Allaire Iron Works

{{Short description|19th-century marine engineering company in New York City}} {{Use American English|date=April 2026}} {{Use mdy dates|date=April 2026}} {{Infobox company | name = Allaire Iron Works | logo = | type = Private | genre = | fate = | predecessor = | successor = | foundation = 1816 | founder = James P. Allaire | defunct = 1869 | location_city = New York City | location_country = United States | location = | locations = | area_served = | key_people = | industry = Engineering and shipbuilding | products = Marine steam engines, metal castings | services = | market cap = | revenue = | operating_income = | net_income = | aum = | assets = $300,000 (1842/1859) | equity = | owner = James P. Allaire (1816-1850) Cornelius Vanderbilt (1850-1869) | num_employees = 1859: 500 1863: 850<ref name=sciam_11apr63/> | parent = | divisions = | subsid = | homepage = | footnotes = | intl = }} The '''Allaire Iron Works''' was a leading 19th-century American marine engineering company based in New York City. Founded in 1816 by engineer and philanthropist James P. Allaire, the Allaire Works was one of the world's first companies dedicated to the construction of marine steam engines, supplying the engines for more than 50% of all the early steamships built in the United States.<ref name=av_allaire/>

James P. Allaire retired from the company in 1850 when it was taken over by Cornelius Vanderbilt. During Vanderbilt's ownership, the Allaire Iron Works made a significant contribution to the Union cause during the American Civil War. Following the war, the Allaire Works, like many other American marine engineering companies, fell on hard times, and in 1869 it was wound up, whereupon its equipment was purchased by John Roach, who also hired its best employees for his own company, the Morgan Iron Works.

Amongst the many notable achievements of the Allaire Works, it supplied the engine cylinder for the first steamship to cross the Atlantic, ''Savannah'', pioneered the use of the compound engine in steamships, and built the engines for two winners of the coveted Blue Riband. The company also supplied the engines for at least 17 U.S. Navy warships during the American Civil War.

==Background==

James Peter Allaire founded his first company, a brass foundry, at 466 Cherry Street, New York, in 1804. In 1807, Allaire received an order from steamboat pioneer Robert Fulton for brass fittings for the ''North River Steamboat'', the world's first commercially successful steam-powered vessel. Allaire and Fulton struck up a friendship, and Allaire provided fittings for later vessels built by Fulton.<ref name=swann5>Swann, p. 5.</ref> thumb|The Steam packet ''Chancellor Livingston'' entering the harbour of Newport Following Fulton's death in 1815, Allaire leased his plant and equipment from the Fulton and Livingstone families, and entered a partnership with Fulton's chief engineer, Charles Stoudinger. Allaire and Stoudinger built the engine and boiler for the last steamboat contracted for by the Fulton shop, the ''Chancellor Livingstone'', which was completed about a year later.<ref name=dayton/>

Stoudinger himself died shortly after completion of ''Chancellor Livingstone'', after which Allaire decided to move Fulton's equipment from its location in New Jersey to his brassworks at Cherry St., New York. With the consolidation of his business at the Cherry St. plant, Allaire renamed it the '''Allaire Iron Works'''.<ref name=swann5/><ref name=dayton>Dayton, Chapter 19.</ref>

==Allaire ownership, 1816-1850==

===Early period, 1816-1822=== thumb|Artist's impression of ''Savannah'' In 1817, the Allaire Iron Works supplied the engine cylinder for ''Savannah'', the first steamship to make a transatlantic crossing. The cylinder, one of the largest then built, had a diameter of {{convert|40|in}}, while the piston had a stroke of 5 feet.<ref>''Report of the U.S. National Museum During the Year Ending June 30, 1890'', Government Printing Office, Washington 1891, page 618.</ref> ''Savannah'' was not a commercial success, and following her return voyage from Europe, her engine was removed and sold to Allaire.

In 1819, the Allaire Works supplied the engine for ''Robert Fulton'', the first steamship to enter service along the United States coastline (as opposed to working the inland waterways). This engine had a {{convert|44|in|cm|adj=mid|-diameter}} cylinder and a stroke of 5 feet. ''Robert Fulton'' helped to demonstrate that steamships were capable of reliable seagoing service. Other engines built in this period by the Allaire Works include those for ''United States''—a 140-foot steamer said to be the first American steamboat to issue tickets (rather than "way-bills") to passengers<ref name="morrison_p341">Morrison, p. 341.</ref>—and for ''James Kent'', ''North Carolina'', ''South Carolina'' and other Hudson River steamers.<ref name=dayton>Dayton, Chapter 19.</ref>

===Howell Works=== {{main|Howell Works}}

As Allaire's business grew, he found it increasingly difficult to source adequate amounts of quality pig iron from which to manufacture his engines. The best quality pig iron was imported from Britain, but high tariffs made it uneconomic to use. The pig iron industry in the United States was at this time still in its infancy, and producing neither the quality nor quantity of pig iron required.<ref name=swann5-7>Swann pp. 5-7</ref>

The only solution was for Allaire to become a manufacturer of pig iron himself. In 1822, in response to a recommendation from a friend, Allaire purchased {{convert|7000|acre|km2|0}} of land in Monmouth County, New Jersey, which contained a furnace used for manufacturing pig iron from the natural resource of bog iron. Allaire renamed the furnace the Howell Works, and over the next 20 years used it to source most of his pig iron, during which time Howell Works grew to be a substantial and largely self-sufficient community, complete with its own church, school, company store and farmland.<ref name=swann5-7/>

===Pioneering compound engines, 1820s===

In 1824, the Allaire Works built the engine for the steamboat {{ship||Henry Eckford|1824|2}}, the first steam vessel in the world fitted with a compound engine. The high-pressure cylinder was {{convert|12|in}} in diameter and the low-pressure cylinder {{convert|24|in}}, with both having a stroke of 4 feet. In the same year, the Allaire Works also supplied a compound engine for a 200-ton towboat called ''Post Boy'',<ref>Morrison, pp. 214-215.</ref> and another for a small steamer, ''Linnaeus''.<ref name="morrison_p341"/>

Other vessels equipped with compound engines from the Allaire Works to 1828 included ''Sun'', ''Commerce'', ''Swiftsure'' and ''Pilot Boy''.<ref name=dayton/> The Allaire Works built compound engines decades before the advantages of such engines became widely recognized in the shipbuilding industry.

===Growth and financial problems, 1830s-1850=== thumb|upright|A side-lever engine built by the Allaire Iron Works in 1849 for the transatlantic steamer ''Pacific'' In the 1830s, the Allaire business empire reached the peak of its expansion. The Howell Works in New Jersey was producing a surplus of pig iron, enabling Allaire to diversify into the manufacture of household goods in addition to his production of marine engines in New York. Ships supplied with Allaire-built engines in this period included ''Frank'', ''New Haven'', ''Rhode Island'' and ''Massachusetts''. ''Massachusetts'', then the largest ship operating on Long Island Sound, was driven by a pair of beam engines.<ref name="morrison_p272"/>

Allaire had also accumulated considerable interest in steamships by this time. In 1836, a ship in which Allaire was part-owner, ''William Gibbons'', ran aground and was destroyed. In the same year, the Howell Works furnace blew out and production there temporarily ceased. The following year, the Panic of 1837 plunged America into a severe recession, and later that year, the steamboat ''Home'', wholly owned by Allaire and largely uninsured, sank with the loss of 100 lives, damaging Allaire's reputation and leaving him short of capital.<ref>Swann, pp. 9-10.</ref>

Allaire had up until this point in his career been able to borrow to meet cash shortfalls, but with the recession affecting demand for his products, he was obliged to look elsewhere for working capital. In 1842, he sold shares in the Allaire Iron Works, which was incorporated for the sum of $300,000.<ref name=dayton/> Shipping magnate Cornelius Vanderbilt and Allaire's brother-in-law John Haggerty were thus able to eventually gain a controlling interest in the company.<ref name=av_allaire>[http://www.allairevillage.org/visit/bios/allaire.html James P. Allaire] {{webarchive|url=https://web.archive.org/web/20120206155535/http://www.allairevillage.org/visit/bios/allaire.html |date=2012-02-06 }}, Allaire Village website.</ref>

