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Lawrence & Sneden
Company typePrivate
IndustryShipbuilding
Founded1816
Founders
  • Herbert Lawrence
  • Benjamin Sneden
Defunct1851
FateDissolved
Successors
Headquarters
Manhattan, New York
,
United States
Key people
  • Herbert Lawrence
  • Benjamin Sneden
  • Samuel Sneden
ProductsSteamboats and other watercraft
ServicesShip repairs
Number of employees
150 (1847)




Company overview

[edit]

Lawrence & Sneden was established in Corlears Hook, Manhattan, in 1816 by two young ships' carpenters from Palisades, New York,[a] Herbert Lawrence and Benjamin Sneden. Both men came from large and well-established Palisades families, and Benjamin's Sneden's father and grandfather are both known to have had an association with shipbuilding. The Lawrence & Sneden shipyard was located on the East River in a block approximately bounded by Water, Cherry and Corlears Streets.[b]

Lawrence & Sneden was one of only a handful of New York shipbuilding companies of its era to specialize in steamboat production, the yard only occasionally venturing into the production of sailing vessels. Like other New York builders of steam vessels in this period, Lawrence & Sneden did not invest in its own steam engine manufacturing plant—a technology requiring a large capital outlay—but instead relied on the city's existing network of marine steam engineering plants, such as the Allaire Iron Works, Phoenix Works, West Point Foundry and others for its machinery needs.[c]

The shipyard is said to have provided employment for a substantial number of Palisades residents, particularly in lean times when alternative employment was scarce. Relatives of the founders also found employment there, including Jonathan Lawrence IV, Herbert's stepbrother, who is known to have worked for the firm for some years, and Benjamin Sneden's oldest son Benjamin Jr., also a qualified shipbuilder. Samuel Sneden, Benjamin Sr.'s younger son, may also have worked and/or trained at the yard at some point during his father's co-proprietorship. Members of the Gesner family—related to the Snedens by marriage—are also known to have worked at the yard, with diarist Nicholas Gesner sometimes acting as a solicitor for the proprietors. The company had 150 employees in 1847.

Benjamin Sneden retired in 1842, his partnership with Herbert Lawrence being formally dissolved on 2 May, but the Lawrence & Sneden shipyard continued in operation, trading under its original name, with Herbert Lawrence remaining as (apparently sole) head of the firm. Lawrence retired on 1 May 1845 and was succeeded in turn by Samuel Sneden, Benjamin Sr.'s younger son, and William H. Lawrence,[d] the two continuing the business for another six years, during which time some of the yard's most celebrated steamers were built.

In 1851, the partnership between Samuel Sneden and William Lawrence was dissolved, with Lawrence nominated to settle the company's affairs. Dissolution of the partnership brought to a formal end the Lawrence & Sneden company after some 35 years of operation. Samuel Sneden subsequently opened a shipyard of his own, Samuel Sneden & Co., across the river at Greenpoint, where he continued to build steamboats—both alone and in partnership with E. S. Whitlock—into the 1860s. Thomas F. Rowland eventually gained control of this yard and renamed it the Continental Iron Works, where in 1861 the world's first monitor warship, USS Monitor, was built.

The abandoned former Manhattan shipyard of Lawrence & Sneden, meanwhile, was leased in 1852 by Herbert Lawrence Jr.—son of the defunct yard's co-founder—who was joined a few months later by William Foulks to establish Lawrence & Foulks, another specialist steamboat-building firm which would build about 150 vessels, initially at the Manhattan yard and later at Williamsburg and Greenpoint, over the next four decades.

Notable vessels

[edit]

Lawrence & Sneden had "a high reputation as builders", with steamboats built by the company often noted for their speed, elegance and robustness of construction. The company's steamers had a particularly strong presence along the New England coastline, on New York's Hudson and East Rivers and in New York Harbor, but vessels were also built for clients providing services along the entire Atlantic Seaboard and the Gulf of Mexico, as well as for Cuban and South American service. At least one of the company's steamboats went to China—shipped in a disassembled state aboard a merchant vessel. Lawrence & Sneden is known to have sometimes taken a part share in the vessels it built for clients.

