest and fastest steamboats in Maine coastal service. [22] [23]

Wilson Small was forced to make an assignment of the business in 1855. [7] [lower-alpha 4] He subsequently joined the civil service, [15] while Coffee established a new steam engineering works in Keyport, New Jersey. [17]

About the proprietors

Joseph Ellis Coffee was born in Philadelphia on December 27, 1811. After training as an engineer and serving as a principal of the West Street Foundry until its closure, he established a new business offering similar services in Keyport, New Jersey, near the steamboat landing. [17] The location was close to the shipyard of Benjamin C. Terry, with whom Coffee and Small had a longstanding business relationship; Coffee sometimes supervised the construction of steamers at Terry's yard, [24] and Small was the original owner of at least seven vessels built there. [16] In later years, Coffee served as Chief of Bureau of Steam with New York's Metropolitan Police. [25] [26] [lower-alpha 5]

Coffee was a director and later vice-president of the Mechanics' Institute [lower-alpha 6] of New York, [27] [28] [29] and a director of the Brooklyn Fire Insurance Company. [30] He died December 5, 1869, at the age of 58, and is buried at Green Grove Cemetery, Keyport. [17] [26] [31]

Wilson Small was born in New York City on February 13, 1810. [15] Entering the workforce at the age of twelve, he trained as a jeweller, continuing in the trade until the panic of 1837. [15] A growing engagement with politics led him to stand for political office, [15] and he was elected to the New York State Assembly in 1846 [32] and 1847. [33] [lower-alpha 7] Later, he served as president of New York City's Tenth Ward. [15] Following the failure of the West Street Foundry, Small joined the civil service, and subsequently obtained a variety of government positions. [15] He was a Sachem and later, the longterm Sagamore of Tammany Hall, [15] [34] and a Grand Master of the Odd Fellows. [15] He died October 21, 1886. [34]

Production table

The following table lists marine steam engines known to have been built by the West Street Foundry; the list is likely incomplete.