With the capital infusion from incorporation, the Allaire Iron Works remained productive through the 1840s. In this period, engines were supplied for steamboats such as ''Isaac Newton'' in 1846, ''C. Vanderbilt'' in 1847, and ''Commodore'' in 1848 (the names for the latter two reflecting Vanderbilt's growing influence in the company). Engines were also supplied for the sister ships ''Bay State'' and ''Empire State'' in 1846–47, the former of which was the fastest boat on Long Island Sound for some years. In 1849–50, the Allaire Works supplied the engines for two of the original four Collins Line steamers, {{SS|Pacific|1849|2}} and {{SS|Baltic|1850|2}}. The engines for these two vessels were of the side-lever type, with ''Pacific'' having a {{convert|95|in|adj=on}} cylinder and 9-foot stroke, and ''Baltic'' a {{convert|96|in|adj=on}} cylinder and 10 foot stroke.<ref>Morrison, pp. 411-412.</ref> Both ships were to become Blue Riband winners by setting speed records for transatlantic crossings.<ref>[http://www.americanheritage.com/articles/magazine/it/1996/3/1996_3_8.shtml "The Thrall of the Blue Riband"] {{Webarchive|url=https://web.archive.org/web/20070219180256/http://www.americanheritage.com/articles/magazine/it/1996/3/1996_3_8.shtml |date=2007-02-19 }}, by Robert C. Post, ''Invention and Technology Magazine, Winter 1996, Volume 11, Issue 3'', reproduced at American Heritage website.</ref>

==Vanderbilt ownership, 1850-1869== [[File:Cornelius Vanderbilt Daguerrotype2.jpg| thumb | upright | Transport magnate Cornelius Vanderbilt gained control of the Allaire Works in 1850 ]]

===Vanderbilt takeover===

In 1850, James P. Allaire retired from the Presidency of the Allaire Iron Works—according to one report, through the machinations of his brother-in-law John Haggerty, who may have been scandalized by the former's marriage to a young woman 26 years his junior in 1846.<ref name=av_allaire/> Cornelius Vanderbilt subsequently gained control of the company,<ref>''Naval Contracts and Expenditures (to accompany Bill H. R. No. 884)'', House of Representatives Report No. 184, 35th Congress, 2nd Session.</ref> appointing T. F. Secor, former proprietor of T. F. Secor & Co., as its manager.<ref>[http://dsecor.familytreeguide.com/getperson.php?personID=I02108&tree=sicard&PHPSESSID=6227e94372f412ae1963a04113526f37 Theodosius Fowler Secor], dsecor.familytreeguide.com.</ref>

After the Vanderbilt takeover, an increasing percentage of the company's contracts came from Vanderbilt himself, who from this point had most of his new steamboats and steamships engined there, just as most of his shipbuilding contracts went to the same firm, that of his trusted nephew, Jeremiah Simonson. Vanderbilt brought his own ideas to the field of marine steam engineering. Defying the prevailing wisdom, he began powering oceangoing steamships with American walking beam engines, believing that their relative lightness of construction, economy of operation and low maintenance requirements made them preferable to the low center-of-gravity, but more complex, British-designed side-lever and oscillating types.<ref name=stiles_pp199-200>Stiles, pp. 199-200.</ref> Other American marine engine manufacturers quickly followed his example, and walking beams became the preferred engine type for oceangoing American sidewheel steamships until the introduction of the much more economical surface condensing compound engine in the early 1870s.{{efn|<ref>Ridgely-Nevitt 1981. p. 301.</ref> Also see, for example, the manufacturing records of the Morgan Iron Works (Baughman, pp. 242-245), or of other major U.S. marine engine manufacturers.}}

During the 1850s, the Allaire Works supplied engines to such notable ships as ''Buckeye State'' in 1850—only the second ship on the Great Lakes to be fitted with a compound engine<ref>Morrison, pp. 376-377.</ref>—and the 3,360-ton ''Vanderbilt'', whose twin {{convert|90|in|adj=on}} cylinder beam engines were believed to make her the fastest oceangoing ship operating from New York upon launch in 1856.<ref>Morrison, pp. 429-431.</ref> Other ships fitted with Allaire powerplants in this period include ''North Star'' (1853), a transatlantic ocean liner, ''St. Lawrence'' (1853), built for operation on the Great Lakes, and the Long Island Sound steamer ''Plymouth Rock'' (1854).<ref>Morrison, pp. 308, 375, 429.</ref>

===American Civil War=== [[File:USS Vanderbilt cropped.jpg|thumb|The 3,360-ton steamer {{USS|Vanderbilt}}, in port during the Civil War. ''Vanderbilt''<nowiki>'s</nowiki> size, speed and range made her an ideal hunter for the Confederate Raider CSS ''Alabama'', but she never located her prey.]] The Allaire Iron Works made a substantial contribution to the Union cause during the American Civil War, providing the engines for at least seven warships, while at least another ten merchant ships with Allaire engines were purchased or chartered by the U.S. Navy and converted into warships.

In 1861, the Allaire Works built the engines for two of the 700 ton {{sclass|Unadilla|gunboat|4}} or "90-day" gunboats, {{USS|Penobscot|1861|6}} and {{USS|Winona}}. The following year, the company supplied the engines for the 1,533-ton screw steamer USS ''Lackawanna'', and for two of the 1,173-ton ''Sassacus'' class double-ended sidewheel gunboats, {{USS|Mackinaw}} and {{USS|Mattabesett|1863|6}}.<ref>Bauer and Roberts, pp. 67-68, 73-74, 80-81.</ref> In 1864, the Allaire Works supplied two {{convert|100|in|adj=on}} cylinder, 4-foot stroke vibrating-lever engines for the 4,912-ton monitor {{USS|Puritan|1864|6}}; however delays in supply of the ship's {{convert|20|in|adj=on}} Dahlgren smoothbore cannon prevented the vessel from seeing wartime service.<ref>Bauer and Roberts, p. 44.</ref>

The Allaire Works also supplied the engines in 1864 for the 4,215-ton ''Wampanoag'' class screw sloop {{USS|Madawaska|1865|6}}. Intended to be a very fast ship, ''Madawaska'' was fitted with experimental vibrating-lever engines designed by Navy architect John Ericsson. The engines proved a failure, delivering a cruising speed of only 12.73 knots, well under the specified speed of 15 knots, and they were later replaced with a more conventional power plant.<ref>Bauer and Roberts, pp. 57-58.</ref>

In addition to the engines directly contracted for, the Navy also requisitioned a number of merchant steamships powered by Allaire engines and converted them into warships. Some of these vessels had been built prior to the war, while others were built during the war and requisitioned by the Navy as they entered service.

The largest and most impressive of these ships was the 3,360-ton oceangoing sidewheel steamer ''Vanderbilt'', launched in 1856, and gifted to the U.S. Navy by Cornelius Vanderbilt in 1862. With her 14 knot speed and long operational range, ''Vanderbilt'' was an ideal candidate for a pursuit ship, and after being fitted out with a formidable battery of cannon, the newly commissioned {{USS|Vanderbilt}} was employed in a year-long hunt for the notorious Confederate raider CSS ''Alabama'', but without success. Other Allaire powered ships commissioned by the Navy included {{USS|Harriet Lane||2}}, {{USS|James Adger||2}}, {{USS|Magnolia|1854|2}}, {{USS|Rhode Island|1860|2}}, {{USS|R. R. Cuyler||2}} and {{USS|Western World||2}}, all built before the war, and {{USS|Fort Jackson||2}} and the ferries {{USS|Clifton|1861|2}} and {{USS|Shokokon||2}}, built during the war.<ref>Bauer and Roberts, pp. 87, 88, 91, 92, 95, 96.</ref>

The Allaire Works also continued to produce engines for commercial vessels during the conflict, such as ''City of New London'', built in 1863, and ''St. John'', which was built in 1864 and used as a hospital ship.<ref>Morrison, pp. 126, 146, 334.</ref>

==Postwar slump and closure==

Shortly after the end of hostilities, the U.S. government dumped more than a million tons of unwanted shipping onto the market, driving down prices and depriving the shipbuilding industry of new orders. The slump lasted several years, and many ship and marine engine builders were driven to bankruptcy in this period.<ref>Swann, p. 23.</ref>

By 1867, the Allaire Iron Works had only one engine and one boiler on its books. The company soldiered on until 1869 when Cornelius Vanderbilt sold its plant and equipment at auction, which were bought by John Roach at scrap metal prices. Vanderbilt was wealthy enough to survive the slump, but had apparently decided to move his assets into railroads by this time. After the auction, the property of the Allaire Works was divided into a tombstone factory and horse stables.<ref name=swann26>Swann, p. 26.</ref>

Roach, one of the few marine entrepreneurs to survive and prosper in the postwar period, took the best of the Allaire Works tools, along with its best former workers, and employed them at his newly acquired plant on the East River, the Morgan Iron Works.<ref name=swann26/>

==Production, 1816-1867==

===Merchant ships===

The following table lists merchant ships with engines supplied by the Allaire Iron Works from the company's inception in 1816 until its closure in 1867. Names in small print preceded or followed by an arrow in the "Name" column indicate that the engine either originated from or was later installed in the ship so named. This is an incomplete list.