The first known vessel built by Lawrence & Sneden, the steamboat Bellona, played a role in an important Supreme Court case. The vessel was ordered by wealthy plantation owner Thomas Gibbons, who planned to use it to trigger a Supreme Court challenge to the Fulton-Livingston monopoly, that gave the latter exclusive right to operate steamboats in the waters of New York. In the subsequent case, Gibbons v. Ogden, the Supreme Court ruled in Gibbons' favor, confirming that the United States Congress had the sole power to regulate interstate commerce. This decision broke the monopoly and led to rapid technological advances in steamboat design, as well as greatly improved steamboat services in and around New York.

Another notable early steamboat built by Lawrence & Sneden was Error: {{Ship}} missing prefix (help). This vessel was the first in the world to be powered by a compound steam engine (built by the Allaire Iron Works of New York). In spite of its much greater economy of operation however, the compound engine was not widely adopted for steam navigation for almost another fifty years, due in part to the high steam pressures needed to operate such engines efficiently, which with the relatively primitive boiler technologies of the day, were typically considered to unacceptably raise the likelihood of catastrophic boiler explosions.

Some of the fastest and most celebrated early steamboats to operate on the Hudson River were built by Lawrence & Sneden. The most notable of these was Error: {{Ship}} missing prefix (help), a "crack" steamboat capable of speeds in excess of 22 miles per hour (35 km/h). It was said of her that no steamboat "of her [cylinder] inches" ever matched her speed.[3] Another exceptionally fast vessel originally built for Hudson River service was Curtis Peck, built in 1842. This vessel, however, only operated for a short time on the Hudson before being transferred to the James River, Virginia, where twenty years later, while operating as a Confederate dispatch boat during the American Civil War, she was still considered a contender for fastest boat on the waterway.

Several large and fast New England steamers were also built by the company, including Bay State (1847), the Fall River Line's first vessel, which was reputedly the fastest steamboat of her day on Long Island Sound. Bay State's slightly larger near-sister vessel, Empire State (1847), was also a fast vessel and considered one of the most elegant steamers on the Sound. An earlier vessel built by Lawrence & Sneden for New England service, Error: {{Ship}} missing prefix (help) (1836), was, when new, the largest and reportedly fastest steamboat in New-York-to-New-Haven service, and one of the largest on the Sound. She had the added distinction of being described—albeit unflatteringly—by Charles Dickens in his book American Notes. Connecticut, built by Lawrence & Sneden in 1848, was the largest steamboat ever to operate on the Connecticut River.

Lawrence & Sneden-built steamers also had a reputation for longevity. Chief among these was Norwich. Built in 1836 as a passenger steamer, she found her niche as a towboat on the Hudson River, in which capacity she operated for more than 70 years. By 1909 she was believed to be the oldest operating steamboat in the world. The exact date of her demise is not established, but is thought to be about 1917. Some other Lawrence & Sneden steamers with long service lives included Belle (60 years), Canonicus (45 years) and Connecticut (42 years), with several others having service lives in the vicinity of 40 years.

Production table

[edit]
  • new worcester 1841 -heyl 3 p351.
  • governor[1]
Ships built by Lawrence & Sneden, 1816–1851
Name(s)[e] Type[f] Yr.
[g] 		Ton.
[h] 		Engine [i] Ordered by[j] Intended service Ship notes; references
Bellona Steamboat 1817 116 Allaire Thomas Gibbons New York—New Jersey Cornelius Vanderbilt's first long-term steamboat command. Vessel used to trigger landmark Gibbons v. Ogden monopoly case.
Petersburg Steamboat 1819 Petersburg SBC James River [4]
Pitt Convention 1822 56 — A sailing vessel of unspecified type.[5]
Henry Eckford Steamboat 1824 153 Allaire Hudson River [6][7] World's first steamer with a compound engine.
Linnaeus Steamboat 1824 92 Allaire I. & J. Peck East River [8]