Marine steam engines built by the West Street Foundry
ShipEngineShip notes; references
Name [lower-alpha 8] Type [lower-alpha 9] Yr.
[lower-alpha 10] 		Tons
[lower-alpha 12] 		Original owner
and/or operator
[lower-alpha 13] 		Intended service#Cyl.
(ins)		Str.
(ft)
  • Naushon (1845 steamboat).jpg
  • Naushon
  • Newsboy48
  • Naushon51
Steamboat1845W. &. T. Collyer230New Bedford & Martha's Vineyard SBC New England Ch1348 New Bedford, MA – Vineyard Haven, 1845–48; mail steamer, New York Harbor, 1848–50; Coney Island ferry, 1850–62; animal carcass transport, NY Harbor, 1862-79; broken up 1880. [35] [36]
Steamboat1845W. & T. Collyer385E. Fitch & Co. Hudson River VB14210 [18] Fast boat. [lower-alpha 3] Kingston/Rondout – New York City [37] and Albany – NYC. [39] Converted to towboat 1855, [40] rebuilt 1869, [18] broken up 1901. [41]
  • Mountaineer (1846 steamboat).jpg
  • Mountaineer
Steamboat1846William H. Brown513Isaac NewtonHudson RiverVB15411 [42] [43] Fast boat. [19] [20] [21] Peekskill – New York City 1846, [44] later NYC – Bridgeport, CT. [45] Stranded and wrecked off Cape Henlopen, Delaware Bay, 1850. [46] [47]
  • State of Maine (1848 steamboat) at Alexandria, Virginia, ca. early 1860s.jpg
  • State of Maine
  • San Pelayo71
Steamboat1848Bishop & Simonson806Penobscot SNCNew EnglandVB15411 [48] [49] [50] Largest, fastest and finest steamer in Maine coastal service when new. Boston—Bangor, ME, 1848; Fall River, MA—NYC 1849–60; hospital boat, USQMD and US Sanitary Commission, 1861–65; excursion boat, New York, postwar; sold for Cuban service, 1871; subsequent disposition unknown. [51]
George W. CoffeeSteamboat1848(Jersey City, NJ)177O. B. Hilliard South Carolina [52] Built to run from Charleston to Sullivan's Island. [6] Destroyed by fire, 1865. [53]
NiagaraFerry1849Perine, Patterson & Stack411Williamsburg FC East River VB1389 [lower-alpha 15] Sold to Erie Railroad, ca. 1860; destroyed by fire in alleged arson attack, 1868. [56]
OneotaFerry1849Perine, Patterson & Stack411Williamsburg FCEast RiverVB1389 [lower-alpha 15] Sold to U.S. govt., 1863. [56]
OneidaFerry1849Perine, Patterson & Stack313Williamsburg FCEast RiverVB1328 [lower-alpha 15] Abandoned 1876. [56]
A. H. SchultzSteamboat1850164Wilson Small1246 [12] [57]
Sea WitchSteamship1850G. W. CoffeeCaliforniaVB1409 [14] [57]
IndependenceSteamship1850William H. Brown600Independent Line San Francisco 1429 [14] [58] [59] San Francisco – San Juan del Sur, Nicaragua. Wrecked, Santa Margarita Island, Mexico, 1853. [58]
CanadaFerry1851Perine, Patterson & Stack338Williamsburg FCEast RiverVB1329 [9] [60] Abandoned, 1876. [56]
Wilson SmallSteamboat1851 Isaac C. Smith 258NYC–New Jersey [61] [62] [63] Sunk in collision with steamer Mary Augusta off Poplar Island, Maryland, 1867, 2–3 killed. [64] [65] Steamer later raised, [66] wreck sold at auction 1867. [67]
Golden GateSteamboat1852Isaac C. Smith170Middletown & Shrewsbury S&TCNYC–New Jersey1 [68] [69] [70] Sold USQMD, 1863; returned to merchant service 1867. Out of documentation ca. 1880. [71]
JuniorSteamboat1852John Terry204Capt. Joe Armstrong Mobile Bay VB1286 [72] Last enrolment 1856. [16] [73]
Steamship1852(Brooklyn, NY)3411489 [74] [75] USN gunboat, 1861–64. Captured and burned by Confederate troops, 1864. [76] [77]
Steamboat1852Capt. Baldwin1287"Built at Astoria". [lower-alpha 16]
Steamer18521329"[F]or parties south". [lower-alpha 16]
  • Cornelia
Steamboat1853Isaac C. Smith250Wilson Small1286 [79] [80] [81] [82]
Alice C. PriceSteamboat1853W. Collyer283Red Bank SBCNYC–New Jersey13210 [82] [83] USQMD 1863; sunk by Confederate torpedo (ie mine), St. John's River, Florida, 1864. [84]
Thomas G. HaightSteamboat1853Benjamin C. Terry256Red Bank SBCNYC–New Jersey1288 [82] [85] NYC – New Jersey, 1853–55; St. John's River, FL, 1855–56; destroyed by fire Savannah, GA, 1856. [86]
  • Riverdale (1853 steamboat).jpg
  • Peter G. Coffin
  • Alexis71
  • Riverdale79
Steamboat1853Isaac C. Smith350Hudson RiverVB13410 [82] Ran on Hudson River for entire career. [87] [88] [89] Nyack – Albany, later Nyack – NYC. [87] Lengthened 1865, [87] rebuilt and lengthened 1871. [88] Wrecked by boiler explosion, 6+ killed, 1883. [87] [88] [89] [90] [91]
  • Daniel Webster (steamboat) by Jacobsen.jpg
  • Daniel Webster
  • Daniel Webster No. 262
  • Expounder62
  • Daniel Webster64
  • Saguenay72
Steamboat1853Samuel Sneden630Maine SNCNew EnglandVB15211 [82] [92] [93] [94] Largest, fastest and finest steamer in Maine coastal service when new. [22] [23] Portland, ME – Bangor, ME, 1853–61. USQMD troop transport and Sanitary Commission hospital boat (intermittently), 1861–65. [22] [23] Boston – Bath, ME, 1864–66. Baltimore, MD – West Point, VA, 1871–72. Excursion boat, Quebec, Canada, 1872–84. Burned and sank, Pointe au Pic, Quebec, Canada, 1884. [23]
Towboat1853Capt. David Cox1286 [82]
WashingtonFerry1854John Crawford [lower-alpha 17] 435Peoples FC Boston Inc1389 [96] [97] [98] [99] Boston – E. Boston, 1854–62. [100] [101] Lengthened and rebuilt 1864 and readmeasured at 618 tons. [100] [101] Cleared New York for Shanghai, China, in 1864 but sold instead at Rio de Janeiro; subsequent disposition unknown. [100]
John AdamsFerry1854Benjamin C. Terry465Peoples FCBoston [96] [97] [102] Boston – E. Boston, 1854–62; US Army transport, 1862–65; returned to merchant service, Boston – E. Boston, 1867–76; Hudson River etc. service, 1876–88; destroyed by fire, Port Richmond, NY, 1889. [103] [104]
JeffersonFerry1854Joseph Beers [lower-alpha 18] 443Peoples FCBoston [96] [97] [106] Boston – E. Boston, 1854–64; USQMD 1864–65; returned to merchant service, Boston – E. Boston, 1867–74; converted to barge, 1874; [106] [107] struck and sank 1877. [107]