{| class="wikitable" |+ ''Merchant ships powered by Allaire Iron Works engines, 1816-1867'' |- ! rowspan="1" colspan="6"| Ship ! rowspan="1" colspan="4" | Engine ! rowspan="2" | Ship notes/references |- bgcolor="f0f0f0" | align="center" | '''Name''' | align="center" | '''Type''' | align="center" | '''Built''' | align="center" | '''Builder''' | align="center" | '''Ton.''' | align="center" | '''Intended service'''{{efn|The service for which the vessel was built. Where this is not known, the vessel's original home port, where known, is substituted in parentheses.}} | align="center" | '''No.''' | align="center" | '''{{ubl|Cyl.|(ins)}}''' | align="center" | '''{{ubl|Str.|(ft)}}''' | align="center" | '''Type''' |- align="center" | align="left" | {{nobreak|''Chancellor Livingstone''}} || Steamboat || 1816 || align="left" | Henry Eckford || align="right" | 495 || align="left" | Hudson River || 1 || 44 || 5 || C || align="left" | |- align="center" | align="left" | ''Sophia'' || || 1817 || align="left" | A. S. Roberts ||align="right" | 50 || align="left"| Great Lakes || || || || || align="left" | |- align="center" | align="left" | ''Savannah'' || Steamship || 1818 || align="left"| Fickett & Crockett ||align="right" | 320 || align="left"| Transatlantic || 1 || 40 || 5 || I/DA || align="left" | Auxiliary steamer; first steamship to make a transatlantic crossing (albeit mostly under sail). Wrecked on Long Island, 1821. |- align="center" | align="left" | ''Robert Fulton'' || Steamship || 1819 || align="left"| Henry Eckford ||align="right" | 702 || align="left"| Atlantic coast || 1 || 44 || 5 || C || align="left" | |- align="center" | align="left" | ''United States'' || Steamboat || 1821 || align="left"| J. Williams ||align="right" | 180 || align="left"| Hudson River || 1 || 44 || 5 || C || align="left" | <ref name=morrison_p339>Morrison, p. 339.</ref> |- align="center" | align="left" | ''James Kent'' || Steamboat || 1823 || align="left"| Blossom, Smith & Dimon ||align="right" | 364 || align="left"| Hudson River || 1 || 44 || 5 || C || align="left" | |- align="center" | align="left" | ''Martha Ogden'' || Steamboat || 1823 || align="left"| A. S. Roberts ||align="right" | || align="left"| Great Lakes || 1 || || || C || align="left" | |- align="center" | align="left" | ''Augusta'' || || 1824 || align="left"| Brown & Bell ||align="right" | 206 || align="left"| Charleston, SC 38 || || || || || align="left" | <ref name=steamengines_pp266-267>U.S. Treasury Dept. 1838, pp. 266-267.</ref> |- align="center" | align="left" | ''Henry Eckford'' || Steamboat || 1824 || align="left"| Lawrence & Sneden ||align="right" | 150 || align="left"| Hudson River || 1 || 12, 24 || 4 || Cm/C || align="left" | <ref name=steamengines_p96>Treasury Dept. 1838. p. [https://hdl.handle.net/2027/mdp.39015020229558?urlappend=%3Bseq=103 96].</ref><ref>{{cite magazine |last= Stanton |first= Samuel Ward |title= History of the First Century of Steam Navigation: Chapter XX |url= https://hdl.handle.net/2027/nyp.33433069075087?urlappend=%3Bseq=23 |magazine= Master, Mate and Pilot |location= New York |publisher= The American Association of Masters, Mates and Pilots |date= June 1912 |volume= 5 |issue= 1 |page= 17 |hdl= 2027/nyp.33433069075087?urlappend=%3Bseq=23 }}</ref> World{{'}}s first steam vessel powered by a compound engine. |- align="center" | align="left" | ''Linnaeus'' || || 1824 || align="left"| Elijah Peck ||align="right" | 92 || align="left"| Long Island Sound || 1 || || || C || align="left" | <ref name=morrison_p341>Morrison, p. 341.</ref> |- align="center" | align="left" | ''Oliver Ellsworth'' || || 1824 || align="left"| Isaac Webb ||align="right" | 227 || align="left"| Long Island Sound || 1 || || || C || align="left" | <ref name=heyl_v2pp179-180>Heyl, Vol. 2, pp. 179-180.</ref> |- align="center" | align="left" | ''Post Boy'' || || 1824 || align="left"| || align="right" | 258 ||align="left" | (New York City) || 1 || || 6 || Cm/B || align="left" | <ref>Lytle & Holdcamper 1975, p. 176.</ref> |- align="center" | align="left" | ''Pilot Boy'' || || 1824 || align="left"| || align="left"| ||align="right" | || || || || Cm || align="left" | |- align="center" | align="left" | ''Thistle'' || || 1824 || align="left"| ||align="right" | 202 || align="left"| || || || || || align="left" | <ref name=steamengines_p135/> |- align="center" | align="left" | ''Chief Justice Marshall'' || Steamboat || 1825 || align="left"| Thorne & Williams ||align="right" | 314 || align="left"| Hudson River || 1 || || || C || align="left" | <ref name=heyl_v3pp69-71>Heyl, Vol. 3, pp. 69-71.</ref> |- align="center" | align="left" | {{ubl|''Commerce''|''Ontario'' 56}} || Steamboat || 1825 || align="left"| Christian Bergh ||align="right" | 371 || align="left"| Hudson River || 1 || 16, 30 || 4 || Cm || align="left" | |- align="center" | align="left" | ''Fanny'' || Steamboat || 1825 || align="left"| Lawrence & Sneden ||align="right" | 126 || align="left"| Long Island Sound || 1 || || || C || align="left" | <ref name=heyl_v2p85>Heyl, Vol. 2, p. 85.</ref> |- align="center" | align="left" | ''Swift Sure'' || Steamboat || 1825 || align="left"| Christian Bergh ||align="right" | 265 || align="left"| Hudson River || 1 || 16, 30 || 4 || Cm || align="left" | |- align="center" | align="left" | ''Sun'' || Steamboat || 1825 || align="left"| ||align="right" | || align="left"| Hudson River || 1 || 16, 30 || 4 || Cm || align="left" | |- align="center" | align="left" | ''Swan'' || || 1826 || align="left"| James P. Allaire ||align="right" | 353 || align="left"| || || || || || align="left" | <ref name=steamengines_p135>U.S. Treasury Dept. 1838, p. 135.</ref> |- align="center" | align="left" | ''Benjamin Franklin'' || Steamboat || 1828 || align="left"| Brown & Bell ||align="right" | 410 || align="left"| Long Island Sound || 2 || || || VB || align="left" | <ref name=heyl_v2pp17-18>Heyl, Vol. 2, pp. 17-18.</ref> |- align="center" | align="left" | ''Rufus W. King'' || || 1828 || align="left"| Smith & Dimon ||align="right" | || align="left"| New York Harbor || 1 || 34 || 4 || C || align="left" | <ref name=morrison1909_p52>Morrison 1909, p. 52.</ref> |- align="center" | align="left" | ''Transport'' || || 1828 || align="left"| ||align="right" | 73 || align="left"| (New York) || || || || || align="left" | <ref name=steamengine_p240>U.S. Treasury Dept. 1838, p. 240.</ref> |- align="center" | align="left" | ''President'' || || 1829 || align="left"| Brown & Bell ||align="right" | 518 || align="left"| Long Island Sound || 2 || 48 || 7 || VB || align="left" | <ref name=heyl_v2pp205-206>Heyl, Vol. 2, pp. 205-206.</ref> |- align="center" | align="left" | ''John Stoney'' || || 1830 || align="left"| Brown & Bell ||align="right" | 163 || align="left"| || || || || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''Napoleon'' || || 1830 || align="left"| Lawrence & Sneden{{efn|Built by Lawrence & Sneden according to official records, but by Smith & Dimon according to the Allaire diary.<ref name=heyl_v5pp189-193/>}} ||align="right" | 136 || align="left"| New York-New Brunswick || 1 || 51 || 6 || C || align="left" | Lengthened {{cvt|26|ft}}. and tonnage increased to 169 tons, 1836. Out of documentation, 1855.<ref name=heyl_v5pp189-193>Heyl, Vol. 5, pp. 189-193.