Fanny		 Steamboat 1825 126 Allaire John Douglas et al Long Island Sound Abandoned 1844.[9][10]
Emerald Steamboat 1826 246 Thomas Gibbons New York—Phil. Out of documentation 1856;[11] abandoned by 1857.[12]
Napoleon Steamboat 1830 169 Allaire [13]
Creole Ship 1831 542 — Louisiana & NY Line East Coast Largest ship in Louisiana–New York service on debut; sailing tramp from 1833.[14]
William Seabrook Steamboat 1831 228 Allaire W. Seabrook et al Southeast Coast [15]
Schooner 1832 150 —— [16]
Flushing Steamboat 1832 185 [17]
King Philip Steamboat 1832 169 West Point Fall River Iron Works Co. Narragansett Bay [18] First steamboat with a steam whistle.[19] Destroyed by fire, Jersey City, 1867.[20]

New England		 Steamboat 1833 262 West Point Connecticut River SBC Long Island Sound Double boiler explosion, 15 killed, 1833.[21] Sunk in collision off Maine coast 1838.[22][23]

William Gibbons		 Steamboat 1833 294 Allaire NY & Charleston SPC East Coast [k] Ran aground and sank at New Inlet, South Carolina, 1836.[25]
American Eagle Steamboat 1834 186 East River [17]
  • Warren
  • Swallow
 Steamboat 1834 E. De Noyelles et al Hudson River Caught fire and sank in Hudson River, one killed, 1850.[l]
  • Frank
 Steamboat 1835 175 Allaire James P. Allaire New York—New Jersey [17] Out of documentation 1881.[9]

Highlander		 Steamboat 1835 313 West Point Powell, Johnson & Wardrop Hudson River [6][27][28][29][30] Fast steamboat for her day. Dismantled 1866.[31] md

New Haven		 Steamboat 1835 343 Allaire New Haven SBC Long Island Sound [6][32][33][34] First steamboat on L. I. Sound powered by walking beam engine. Abandoned 1877. m d
Statesman Steamboat 1835 128 Hudson River [35]
Caroline Steamboat 1836 177 [17]
Comet Steamboat 1836 80 East River [17]
Fairfield Steamboat 1836? [36]
Steamboat 1836 524 Allaire New Haven SBC Long Island Sound [6][32][33][34] Largest and reportedly fastest steamer in New York – New Haven service when new, and one of the largest on the Sound. Towboat 1850s, abandoned 1875.[37]

Norwich		 Steamboat 1836 346 Phoenix New York & Norwich SBC [6][38][39][40][41] Reportedly the world's oldest active steamboat by 1917. Abandoned 1924.[42] m d
  • Relief
  • Nassau
 Steam ferry 1836 145 Birbeck New York & Brooklyn SFC East River [43] One of first two sidewheelers on Fulton Ferry route.[44]
Star Steamboat 1836 102 East River [35]
  • Sun
 Steamboat 1836 159 Hudson River [35]

Telegraph		 Steamboat 1836 243 Smith, Hulse & Odell Hudson River [35][45][46][47] Lost 1870.[22]

  • Arrow
  • George Washington 41
  • Broadway 57
  • Arrow
 Steamboat 1837 290 Isaac P. Smith et al Hudson River [17][48][49] Burned and rebuilt 1840; burned and rebuilt 1841; condemned 1866 after boiler explosion.[50] [2]
Belle Steamboat 1837 430 [17] Broken up 1897.[51]
Echo Steamboat 1837 102 [17]
Columbus Steamboat 1838 370 [52]
Hornet Steamboat 1838 429 [6]
Huntress Steamboat 1838 350 Phoenix [39][52][53] engine dims[3]

Neptune		 Steamboat 1838 746 Allaire Southern SPC East Coast m [6][15][54] Robustly built for seagoing service but still "not a true steamship", though initially used as such by her owners. USNQMD 1846. Wrecked by gale while at anchor, 1846.[55] heyl
Brig 1840 300 — [56]