Footnotes

  1. ↑ See table.
  2. ↑ For example, Small was the original owner of seven steamboats built in Keyport, New Jersey, by Benjamin C. Terry, [16] and Joseph E. Coffee's brother, George Wayne Coffee, also ordered a steamer, named Joseph E. Coffee, from Terry; [17] the engine builder for none of these steamers is known.
  3. 1 2 Ringwald cites a contemporaneous newspaper report favorably mentioning Santa Claus' speed; [37] according to another such report, Santa Claus and Niagara were the two fastest boats on the New York to Albany route in 1845. [38] The fact that Santa Claus operated for some years on this highly competitive route is further evidence of her speed. [39]
  4. ↑ While the reasons for the failure are not known, it coincided with a prolonged shipbuilding slump.
  5. ↑ Coffee's son, Joseph E. Coffee Jr., was also a police engineer. [25]
  6. ↑ Not to be confused with the General Society of Mechanics and Tradesmen of the City of New York, [27] later known as the Mechanics' Institute.
  7. ↑ Ridgely gives erroneous dates for Small's election wins. [15]
  8. ↑ Name=name of ship. Where a ship had more than one name in the course of its career, the later names are presented in chronological order, with each name followed by a two-digit number (in superscript) representing the last two digits of the year in which the rename took place (where known).
  9. ↑ Type of ship. The generic term "steamer" is used when it is not known whether the vessel was a steamship or steamboat.
  10. ↑ Year of ship launch where known; otherwise year of completion.
  11. ↑ The shipbuilder. Where the shipbuilder is not known, the place where the ship was built, where known, is substituted (in parentheses).
  12. ↑ Gross register tonnage. Source for most tonnages is the Lytle-Holdcamper List, which provides the original official tonnages. These may differ to some degree from those cited in contemporaneous newspaper reports, as the latter were often estimates made before the official measurement.
  13. ↑ Original owner and/or operator of the ship or their agent. Contemporaneous newspaper sources rarely state to which category a named party belongs, though other sources may provide clarification. Abbreviations: FC = Ferry Company; SBC = Steamboat Company; SNC = Steam Navigation Company; S&TC = Steamboat & Transportation Company.
  14. ↑ Engine type abbreviations: Ch = crosshead; VB = vertical beam; Inc = inclined.
  15. 1 2 3 Five ferryboats—Oneota, Onalaska, Niagara, Oneida and Seneca—were built for the Williamsburg Ferry Company in 1849, three of which had engines built by the West Street Foundry and two with engines by George Birbeck Jr. [54] The two ferries with Birbeck engines were Onalaska and Seneca; [55] therefore the three ferries with West Street Foundry engines were Niagara, Oneota and Oneida.
  16. 1 2 [78] The other part of the article can be found at the bottom of the same page, which is at a different url. [74]
  17. ↑ Crawford was a master builder at Benjamin C. Terry's shipyard, where the ferry was built. [95]
  18. ↑ Beers was a master builder at Benjamin C. Terry's shipyard, where the ferry was built. [105]