</ref> |- align="center" | align="left" | ''Boston'' || || 1831 || align="left"| Brown & Bell ||align="right" | 380 || align="left"| Long Island Sound || 2 || 40 || 7 || VB || align="left" | <ref name=steamengines_p247>U.S. Treasury Dept. 1838, p. 247.</ref><ref name=morrison_p267>Morrison, p. 267.</ref><ref name=heyl_v3pp31-32>Heyl, Vol. 3, pp. 31-32.</ref> |- align="center" | align="left" | ''John Cooley'' || || 1831 || align="left"| P. & T. Peck ||align="right" | 35 || align="left"| Atlantic Coast? || || || || || align="left" | <ref name=steamengines_p81>U.S. Treasury Dept. 1838, p. 81.</ref> |- align="center" | align="left" | ''Superior'' || Steamboat || 1831 || align="left"| Smith, Dimon & Comstock ||align="right" | 194 || align="left"| Long Island Sound || 1 || 36 || 8 || C || align="left" | Made 651 trips between New York and New Haven without a breakdown. Engine removed and converted to canal boat, 1859.<ref name=heyl_v5pp261-262>Heyl, Vol. 5, pp. 261-262.</ref> |- align="center" | align="left" | ''Water Witch'' || || 1831 || align="left"| Brown & Bell ||align="right" | 207 || align="left"| Long Island Sound || 1 || 36 || 8 || C || align="left" | <ref name=heyl_v3pp337-338>Heyl, Vol. 3, pp. 337-338.</ref> |- align="center" | align="left" | ''William Seabrook'' || || 1831 || align="left"| Lawrence & Sneden ||align="right" | 227 || align="left"| Atlantic Coast 38 || || || || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''David Brown'' || Steamboat || 1832 || align="left"| ||align="right" | 190 || align="left"| Atlantic coast || 1 || || || C || align="left" | <ref name=baughman_p239/> |- align="center" | align="left" | ''Flushing'' || || 1832 || align="left"| Lawrence & Sneden ||align="right" | 107 || align="left"| New York–Norwich, CT || 1 || || || C || align="left" | <ref name=steamengines_p96/><ref name=morrison_p327>Morrison, p. 327.</ref> |- align="center" | align="left" | ''Splendid'' || Steamboat || 1832 || align="left" | Smith, Dimon & Comstock ||align="right" | 209 || align="left" | New Haven || 1 || 37 || 7 || C || align="left" | <ref name=steamengines_p64>U.S. Treasury Dept. 1838, p. 64.</ref><ref name=morrison_p349>Morrison, p. 349.</ref> |- align="center" | align="left" | ''Daniel Webster'' || || 1833 || align="left"| John Carrick ||align="right" | 358 || align="left"| Great Lakes || 1 || || || C || align="left" | <ref name=steamengines_pp124-125/><ref name=heyl_v2pp65-66>Heyl, Vol. 2, pp. 65-66.</ref> |- align="center" | align="left" | ''William Gibbons'' || Steamboat || 1833 || align="left"| Samuel Sneden ||align="right" | 294 || align="left"| Atlantic coast || 1 || || || C || align="left" | <ref name=heyl_v1p445>Heyl, Vol. 1, p. 445.</ref><ref name=baughman_p239/> |- align="center" | align="left" | {{ubl|''Bangor''|''Sudaver''}} || || 1834 || align="left"| Brown & Bell ||align="right" | 385 || align="left"| Boston–Bangor || 1 || 36 || 9 || C || align="left" | <ref name=heyl_v2p13>Heyl, Vol. 2, p. 13.</ref> |- align="center" | align="left" | ''Fox'' || || 1834 || align="left"| ||align="right" | 66 || align="left"| New York City–Long Island || 1 || || || C || align="left" | <ref name=steamengines_p231>U.S. Treasury Dept. 1838, p. 231.</ref><ref name=morrison_p358>Morrison, p. 358.</ref> |- align="center" | align="left" | ''Sandusky'' || || 1834 || align="left"| F. Church ||align="right" | 377 || align="left"| Lake Erie 38 || || || || || align="left" | <ref name=steamengines_p332>U.S. Treasury Dept. 1838, p. 332.</ref> |- align="center" | align="left" | ''Stonington'' || || 1834 || align="left"| ||align="right" | 211 || align="left"| Rhode Island 38 || || || || || align="left" | <ref name=steamengines_p84>U.S. Treasury Dept. 1838, p. 84.</ref> |- align="center" | align="left" | ''Thomas Jefferson'' || || 1834 || align="left"| S. Jenkins ||align="right" | 428 || align="left"| Great Lakes || 1 || 50 || 9 || C || align="left" | <ref name=morrison_pp437-438>Morrison, pp. 437-438.</ref> |- align="center" | align="left" | ''Columbia'' || || 1835 || align="left"| ||align="right" | 423 || align="left"| Atlantic coast || 1 || 56 || 6 || C || align="left" | <ref name=baughman_p239>Baughman, p. 239.</ref> |- align="center" | align="left" | ''Frank'' || Steamboat || 1835 || align="left" | Lawrence & Sneden ||align="right" | 175 || align="left" | Hudson River || 1 || 30 || 6 || C || align="left" | Abandoned 1861.<ref name=heyl_v5pp107-109>Heyl, Vol. 5, pp. 107-109.</ref> |- align="center" | align="left" | ''New Haven'' || Steamboat || 1835 || align="left"| Lawrence & Sneden ||align="right" | 342 || align="left"| New Haven || 1 || 47 || 10 || B || align="left" | <ref name=steamengines_p64/> |- align="center" | align="left" | ''Pioneer'' || || 1835 || align="left"| ||align="right" | || align="left"| Georgia || || || || || align="left" | <ref name=steamengines_pp285-286/> |- align="center" | align="left" | ''Portland'' || || 1835 || align="left"| Nathan Dyer ||align="right" | 445 || align="left"| Atlantic Coast || 1 || 56 || 6 || C || align="left" | <ref name=steamengines_p19>U.S. Treasury Dept. 1838, p. 19.</ref><ref name=morrison_p387>Morrison, p. 387.</ref> |- align="center" | align="left" | ''Cincinnati'' || || 1836 || align="left"| James Poyas ||align="right" | 211 || align="left"| Florida 38 || || || || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''Home'' || Steamboat || 1836 || align="left"| ||align="right" | || align="left"| Atlantic coast || 1 || 56 || 9 || C || align="left" | |- align="center" | align="left" | ''Massachusetts'' || Steamboat || 1836 || align="left"| Brown & Bell ||align="right" | 676 || align="left"| Long Island Sound || 2 || 44 || 9 || VB || align="left" | <ref name=stanton_p59>Stanton, p. 59.</ref> |- align="center" | align="left" | ''New York'' || Steamboat || 1836 || align="left"| Lawrence & Sneden ||align="right" | 524 || align="left"| Long Island Sound || 1 || 52 || 10 || C || align="left" | <ref name=stanton_p47>Stanton, p. 47.</ref> |- align="center" | align="left" | ''Ochmulgee'' || || 1836 || align="left"| W. Kirkwood ||align="right" | 231 || align="left"| Georgia 38 || || || || || align="left" | <ref name=steamengines_pp285-286>U.S. Treasury Dept. 1838, pp. 285-286.</ref> |- align="center" | align="left" | ''Pioneer'' || || 1836 || align="left"| ||align="right" | || align="left"| Georgia 38 || || || || || align="left" | <ref name=steamengines_pp285-286/> |- align="center" | align="left" | ''Rhode Island'' || Steamboat || 1836 || align="left"| Brown & Bell ||align="right" | 588 || align="left"| New York–Providence, RI || 1 || 50 || 11 || C || align="left" | <ref name=morrison_p272>Morrison, p. 272.</ref><ref name=stanton_p51>Stanton, p. 51.</ref> |- align="center" | align="left" | ''Buffalo'' || 1837 || align="left"| John Carrick ||align="right" | 613 || align="left"| Great Lakes || 1 || 54 || 9 || C || align="left" | <ref name=steamengines_pp124-125>U.S. Treasury Dept. 1838, pp. 124-125.</ref><ref name=heyl_v2p19>Heyl, Vol. 2, p. 19.</ref> |- align="center" | align="left" | ''Clifton'' || || 1837 || align="left"| Vanderbilt ||align="right" | 162 || align="left"| Atlantic Coast 38 || || || || || align="left" | <ref name=steamengines_pp151-152>U.S. Treasury Dept. 1838, pp. 151-152.