Express		 Steamboat 1841 275 A. B. Stone; W. W. Coit Hudson River Lost off North Point, Maryland, 1878.[57]
  • Curtis Peck
  • CSS Curtis Peck 61
 Steamboat 1842 446 Elijah Peck Hudson River [58][59] Confederacy patrol and flag-of-truce boat, 1861–62. Sunk as blockship in James River, 1862.[60][61]
  • Massachusetts
  • John W. D. Pentz 63
  • Massachusetts 69
 Steamboat 1842 308 Allaire Long Island Sound [62]

  • Penobscot
  • Norfolk 57
 Steamboat 1843 500 Phoenix Sanford Independent Line New England [63] Sank in storm off Chincoteague, Virginia, 1857.[64] image from morrison -htrust
Hero Steamboat 1844 500 Allaire Hudson River [65]
Bradford Durfee Steamboat 1845 333 Fall River Iron Works Co. Narragansett Bay [m] Dismantled 1883.[67]
Edwin Lewis Steamboat 1845 178 Eatontown SBC New York—New Jersey [68][69]
Governor Steamboat 1846 East Coast Foundered off Carolina coast, 1861.[n]

Metamora		 Steamboat 1846 282 Fulton Hudson River [71] "Lively" vessel and a leading day boat on the Hudson, late 1850s. Later a towboat. Broken up, Port Washington, New York, 1884.[72][73] m
Steamboat 1846 585 Secor T. Powell, H. Ramsdell Hudson River [74][75][29] Fast and popular vessel.[76] Broken up Port Ewen, 1878.[77]

  • Admiral
  • USAT Guide 61
  • Admiral 65
 Steamboat 1847 650 Eastern Eastport SBC Boston—Saint John [78][o] Largest and most popular steamer in Boston–St. Johns service in her day. Broken up 1874. heyl

Bay State		 Steamboat 1847 1600 Allaire Bay State SBC Long Island Sound [80] Fastest vessel on L. I. Sound, 1847–mid-1850s. Lengthened 1854; converted to barge 1864.[81][p][83][84]

California		 Steamer 1847 500 Allaire N.O. & Mobile Mail Line Gulf of Mexico [78][85]
  • George Washington y
  • Empire State
 Steamboat 1847 1691 Allaire [78] [81][86][87]
Habanero Steamboat 1847 400 Dunham Hernandez & Brugon Cuba [78][88]
John Hart Steamboat 1847 300 [78]

Connecticut		 Steamboat 1848 1129 Secor Connecticut River SBC Long Island Sound [89][90] Broken up after boiler explosion, 1890.[11][91]
Tah Wah Steamboat 1849 R. B. Forbes & Co. China Disassembled after construction and shipped to China for reassembly.[92][93]
Canonicus Steamboat 1849 434 Allaire Fall River Iron Works Co. Narragansett Bay USNQMD 1862–66; burned and sank, Port Richmond, New York, 1894.[67] -heyl
Ocean Steamboat 1849 658 M. Sanford et al New England Exploded, beached and burned after collision, 1854. heyl
Storm Tugboat 1849 B. & B. F. Betts New York [94]
Tabaga Steamboat 1849 300 Cuba [95]
Tempest Tugboat 1849 B. & B. F. Betts New York [94]
Susquehanna Barge 1850 359 Hudson River [96][97]
Steamboat 1850 George Law & Co. Panama [98]
Florida Steamer 1850 800 James L. Day [96]
Lavandier Steamboat 1850 Cuba [99]
Gordon Steamship 1851 500 Phoenix Brooks & Barton East Coast [97][96][100][101][102] [4]