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References

  1. ↑ "For Sale—A Steam Ferry Boat". Morning Herald. New York. August 15, 1839. p. 3.
  2. ↑ Benedict, Erastus C. (1870). The American Admiralty: its Jurisdiction and Practice. New York: Banks and Brothers. p.  555.
  3. ↑ Benjamin, Park, ed. (January 22, 1842). "Died". The New World. Vol. IV, no. 4. New York: J. Winchester. p. 66. hdl:2027/inu.32000000709552.
  4. ↑ "Rep. No. 834". The Reports of Committees, 29th Congress, 1st Session (Report). Vol. 4. United States Congress. August 10, 1846. p. 23. hdl:2027/uc1.b3983450.
  5. ↑ "Balance Water Cock". Scientific American. New York: Munn & Company. September 2, 1848. p. 396.
  6. 1 2 "Steamer George W. Coffee". The Charleston Mercury. May 31, 1848. p. 2 – via Newspapers.com. Open Access logo PLoS transparent.svg
  7. 1 2 "Auction Notices" (PDF). Morning Courier and New York Enquirer. April 7, 1855. p. 3.
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  12. 1 2 "Traveling". New-York Daily Tribune. September 21, 1850. p. 7 – via Newspapers.com. Open Access logo PLoS transparent.svg
  13. ↑ "Untitled". Mobile Daily Advertiser and Chronicle. October 25, 1842. p. 1 – via Newspapers.com. Open Access logo PLoS transparent.svg
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  17. 1 2 3 4 Reussille 1975. p. 6.
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  19. 1 2 Morrison 1903. pp. 354–355.
  20. 1 2 "Improvements in the Steam Engine". Daily Courier and Pilot. Buffalo, NY. July 13, 1846. p. 2 – via Newspapers.com. Open Access logo PLoS transparent.svg
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  55. ↑ Bartol 1851. pp. 124–126.
  56. 1 2 3 4 Cudahy 1990. p. 433.
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  59. ↑ "William H. Brown". American Railroad Journal. Vol. 6, no. 40. New York: J. H. Schultz & Co. October 5, 1850. p. 627. hdl:2027/mdp.39015013032118.
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  61. ↑ Lytle, Holdcamper 1975. p. 233.
  62. ↑ "Another Fast Steamer". The Evening Post. New York. August 14, 1851. p. 2 – via Newspapers.com. Open Access logo PLoS transparent.svg
  63. ↑ "Hoboken". The New York Herald. January 1, 1852. p. 3 – via Newspapers.com. Open Access logo PLoS transparent.svg
  64. ↑ "Local Matters". The Sun. Baltimore, MD. August 10, 1867. p. 1 – via Newspapers.com. Open Access logo PLoS transparent.svg
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  66. ↑ "The Steamer Wilson Small". The Sun. Baltimore, MD. August 29, 1867. p. 1 – via Newspapers.com. Open Access logo PLoS transparent.svg
  67. ↑ "Auction Sales". The Sun. Baltimore, MD. September 5, 1867. p. 3 – via Newspapers.com. Open Access logo PLoS transparent.svg
  68. ↑ "The Hoboken Yards". The New York Herald. April 7, 1852. p. 8 – via Newspapers.com. Open Access logo PLoS transparent.svg
  69. ↑ "Ship Building in New York". The New York Herald. July 8, 1852. p. 6.
  70. ↑ "Ships Built at the Port of New York in 1852". Hunt's Merchants' Magazine and Commercial Review. Vol. 29. New York. December 1853. p. 753. hdl:2027/nyp.33433022395861.
  71. ↑ Lytle, Holdcamper 1975. p. 86.
  72. ↑ "Editorial Correspondence". The Daily Picayune. New Orleans. June 22, 1852. p. 2 – via Newspapers.com. Open Access logo PLoS transparent.svg
  73. ↑ Lytle-Holdcamper 1975. p. 118.
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  76. ↑ Lytle, Holdcamper 1975. p. 217.
  77. ↑ "Underwriter I (Side-wheel Gunboat)". Naval History and Heritage Command. United States Navy. April 20, 2018.
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  79. ↑ "Hoboken Yards" (PDF). The New York Herald. December 29, 1853. p. 3.
  80. ↑ "The shipyards in New-York, Williamsburg, Greenpoint and Hoboken". The New York Times. February 26, 1853. p. 6.
  81. ↑ "New-York City". The New York Times. March 17, 1853.
  82. 1 2 3 4 5 6 "New York Iron Foundries" (PDF). Morning Courier and New York Enquirer. April 5, 1853. p. 2.
  83. ↑ "The Alice C. Price" (PDF). Morning Courier and New York Enquirer. July 20, 1853. p. 2.
  84. ↑ Lytle, Holdcamper 1975. p. 6.
  85. ↑ Lytle, Holdcamper 1975. p. 211.
  86. ↑ Reussille 1975. pp. 20–22.
  87. 1 2 3 4 Reussille1975. p. 11.
  88. 1 2 3 Morrison 1903. pp. 163–165.
  89. 1 2 Dayton 1925. pp. 78, 431.
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  93. ↑ New York Marine Register. Board of Underwriters. 1858. pp.  358–359.
  94. ↑ "The Steamer Daniel Webster". Bangor Daily Whig and Courier. March 10, 1853. p. 2.
  95. ↑ Reussille 1975. pp. 1, 26.
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  97. 1 2 3 "People's Ferry Co. of Boston v. Beers". Findlaw. Thomson Reuters. 2022. Retrieved May 14, 2022. Crawford & Terry contracted to build for Wilson Small, of New York, three ferry-boats, at Keyport, New Jersey, for $12,000 each ... the defendants proved and put in evidence a written agreement for building the hulls of three vessels, between Wilson Small, who was building under a contract for the Ferry Company, and Crawford, by which the latter was to construct, build, and deliver at New York city, the hulls of the three vessels ... When the Jefferson was nearly finished, she was taken to New York and delivered to Small, to receive her engine.
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  102. ↑ Lytle, Holdcamper 1975. p. 112.
  103. ↑ Lytle, Holdcamper 1975. p. 272.
  104. ↑ Reussille 1975. pp. 26, 33–34.
  105. ↑ Reussille 1975. pp. 1, 35.
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