</ref> |- align="center" | align="left" | ''Illinois'' || Steamboat || 1837 || align="left"| William H. Brown ||align="right" | 349 || align="left"| Hudson River || 1 || || || C || align="left" | <ref name=heyl_v3pp175-176>Heyl, Vol. 3, pp. 175-176.</ref> |- align="center" | align="left" | ''Isis'' || Steamboat || 1837 || align="left"| ||align="right" | 130 || align="left"| Georgia 38 || || || || || align="left" | <ref name=steamengines_pp274-275>U.S. Treasury Dept. 1838, pp. 274-275.</ref> |- align="center" | align="left" | ''Mud-machine'' || || 1837 || align="left"| [Charleston, SC] 38 ||align="right" | 60 || align="left"| William Bird || || || || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''Despatch'' || || 1838 || align="left"| James Poyas ||align="right" | 53 || align="left"| Florida 38 || || || || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''Gov. Dudley'' || || 1838 || align="left"| Bishop & Simpson ||align="right" | 408 || align="left"| Atlantic Coast 38 || || || || || align="left" | <ref name=steamengines_p247/> |- align="center" | align="left" | ''Illinois'' || || 1838 || align="left"| B. S. Goodell ||align="right" | 755 || align="left"| Great Lakes || 1 || 56 || 10 || || align="left" | <ref name=steamengines_p344>U.S. Treasury Dept. 1838, p. 344.</ref><ref name=morrison_p370>Morrison, p. 370.</ref> |- align="center" | align="left" | ''Neptune'' || Steamboat || 1838 || align="left"| Lawrence & Sneden ||align="right" | 745 || align="left"| Atlantic Coast || 1 || 50 || {{frac|11|1|2}} || || align="left" | <ref name=steamengines_pp266-267/> |- align="center" | align="left" | ''Osiris'' || Steamboat || 1838 || align="left"| Bishop & Simonson ||align="right" | 145 || align="left"| New York–Red Bank || 1 || || || C || align="left" | <ref name=heyl_v2pp189-190>Heyl, Vol. 2, pp. 189-190.</ref> |- align="center" | align="left" | {{USS|General Taylor}} || || 1840? || align="left"| ||align="right" | 150 || align="left"| || 1 || 25.3 || 6 || C || align="left" | <ref name=emmons_pp30-35>Emmons, pp. 30-35.</ref> |- align="center" | align="left" | {{ubl|''Iolas''|''Gipsey'' 66}} || || 1842 || align="left"| Bishop & Simonson ||align="right" | 180 || align="left"| New York-Red Bank || 2 || || || VB || align="left" | <ref name=heyl_v3pp181-182>Heyl, Vol. 3, pp. 181-182.</ref> |- align="center" | align="left" | {{ubl|''Lady Of The Lake''|''Queen City'' 53}} || || 1842 || align="left"| George S. Weeks ||align="right" | 425 || align="left"| Great Lakes || 1 || || || C || align="left" | Fast vessel and first steamboat on Lake Ontario with upper cabin. Destroyed by fire, 1855.<ref name=heyl_v5pp161-162>Heyl, Vol. 5, pp. 161-162.</ref> |- align="center" | align="left" | {{ubl|''Massachusetts''|''John W. D. Pentz'' 63|''Massachusetts'' 69}} || Steamboat || 1842 || align="left"| Lawrence & Sneden ||align="right" | 308 || align="left"| Long Island Sound || 1 || || || C || align="left" | <ref name=heyl_v3pp221-224>Heyl, Vol. 3, pp. 221-224.</ref> |- align="center" | align="left" | ''Hero'' || Steamboat || 1844 || align="left"| Lawrence & Sneden ||align="right" | ~500 || align="left"| Hudson River || 1 || || || C || align="left" | <ref name=heyl_v3pp171-172>Heyl, Vol. 3, pp. 171-172.</ref> |- align="center" | align="left" | ''Hendrik Hudson'' || Steamboat || 1845 || align="left"| George Collyer ||align="right" | 1170 || align="left"| Hudson River || 1 || 72 || 11 || || align="left" | |- align="center" | align="left" | {{ubl|''Traveller''|''Traveler'' 54}} || || 1845 || align="left"| Bishop & Simonson? ||align="right" | 584 || align="left"| Long Island Sound || 1 || 52 || 11 || VB || align="left" | <ref name=heyl_v3pp323-324>Heyl, Vol. 3, pp. 323-324.</ref> |- align="center" | align="left" | ''Bay State'' || Steamboat || 1846 || align="left"| Lawrence & Sneden ||align="right" | 1600 || align="left"| Long Island Sound || 1 || 76 || 12 || B || align="left" | |- align="center" | align="left" | {{ubl|''Cricket''|''L. Boardman'' 57|''River Belle'' 80}} || Steamboat || 1846 || align="left"| William H. Brown || align="right" | 204 || align="left"| Hudson River || 1 || 36 || 10 || VB || align="left" | Converted to tugboat 1866; rebuilt for passenger/freight service 1880; sank 1894.<ref name=heyl_v5pp81-83>Heyl, Vol. 5, pp. 81-83.</ref> |- align="center" | align="left" | ''Isaac Newton'' || Steamboat || 1846 || align="left" | William Brown ||align="right" | 1332 || align="left" | Hudson River || 1 || 81 || 12 || B || align="left" | |- align="center" | align="left" | ''C. Vanderbilt'' || Steamboat || 1847 || align="left"| Bishop & Simonson ||align="right" | || align="left"| Long Island Sound || 1 || 72 || 12 || B || align="left" | |- align="center" | align="left" | ''Commodore'' || Steamboat || 1848 || align="left"| Bishop & Simonson ||align="right" | 984 || align="left"| Long Island Sound || 1 || 65 || 11 || VB || align="left" | <ref name=morrison_p308>Morrison, p. 308.</ref><ref name=heyl_v3pp95-96>Heyl, Vol. 3, pp. 95-96.</ref> |- align="center" | align="left" | ''Panama'' || Steamship || 1848 || align="left"| William H. Webb ||align="right" | 1087 || align="left"| Intercoastal || 1 || 70 || 8.7 || SL || align="left" | <ref name=dsc_14oct53>[http://paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&d=DSC18531014.2.20 "Pacific and Atlantic Coast Steam Marine"], ''Daily Southern Cross'', 1853-10-14.</ref> |- align="center" | align="left" | {{ubl|''Plymouth Rock'' y|''Empire State''}} || Steamboat || 1848 || align="left"| Samuel Sneden ||align="right" | 1598 || align="left"| Long Island Sound || 1 || 76 || 12 || VB || align="left" | <ref name=heyl_v3pp125-126>Heyl, Vol. 3, pp. 125-126.</ref> |- align="center" | align="left" | {{ubl|''State of Maine''|''San Pelayo'' 71}} || Steamboat || 1848 || align="left"| Bishop & Simonson ||align="right" | 806 || align="left"| Maine coast || 1 || 54 || 11 || VB || align="left" | <ref name=heyl_v2pp243-244>Heyl, Vol. 2, pp. 243-244.</ref> |- align="center" | align="left" | ''Canonicus'' || Steamboat || 1849 || align="left"| Lawrence & Sneden ||align="right" | 396 || align="left"| Long Island Sound || 1 || 36 || 12 || VB || align="left" | <ref name=heyl_v2pp25-26>Heyl, Vol. 2, pp. 25-26.</ref> |- align="center" | align="left" | ''Pacific'' || Steamship || 1849 || align="left"| Brown & Bell ||align="right" | || align="left"| Transatlantic || 2 || 95 || 9 || SL || align="left" | |- align="center" | align="left" | ''America'' || || 185? || align="left"| || align="left"| ||align="right" | || || || || || align="left" | |- align="center" | align="left" | ''Niagara'' || || 185? || align="left"| || align="left"| ||align="right" | || || || || || align="left" | |- align="center" | align="left" | ''Baltic'' || Steamship || 1850 || align="left"| Brown & Bell ||align="right" | || align="left"| Transatlantic || 2 || 96 || 10 || SL || align="left" | |- align="center" | align="left" | ''Buckeye State'' || || 1850 || align="left"| ||align="right" | 1187 || align="left"| Great Lakes || 1 || 37, 80 || 11 || AC || align="left" | <ref name=bartol>Bartol, p. 120.</ref> |- |''Director'' | |1850 |J. Simonson |65 |Lake Nicaragua |1 | | |C |<ref>{{Cite news|date=January 1, 1851|title=Great Steamship Foundries of New York|work=New York Daily Herald|url=https://www.newspapers.com/image/329243192/?terms=%22Steamer%20Director%22&match=1}}</ref> Built for Cornelius Vanderbilt's Nicaragua Line. She was the first steamship to sail on Lake Nicaragua. |- align="center" | align="left" | ''Daniel Webster'' || Steamboat || 1851 || align="left"| William H. Brown ||align="right" | 1035 || align="left"| New York-Nicaragua || 1 || 56 || 10 || VB || align="left" | <ref name=heyl_v1pp123-124>Heyl, Vol. 1, pp. 123-124.