  • Cuba (y)
  • Calhoun
  • CSS Calhoun 61
  • USS Calhoun 62
  • USAT Gen. Sedgewick 64
  • Calhoun 66
 Steamship 1851 500 Phoenix Brooks & Barton East Coast [97][96][100][101][102] Confederate gunboat 1861; captured by USN and used as gunboat, 1862–64. USAQMD 1864; returned to merchant service 1866. Broken up 1883.[103] [5]
North America Steamship 1851 1440 Morgan Independent Line California [96][100][104][105][106] Stranded south of Acapulco, Mexico, 1852.[107]







|- align="left" | || Hero || Steamboat || align="center" | 1844 || align="right" | 500 || Allaire || || Hudson River || [108] |- align="left" | ' || || align="center" | year || align="right" | || || || || |- align="left" | ' || || align="center" | year || align="right" | || || || ||




|- align="left" | || || || || || || || |- align="left" | || || || || || || || |- align="left" | || || || || || || || |- align="left" | || || || || || || ||

|- align="left" | Splendid || Steamboat || align="center" | 1832 || align="right" | 210 || || || || [6] [7] allaire (probably s&d)






[109] [110] [111]


[112] [113] [114] [115] [116] [117]

fanny, frank -web


|- align="left" | || Hancock || Steamboat || align="center" | 1827 || align="right" | || || Fall River Iron Works Co. || Narragansett Bay || [8] [9] not according to heyl |- align="left" | || Osiris || Steamboat || align="center" | 1838 || align="right" | 145 || Allaire || || || [10] [q]

Footnotes

[edit]
  1. ^ Then known as Snedens Landing.
  2. ^ Early sources describe the shipyard as located at or near the foot of Water Street, while later sources describe it as situated at the foot of Cherry or Grand Streets. An 1851 source describes the area between Corlears Street (west of the waterfront) and Grand Street as "occupied chiefly by the ship-yard of Lawrence & Sneden, and Pease & Murphy's foundry".[1] Corlears Street, which no longer exists, ran south from Grand Street, parallel with modern-day Jackson Street and about halfway between it and the waterfront.[2] The various sources basically describe a block of land along the waterfront approximately bounded to the south and north by Water and Cherry/Grand Streets respectively and by Corlears Street to the west.
  3. ^ See production table.
  4. ^ The author has been unable to establish the identity of William H. Lawrence or his familial relationship to Herbert Lawrence. The most likely candidate would appear to be Herbert's stepson William H. Lawrence, son of Herbert's half-brother Jonathan Lawrence IV.
  5. ^ Name of ship. Where a ship had more than one name in the course of its career, the names are presented sequentially, with the last two digits of the year in which the name change took place displayed, where available, after the name. Names followed by a "(y)" are yard names.
  6. ^ Type of vessel. The generic term "steamer" is used in this column where it is not clear from the sources whether the vessel was a steamboat or a steamship.
  7. ^ Year of ship launch, where available, otherwise year of completion.
  8. ^ Ship tonnage. Tonnages will be in either tons burthen or gross register tonnage. Sources rarely indicate which form of tonnage is being employed.
  9. ^ Engine manufacturer. Abbreviations as follows: Allaire=Allaire Iron Works; Birbeck=Alexander Birbeck; Dunham=H. R. Dunham & Co.; Fulton=Fulton Iron Works (alternatively known as Pease & Murphy); Morgan=Morgan Iron Works; Phoenix=Phoenix Foundry (alternatively known at various times as James Cunningham & Co.; Cunningham & Hall; Belknap, Cunningham & Co.; and Hogg & Delamater); Secor=T. F. Secor & Co.; West Point=West Point Foundry. All manufacturers were based in New York City with the exception of the West Point Foundry which was located at Cold Spring, New York.
  10. ^ Individual or business entity that ordered the ship. Abbreviations in this column include: SBC—Steamboat Company; SPC—Steam Packet Company; SFC—Steam Ferry Company.
  11. ^ [24] The source names Samuel Sneden as the builder but Sneden was not yet a builder in his own right.
  12. ^ [26] The source states that "many jumped overboard and were drowned" in the incident; however, contemporaneous newspaper records state that one person was drowned.
  13. ^ [66] The source erroneously identifies the builder as "Brown, Lawrence & Sneeden" and the steamboat's name as "Bradford".
  14. ^ [70] The source states that Samuel Sneden was the builder; however, he was still a partner in Lawrence & Sneden at the time and had yet to establish his own shipyard.
  15. ^ [79] The source erroneously names the builder as "Lawrence & Son".
  16. ^ [82] The source states that Samuel Sneden was the builder; however, he was still a partner in Lawrence & Sneden at the time and had yet to establish his own shipyard.
  17. ^ Ship built by Bishop & Simonson according to Heyl. Heyl 1959, II, [118]