</ref> |- align="center" | align="left" | ''Illinois'' || || 1851 || align="left"| Smith & Dimon ||align="right" | 2040 || align="left"| South America || 2 || 85 || 9 || O || align="left" | <ref name=emmons_p37>Emmons, p. 37. The design and construction of this vessel's machinery was apparently divided between the Allaire Works and T. F. Secor & Co.</ref> |- align="center" | align="left" | ''Northern Light'' || Steamship || 1851 || align="left"| J. Simonson ||align="right" | 1768 || align="left"| New York-Nicaragua || 2 || 60 || 10 || VB || align="left" | <ref name=heyl_v1p307-308>Heyl, Vol. 1, pp. 307-308.</ref> |- align="center" | align="left" | ''Union'' || || 1851 || align="left"| ||align="right" | || align="left"| South America || 2 || 60 || 7 || SL || align="left" | <ref name=emmons_p37a>Emmons, p. 37.</ref> |- align="center" | align="left" | ''Black Warrior'' || Steamship || 1852 || align="left" | W. Collyer ||align="right" | 1350 || align="left" | Atlantic coast || 1 || 65 || 11 || VB || align="left" | <ref name=heyl_v1p59>Heyl, Vol. 1, p. 59.</ref> |- align="center" | align="left" | {{ubl|''San Juan''|''Star Of The West'' 52|CSS ''St. Philip'' 62}} || Steamship || 1852 || align="left" | J. Simonson ||align="right" | 1172 || align="left" | New York-Nicaragua || 2 || 66 || 11 || VB || align="left" | USQMD 1861, captured by Confederacy 1861 and converted to receiving and training ship, later sunk as obstruction in Yazoo River.<ref name=heyl_v5pp255-257>Heyl, Vol. 5, pp. 255-257.</ref> |- align="center" | align="left" | ''California'' || Steamboat || 1852 || align="left" | Samuel Sneden ||align="right" | 480 || align="left" | Gulf of Mexico || 1 || 40 || 10 || VB || align="left" | <ref name=nyt_22dec61>[https://timesmachine.nytimes.com/timesmachine/1861/12/22/78674238.pdf "From The Gulf"], ''The New York Times'', 1861-12-22.</ref> |- align="center" | align="left" | {{USS|James Adger||2}} || Steamship || 1852 || align="left" | William H. Webb ||align="right" | 1152d || align="left" | Atlantic coast || 1 || || || SL || align="left" | <ref name=bauerroberts_p87>Bauer and Roberts, p. 87.</ref> |- align="center" | align="left" | ''Uncle Sam'' || Steamship || 1852 || align="left" | Perine, Patterson & Stack ||align="right" | 1800 || align="left" | Atlantic Coast || 1 || 66 || 11 || B || align="left" | <ref name=nyt_28sep52>[https://timesmachine.nytimes.com/timesmachine/1852/09/28/87842562.pdf "Steamship Uncle Sam"], ''The New York Times'', 1852-09-28.</ref><ref name=nyt_13nov52>[https://timesmachine.nytimes.com/timesmachine/1852/11/13/75121600.pdf "Trial Trip of the Steamer Uncle Sam"], ''The New York Times'', 1852-11-13.</ref> |- align="center" | align="left" | ''North Star'' || Steamship || 1853 || align="left" | J. Simonson ||align="right" | 2000 || align="left" | Atlantic coast || 2 || 66 || 10 || VB || align="left" | {{efn|<ref name=nzchronicle_12nov53>[http://paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&d=NENZC18531112.2.8 "An American Gentleman's Yacht"], ''Nelson Examiner and New Zealand Chronicle'', 1853-11-12, p. 4.</ref> Note that this source gives the cylinder width as {{convert|60|in}} rather than 66.}} |- align="center" | align="left" | ''St. Lawrence'' || || 1853 || align="left" | F. N. Jones ||align="right" | 1844 || align="left" | Great Lakes || 1 || 81 || 12 || VB || align="left" | <ref name=heyl_v3pp303-304>Heyl, Vol. 3, pp. 303-304.</ref> |- align="center" | align="left" | ''Yankee Blade'' || Steamship || 1853 || align="left" | Perrine, Patterson & Stack ||align="right" | 1767 || align="left" | New York-Panama || 1 || 76 || 12 || SL || align="left" | <ref name=heyl_v1pp463-64>Heyl, Vol. 1, pp. 463-464.</ref> |- align="center" | align="left" | ''Cahawba'' || || 1854 || align="left" | W. Collyer ||align="right" | 1643 || align="left" | Atlantic coast || 1 || 75 || 11 || VB || align="left" | <ref name=nyt_24apr54>[https://timesmachine.nytimes.com/timesmachine/1854/04/24/75433322.pdf "Trial Trip Of The Steamer Cahawba"], ''The New York Times'', 1854-04-24.</ref><ref name=heyl_v1p65>Heyl, Vol. 1, p. 65.</ref> |- align="center" | align="left" | ''Magnolia'' || || 1854 || align="left" | J. Simonson ||align="right" | 1500 || align="left" | California || 1 || 75 || 11 || VB || align="left" | <ref name=nyt_24aug54>[https://timesmachine.nytimes.com/timesmachine/1854/08/24/88137895.pdf "Steamship Launch"], ''The New York Times'', 1854-08-24.</ref><ref name=bauerroberts_p92>Bauer and Roberts, p. 92.</ref> |- align="center" | align="left" | ''Mercury'' || || 1854 || align="left" | W. Collyer ||align="right" | || align="left" | N.Y. Harbor || 1 || || || || align="left" | <ref name=nyt_15jun54>[https://timesmachine.nytimes.com/timesmachine/1854/06/15/75434941.pdf "Launch"], ''The New York Times'', 1854-06-15.</ref> |- align="center" | align="left" | {{ubl|''Plymouth Rock''|→''Plymouth Rock'' 64}} || || 1854 || align="left" | J. Englis ||align="right" | 2202 || align="left" | Great Lakes || 1 || 81 || 12 || VB || align="left" | <ref name=heyl_v2p203>Heyl, Vol. 2, p. 203.</ref> |- align="center" | align="left" | ''Plymouth Rock'' || || 1854 || align="left" | J. Simonson ||align="right" | 1752 || align="left" | Long Island || 1 || 76 || 12 || VB || align="left" | <ref name=heyl_v3pp287-288>Heyl, Vol. 3, pp. 287-288.</ref> |- align="center" | align="left" | {{ubl|''Western World''|→''Fire Queen'' 64}} || || 1854 || align="left" | J. Englis ||align="right" | 2202 || align="left" | Great Lakes || 1 || 81 || 12 || VB || align="left" | <ref name=heyl_v2p279>Heyl, Vol. 2, p. 279.</ref> |- align="center" | align="left" | ''Ariel'' || Steamship || 1855 || align="left" | J. Simonson ||align="right" | 1850 || align="left" | Atlantic coast || 1 || 75 || 11 || VB || align="left" | <ref name=nyt_24aug54/> |- align="center" | align="left" | ''Granada'' || || 1855 || align="left" | J. Simonson ||align="right" | 1059 || align="left" | Atlantic coast || 1 || 65 || 10 || VB || align="left" | <ref name=heyl_v1p191>Heyl, Vol. 1, p. 191.</ref> |- align="center" | align="left" | ''Leviathan'' || Tugboat || 1855 || align="left" | Eckford Webb ||align="right" | 500 || align="left" | New York Harbor || 1 || 60 || 10 || VB || align="left" | <ref name=frazer_jan1855p57>Frazer, January 1855, p. 57.</ref> |- align="center" | align="left" | ''Vanderbilt'' || Steamship || 1856 || align="left" | J. Simonson ||align="right" | || align="left" | Transatlantic || 2 || 90 || 12 || VB || align="left" | |- align="center" | align="left" | ''William H. Webb'' || || 1856 || align="left" | William H. Webb ||align="right" | || align="left" | N.Y. Harbor? || 2 || 44 || 10 || B || align="left" | <ref name=nyt_6sep56>[https://timesmachine.nytimes.com/timesmachine/1856/09/06/77057910.pdf "Launch"], ''The New York Times'', 1856-09-06.