References

[edit]
  1. ^ "The Eastern Battery" (PDF). New York Daily Tribune. 1851-08-13. p. 4.
  2. ^ Bromley, George W.; Bromley, Walter S. (1897). "Plate 6: Bounded by Division Street, Grand Street, Corlears Street, South Street (East River, Piers 38-54, and Market Street)". Atlas of the city of New York, Manhattan Island. From actual surveys and official plans. Philadelphia: G. W. Bromley & Co. – via Digital Collections, The New York Public Library, Astor, Lennox, and Tilden Foundation.
  3. ^ "River Boats". The Brooklyn Daily Eagle. 1885-01-25. p. 9 – via Newspapers.com.Open access icon
  4. ^ Emerson 1949. pp. 120, 176.
  5. ^ "For Sale" (PDF). New York Evening Post. 1828-03-17. p. 3.
  6. ^ a b c d e f g Treasury Dept. 1838. p. 96.
  7. ^ Stanton, Samuel Ward (June 1912). "History of the First Century of Steam Navigation: Chapter XX". Master, Mate and Pilot. Vol. 5, no. 1. New York: The American Association of Masters, Mates and Pilots. p. 17. hdl:2027/nyp.33433069075087.
  8. ^ Swede 2010. p. 45.
  9. ^ a b Ryder, F. Van Loon (1965-04-29). "2 Little Sidewheelers: The Fanny and the Frank". Greene County News.
  10. ^ Heyl 1956. p. 85.
  11. ^ a b Jacobus 1956. p. 112.
  12. ^ "Emerald". Master, Mate and Pilot. V (8). New York: The American Association of Masters, Mates and Pilots: 358. Jan 1913. hdl:2027/nyp.33433069075087.
  13. ^ Treasury Dept. 1838. p. 135
  14. ^ Fairburn 1945–55. pp. 1145–46.
  15. ^ a b Treasury Dept. 1838. p. 266
  16. ^ "Vessels Building" (PDF). Morning Courier and New York Enquirer. 1832-12-19. p. 1.
  17. ^ a b c d e f g h Treasury Dept. 1838. p. 95
  18. ^ Treasury Dept. 1838. p. 58.
  19. ^ Dayton 1925. p. 187.
  20. ^ Borden 1957. p. 36.
  21. ^ Treasury Dept. 1838. p. 79.
  22. ^ a b Jacobus 1956. p. 114.
  23. ^ Heyl 1956. p. 155.
  24. ^ Heyl 1953. pp. 445–46.
  25. ^ Baughman 1968. p. 16.
  26. ^ Green 1886. pp. 213–15.
  27. ^ Reynolds 1906. p. 514.
  28. ^ Morrison 1903. p. 158.
  29. ^ a b Dayton 1925. p. 397.
  30. ^ Dayton 1925. pp. 43–44.
  31. ^ Stanton 1964. 5. p. 18.
  32. ^ a b Treasury Dept. 1838. p. 65.
  33. ^ a b Morrison 1903. p. 349.
  34. ^ a b Dayton 1925. p. 109.
  35. ^ a b c d Treasury Dept. 1838. p. 97.
  36. ^ Norwalk Historical and Memorial Library Association 1901. p. 248.
  37. ^ Stanton 1962. 2. p. 15.
  38. ^ Reynolds 1906. p. 517.
  39. ^ a b Treasury Dept. 1838. p. 69.
  40. ^ Morrison 1903. p. 328.
  41. ^ Dayton 1925. pp. 84–86, 162.
  42. ^ Stanton 1962. 2. p. 11.
  43. ^ "Steam Ferry Boats, &c. For Sale at Auction, By Wm. R. Dean" (PDF). New York American. 1839-05-14. p. 3.
  44. ^ Cudahy 1990. p. 423.
  45. ^ "Notice is Hereby Given". The Evening Post. New York. 1837-07-15. p. 4 – via Newspapers.com.Open access icon
  46. ^ "Sale of a Steamboat" (PDF). Daily Troy Budget. Troy, New York. 1841-07-20. p. 2.
  47. ^ Dayton 1925. p. 54.
  48. ^ Morrison 1903. pp. 163–65.
  49. ^ Dayton 1925. p. 47.
  50. ^ Green 1886. pp. 213–214.
  51. ^ Jacobus 1956. p. 66.
  52. ^ a b "Ship Building in New York" (PDF). Morning Herald. New York. 1840-01-14. p. 2.
  53. ^ Treasury Dept. 1838. p. 26.
  54. ^ Morrison 1903. p. 484.
  55. ^ Stanton 1963. 3. p. 7.
  56. ^ "Assertion vs. Fact". Boston Morning Post. 1840-08-28. p. 1 – via Newspapers.com.Open access icon
  57. ^ Stanton 1965. v5. p. 23.