</ref> |- align="center" | align="left" | USRC ''Harriet Lane'' || Rev cutter || 1857 || align="left" | William H. Webb ||align="right" | 674d || align="left" | U.S. Coast Guard || 2? || || || I || align="left" | |- align="center" | align="left" | ''Champion'' || || 1859 || align="left" | Harlan & Hollingsworth ||align="right" | 1490 || align="left" | Pacific Ocean || 1 || 42 || 10 || VB || align="left" | <ref name=frazer1859_p345>Frazer 1859, [https://books.google.com/books?id=o3oqAQAAIAAJ&q=allaire&pg=PA347 p. 345].</ref> |- align="center" | align="left" | {{USS|Commodore Perry||2}}<big>*</big> || Ferry || 1859 || align="left" | Thomas Stack ||align="right" | 513 || align="left" | New York Harbor || 1 || 38 || 9 || VB || align="left" | <ref name=heyl_v4pp61-63>Heyl, Vol. 4, pp. 61-63.</ref> |- align="center" | align="left" | ''John Brooks'' || Steamboat || 1859 || align="left" | John Englis ||align="right" | 900 || align="left" | Bridgeport || 1 || 56 || 12 || VB || align="left" | <ref name=nyt_24may59>[https://timesmachine.nytimes.com/timesmachine/1859/05/24/78892327.pdf "New Steamboat"], ''The New York Times'', 1859-05-24.</ref><ref name=frazer1859_p62>Frazer 1859, [https://books.google.com/books?id=o3oqAQAAIAAJ&q=allaire&pg=PA347 p. 62].</ref> |- align="center" | align="left" | ''Seth Grosvenor'' || || 1859 || align="left" | Henry Steers ||align="right" | 84 || align="left" | Liberia || 1 || 28 || 3 || St || align="left" | <ref name=main_p130>Main, p. 130.</ref> |- align="center" | align="left" | {{USS|Rhode Island|1860|2}} || || 1860 || align="left" | J. Westerwelt ||align="right" | 2000 || align="left" | Charleston || 1 || {{frac|72|1|2}} || 12 || B || align="left" | <ref name=bauerroberts_p87/><ref name=nyt_7sep60>[https://timesmachine.nytimes.com/timesmachine/1860/09/07/78644405.pdf "Miscellaneous"], ''The New York Times'', 1860-09-07.</ref> |- align="center" | align="left" | {{USS|R. R. Cuyler|1860|2}} || Steamship || 1860 || align="left" | Samuel Sneden ||align="right" | 1200d || align="left" | New York-Havana || 1 || 70 || 4 || VDA/G || align="left" | |- align="center" | align="left" | ''Yankee'' || Steamship || 1860 || align="left" | T. Collyer ||align="right" | 376 || align="left" | New York Harbor || 1 || 38 || {{frac|8|2|3}} || C || align="left" | <ref name=sciam_17mar60>[https://digital.library.cornell.edu/cgi/t/text/pageviewer-idx?c=scia;cc=scia;q1=allaire;rgn=full%20text;idno=scia1002-12;didno=scia1002-12;view=image;seq=0186 "The Steam Tug Yankee"], ''Scientific American'', New Series, Volume 2, Issue 12, p. 182, 1860-03-17.</ref> |- align="center" | align="left" | {{USS|Clifton|1861|6}} || || 1861 || align="left" | J. Simonson ||align="right" | 977 || align="left" | Staten Island || 1 || 50 || 10 || VB || align="left" | <ref name=bauerroberts_p95>Bauer and Roberts, p. 95.</ref><ref name=main_p132/> |- align="center" | align="left" | ''Kings County'' || || 1861 || align="left" | Roosevelt & Joyce ||align="right" | 500 || align="left" | New York-Long Island || 1 || 34 || 9 || B || align="left" | <ref name=main_p132>Main, p. 132.</ref><ref name=frazer_p180>Frazer, p. 180.</ref> |- align="center" | align="left" | ''Suffolk County'' || || 1861 || align="left" | Roosevelt & Joyce ||align="right" | 500 || align="left" | New York-Long Island || 1 || 34 || 9 || B || align="left" | <ref name=main_p132/><ref name=frazer_p180/> |- align="center" | align="left" | ''Thomas Freeborn'' || Tugboat || 1861 || align="left" | Lawrence & Foulks ||align="right" | 306 || align="left" | Atlantic coast || 1 || 40 || 8 || VB || align="left" | <ref name=sciam_v4i9p133>[https://digital.library.cornell.edu/cgi/t/text/pageviewer-idx?c=scia;cc=scia;q1=allaire;rgn=full%20text;idno=scia1004-9;didno=scia1004-9;view=image;seq=0137 "The Steamer Thomas Freeborn"], ''Scientific American'', Volume 4, Issue 9, p. 133 (1861-03-02).</ref> |- align="center" | align="left" | ''City of Norwich'' || || 1862 || align="left" | John Englis ||align="right" | 890 || align="left" | New Haven || 1 || 52 || 10 || VB || align="left" | <ref name=nyt_14sep62>[https://timesmachine.nytimes.com/timesmachine/1862/09/14/355639842.pdf "The Side-Wheel Steamer City of Norwich"], ''The New York Times'', 1862-09-14.</ref> |- align="center" | align="left" | ''Eagle'' || || 1862 || align="left" | J. Westervelt ||align="right" | 1561 || align="left" | New York–Havana || 1 || 75 || 12 || VB || align="left" | <ref name=nyt_14sep62/> |- align="center" | align="left" | {{USS|Fort Jackson|1862|6}} || Steamship || 1862 || align="left" | J. Simonson || 1850 || align="left" | || 1 || || || VB || align="left" | <ref name=bauerroberts_p88>Bauer and Roberts, p. 88.</ref> |- align="center" | align="left" | {{USS|Shokokon|1862|6}} || Ferry || 1862 || align="left" | J. Simonson ||align="right" | 709d || align="left" | Staten Island || 1 || 36 || 8 || VB || align="left" | <ref name=bauerroberts_p96>Bauer and Roberts, p. 96.</ref>{{efn|The original ''Clifton'' and ''Westfield'' were purchased by the government and served as USS ''Clifton'' and USS ''Westfield''. The replacement vessels for these original ferryboats were also named ''Clifton'' and ''Westfield''. The second ''Clifton'' was also purchased by the Navy however, and served as USS ''Shokokon''. The second ''Westfield'' appears to have been employed in its original role as a Staten Island ferry.<ref name=sciam_28dec61>[https://digital.library.cornell.edu/cgi/t/text/pageviewer-idx?c=scia;cc=scia;q1=allaire;rgn=full%20text;idno=scia1005-26;didno=scia1005-26;view=image;seq=0409 "At Jeremiah Simonson's, Greenpoint, L.I"], ''Scientific American'', New Series, Volume 5, Issue 26, p. 405, 1861-12-28.</ref>}} |- align="center" | align="left" | ''Westfield'' || Ferry || 1862 || align="left" | J. Simonson ||align="right" | 960 || align="left" | Staten Island || 1 || 36 || 8 || VB || align="left" | <ref name=sciam_28dec61/><ref name=nyt_3aug71>[https://timesmachine.nytimes.com/timesmachine/1871/08/03/78770307.pdf "The Explosion"], ''The New York Times'', 1871-08-03.</ref> |- align="center" | align="left" | ''City of New London'' || || 1863 || align="left" | J. Englis & Son ||align="right" | 696 || align="left" | New Haven || 1 || 52 || 10 || B || align="left" | <ref name=sciam_11apr63/><ref name=heyl_v3pp79-80>Heyl, Vol. 3, pp. 79-80.</ref> Rebuilt in 1865 and 1866; tonnage increased to 1,203.{{efn|<ref name=morrison_p337>Morrison. p. 337.</ref> The source gives the dimensions of this engine as 54 inch cylinder and {{convert|11|in}} stroke.}} |- align="center" | align="left" | {{ubl|''Commodore''|''Costa Rica''|''Genaki Maru''}} || || 1863 || align="left" | J. Simonson ||align="right" | || align="left" | || 1 || 80 || 12 || B || align="left" | <ref name=nyt_30jul63>[https://timesmachine.nytimes.com/timesmachine/1863/07/30/80284630.pdf "An Ocean Steamer"], ''The New York Times'', 1863-07-30.</ref><ref name=heyl_v1p133-114>Heyl, Vol. 1, pp. 113-114.</ref> |- align="center" | align="left" | ''Evening Star'' || || 1863 || align="left" | ||align="right" | || align="left" | New York-Havana || 1 || 81 || 12 || B || align="left" | <ref name=sciam_11apr63/> |- align="center" | align="left" | ''Hu Quang'' || || 1863 || align="left" | Henry Steers ||align="right" | 1570 || align="left" | China || 1 || 76 || 12 || VB || align="left" | |- align="center" | align="left" | ''Katahdin'' || Steamboat || 1863 || align="left" | J. Englis & Son ||align="right" | 1234 || align="left" | Long Island Sound || 1 || 56 || 11 || VB || align="left" | <ref name=dayton_p268>Dayton, p. 268.