  58. ^ "Launches Yesterday". The New York Herald. 1842-03-31. p. 2.
  59. ^ Morrison 1903. p. 67.
  60. ^ Silverstone 1989. p. 243.
  61. ^ "Curtis Peck (side wheel steamer)". Naval History and Heritage Command. United States Navy. 2014-04-15.
  62. ^ Heyl 1964. pp. 221–24.
  63. ^ "Ship Building". The New York Herald. 1843-01-19. p. 2.
  64. ^ Heyl 1953. p. 341.
  65. ^ Heyl 1964. pp. 171–72.
  66. ^ "Ship Building in 1845" (PDF). Shipping and Commercial List. New York. 1846-01-14. p. 3.
  67. ^ a b Borden 1957. p. 35.
  68. ^ Swede 2010. p. 84.
  69. ^ Monmouth County 1949. p. 38.
  70. ^ Dayton 1925. pp. 263–64.
  71. ^ Morrison 1903. p. 143.
  72. ^ Stanton 1964. 5. p. 26.
  73. ^ Murdoch, George W. (1938-06-10). "Hudson River Steamboats No. 40—The Metamora". The Kingston Daily Freeman. Kingston, NY. p. 4.
  74. ^ Reynolds 1906. p. 573.
  75. ^ Morrison 1903. p. 144.
  76. ^ Morrison 1903. p. 158–60.
  77. ^ Stanton 1964. 5. p. 28.
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  79. ^ Dayton 1925. p. 283.
  80. ^ Dayton 1925. pp. 195–96.
  81. ^ a b Morrison 1903. pp. 309–12, 326.
  82. ^ Dayton 1925. pp. 195–96.
  83. ^ American Lloyd's Universal Register of Shipping 1870. Steamers: p. 3.
  84. ^ Stanton 1962. 2. p. 22.
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  86. ^ "Launch" (PDF). Morning Courier and New-York Enquirer. 1848-03-15. p. 4.
  87. ^ American Lloyd's Universal Register of Shipping 1870. Steamers: p. 9.
  88. ^ "City Intelligence" (PDF). The Evening Post. New York. 1847-06-30. p. 2.
  89. ^ Baughman 1968. p. 242.
  90. ^ "No title". Hartford Daily Courant. Hartford, CT. 1848-05-13. p. 2 – via Newspapers.com.Open access icon
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  92. ^ "Steamer for China" (PDF). Utica Daily Observer. Utica, NY. 1849-06-29. p. 2.
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  94. ^ a b Swede 2010. p. 90.
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  97. ^ a b c Silka, Henry (2006). "Shipbuilding and the Nascent Community of Greenpoint, New York, 1850–1855" (PDF). The Northern Mariner. Vol. XVI, no. 2. The Canadian Nautical Research Society. p. 21.
  98. ^ "No title" (PDF). Daily Albany Argus. New York. 1850-01-18. p. 2.
  99. ^ "City Intelligence". The Evening Post. New York. 1850-04-15. p. 2 – via Newspapers.com.Open access icon
  100. ^ a b c "Ship Building in New York". American Railroad Journal. Vol. 23, no. 755. New York: J. H. Schultz & Co. 1850-09-05. p. 625–26. hdl:2027/uiuo.ark:/13960/t6737h199.
  101. ^ a b "Ship Building in New York". Buffalo Daily Republic. New York. 1850-12-05. p. 2 – via Newspapers.com.Open access icon Cite error: The named reference "buffalodailyrepublic_5dec1850" was defined multiple times with different content (see the help page).
  102. ^ a b "Mail Steamers From Charleston To Savannah". The Evening Post. New York. 1851-06-10. p. 2 – via Newspapers.com.Open access icon
  103. ^ Silverstone 1989. pp. 81,229.
  104. ^ "More Steamships For The Pacific". The Polynesian. Honolulu. 1850-08-07. p. 2 – via Newspapers.com.Open access icon
  105. ^ Baughman 1968. p. 243.
  106. ^ Morrison 1909. p. 110.
  107. ^ "Acapulco: Particulars of the Loss of the Steamship North America". The New York Times. 1852-04-01.
  108. ^ Heyl 1964. pp. 171–72.
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  118. ^ p. 189

Bibliography

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Books and reports
  • Baughman, James P. (1968). Charles Morgan and the Development of Southern Transportation. Nashville, TN: Vanderbilt University Press. pp. 242–43.
  • Borden, Philip D. (1957). Steamboating On Narragansett Bay. Rhode Island: Steamship Historical Society of America. pp. 35–36.
  • Cudahy, Brian L. (1990). Over and Back: The History of Ferryboats in New York Harbor. New York: Fordham University Press. p. 423. ISBN 0823212459.
  • Emerson, John C. Jr., ed. (1949). The Steamboat Comes to Norfolk Harbor and the Log of the First Ten Years; 1815–1825. Ann Arbor, MI: Edwards Brothers, Inc. p. 120.
  • Fairburn, William Armstrong (1945–55). Merchant Sail. Vol. 2. Center Lovell, ME: Fairburn Marine Educational Foundation, Inc. pp. 1145–46.
  • Green, Frank Bertangue (1886). History of Rockland County. New York: A. S. Barnes & Co. p. 213.
  • Jacobus, Melancthon W. (1956). The Connecticut River Steamboat Story. Hartford, CT: The Connecticut Historical Society.
  • Monmouth County (1949). The Township of Ocean: Commemorative Book Published for the Centennial Celebration August 1949. p. 38.
  • Morrison, John Harrison (1903). History of American Steam Navigation. New York: W. F. Sametz & Co.
  • Morrison, John Harrison (1909). History of New York Ship Yards. New York: Wm. F. Sametz & Co. p. 110.
  • Norwalk Historical and Memorial Library Association (1901). Norwalk After Two Hundred and Fifty Years: An Account of the Celebration of the 250th Anniversary of the Charter of the Town. Connecticut: C. A. Freeman. p. 248.
  • Stanton, Samuel Ward (1962–65) [First published 1895]. Anderson, Elizabeth Stanton (ed.). American Steam Vessels. Vol. 1–5. Meriden, CT: Meriden Gravure Company. pp. 2:11, 5:23.
  • Reynolds, Cuyler (1906). Albany Chronicles: A History of the City Arranged Chronologically. Albany, NY: J. B. Lyon Company.
  • Swede, George (2010). The Steam Tug. United States: XLibris Corporation. pp. 45, 90. ISBN 978-1-4535-7239-9.
  • Treasury Dept. (1838). Steam Engines: Letter From the Secretary of the Treasury (Report). United States Government. p. 96.









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