</ref> |- align="center" | align="left" | ''Kin Kiang'' || || 1863 || align="left" | J. Englis & Son ||align="right" | 1025 || align="left" | China || 1 || 58 || 12 || VB || align="left" | <ref name=nyt_20jun65>[https://timesmachine.nytimes.com/timesmachine/1865/06/20/80308448.pdf "Commercial Enterprise: The American China Trade"], ''The New York Times'', 1865-06-20.</ref>{{efn|The name of this vessel is sometimes rendered ''Kiu Kiang''.}} |- align="center" | align="left" | ''Morning Star'' || || 1863 || align="left" | Roosevelt & Joyce ||align="right" | || align="left" | New York-Havana || 1 || 81 || 12 || B || align="left" | <ref name=sciam_11apr63>[https://digital.library.cornell.edu/cgi/t/text/pageviewer-idx?c=scia;cc=scia;q1=allaire;rgn=full%20text;idno=scia1008-15;didno=scia1008-15;view=image;seq=0233 "Flourishing Condition of the New York Machine Shops"], ''Scientific American'', New Series, Volume 8, Issue 15, p. 229, 1863-04-11.</ref>{{efn|<ref name=nyt_15feb63>[https://timesmachine.nytimes.com/timesmachine/1863/02/15/80273663.pdf "A New Sidewheel Steamer"], ''The New York Times'', 1853-02-15.</ref> The source gives the cylinder diameter as {{convert|18|in}} - this is a typographical error, it should be {{convert|81|in}}.}} |- align="center" | align="left" | ''Po Yang'' || || 1863 || align="left" | Roosevelt, Joyce ||align="right" | 956 || align="left" | China || 1 || 50 || 12 || VB || align="left" | |- align="center" | align="left" | {{ubl|←''Western World''|''Fire Queen''|''Kiangwae'' 77}} || || 1864 || align="left" | John Englis ||align="right" | 3801 || align="left" | China || 1 || 81 || 12 || VB || align="left" | <ref name=heyl_v4pp101-102>Heyl, Vol. 4, pp. 101-102.</ref> |- align="center" | align="left" | ''Moro Castle'' || || 1864 || align="left" | J. A. Westervelt ||align="right" | 1987 || align="left" |New York-Havana || 1 || 76 || 12 || VB || align="left" | <ref name=nyt_1dec64>[https://timesmachine.nytimes.com/timesmachine/1864/12/01/78735297.pdf "Shipbuilding In New York"], ''The New York Times'', 1864-12-01.</ref> |- align="center" | align="left" | ''New York'' || || 1864 || align="left" | J. Simonson ||align="right" | 3200 || align="left" | || 1 || 90 || 12 || B || align="left" | <ref name=nyt_18jun64>[https://timesmachine.nytimes.com/timesmachine/1864/06/18/78725301.pdf "Launch Of A Steamship"], ''The New York Times'', 1864-06-18.</ref> |- align="center" | align="left" | {{ubl|←''Plymouth Rock'' 54|''Plymouth Rock''|''Foong Shuey'' 64|''Plymouth Rock'' 64|''Kiangyuen'' 77}} || || 1864 || align="left" | Westervelt & Bro. ||align="right" | 2379 || align="left" | China || 1 || 81 || 12 || VB || align="left" | <ref name=heyl_v3pp289-290>Heyl, Vol. 3, pp. 289-290.</ref> |- align="center" | align="left" | ''St. John'' || Steamboat || 1864 || align="left" | ||align="right" | || align="left" | Hudson River || 1 || 85 || 15 || || align="left" | |- align="center" | align="left" | ''Dean Richmond'' || Steamboat || 1865 || align="left" | J. Englis & Son ||align="right" | 2525 || align="left" | Hudson River || 1 || 75 || 14 || VB || align="left" | {{efn|The engine for this ship was originally manufactured by the Phoenix Foundry for ''Francis Skiddy''. The Allaire Works rebuilt the engine for its installation into ''Dean Richmond''. Ryder (1966).}} |- align="center" | align="left" | ''Favorita'' || || 1865 || align="left" | J. Westervelt & Son ||align="right" | 865 || align="left" |Pacific || 1 || 56 || || VB || align="left" | <ref name=nyt_28apr65>[https://timesmachine.nytimes.com/timesmachine/1865/04/28/105196710.pdf "Shipbuilding In New York"], ''The New York Times'', 1865-04-28.</ref> |- align="center" | align="left" | ''Niagara'' || || 1865 || align="left" | Westervelt & Son ||align="right" | 1100 || align="left" | New York-Richmond || 1 || 60 || 11 || VB || align="left" | <ref name=nyt_7sep65>[https://timesmachine.nytimes.com/timesmachine/1865/09/07/78750461.pdf "Naval Intelligence"], ''The New York Times'', 1865-09-07.</ref><ref name=heyl_v1p299>Heyl, Vol. 1, p. 299.</ref> |- align="center" | align="left" | ''Old Colony'' || || 1865 || align="left" | John Englis & Son ||align="right" | || align="left" | New York–Fall River, MA || 1 || 80 || 12 || VB || align="left" | {{efn|<ref name=morrison_p326>Morrison, p. 326.</ref> The engine for this vessel was actually that originally fitted to ''Bay State'' (1846), salvaged after the latter was scrapped, and rebored to a diameter of {{convert|80|in}}.}} |- align="center" | align="left" | ''Orient'' || || 1865 || align="left" | || align="left" | || || 1 || 68 || 11 || B || align="left" | <ref name=sciam_11feb65>[https://dlxs2.library.cornell.edu/cgi/t/text/pageviewer-idx?c=scia;cc=scia;q1=allaire;rgn=full%20text;idno=scia1012-7;didno=scia1012-7;node=scia1012-7%3A1;view=image;seq=0103 "Allaire Works"], ''Scientific American'', New Series, Volume 12, Issue 7, 1865-02-11.</ref> |- align="center" | align="left" | ''Rising Star'' || Steamship || 1865 || align="left" | {{nobreak|Roosevelt, Joyce & Waterbury}} ||align="right" | 1915 || align="left" | || 1 || || || VB || align="left" | <ref name=nyt_28apr65/> |- align="center" | align="left" | ''Saratoga'' || || 1865 || align="left" | Westervelt & Son ||align="right" | 1100 || align="left" | New York-Richmond || 1 || 60 || 11 || VB || align="left" | <ref name=nyt_7sep65/><ref name=heyl_v1p385>Heyl, Vol. 1, p. 385.</ref> |- align="center" | align="left" | ''Drew'' || Steamboat || 1866 || align="left" | John Englis ||align="right" | 2902 || align="left" | Hudson River || 1 || 81 || 14 || VB || align="left" | |- align="center" | align="left" | ''Oregonian'' || Steamship || 1866 || align="left" | Lawrence & Foulks ||align="right" | 2200 || align="left" | California coast || 1 || 82 || 12 || VB || align="left" | <ref name=heyl_v1p323>Heyl, Volume 1, p. 323.</ref> |} ''Legend: Built=year built; Ton.=gross tonnage; Deployment=original location of operation. Where the original deployment is not known, the location is followed by a number, which represents the last two digits of the year in which the vessel is known to have operated at the given location; No.=number of engines; Cyl.=diameter of engine cylinder(s) in inches; Str.=engine stroke in feet; Type=engine type. Types of engine include: AC=annular compound; B=beam; C=compound; CB=compound beam; C=crosshead. Crosshead engines built by this company are almost certainly all of the American "square" type, rather than the Steeple type; DA=direct-acting; DS=double screw; GS=geared screw; HBA=horizontal back-acting; I=inclined; O=oscillating; S=screw; St=steeple; SL=side-lever; V=vertical; VB=vertical beam; VL=vibrating-lever.''

===Warships===

The following table lists warships powered by Allaire Iron Works engines. This list is confined to vessels that were designed and built as warships, and does not include merchant ships commissioned into the Navy.

{| class="wikitable" |+ ''Warships powered by Allaire Iron Works engines (1861–65)'' |- ! rowspan="1" colspan="5"| Ship ! rowspan="1" colspan="4" | Engine |- bgcolor="f0f0f0" | align="center" | '''Name''' | align="center" | '''Type''' | align="center" | '''Built''' | align="center" | '''Builder''' | align="center" | '''Disp.''' | align="center" | '''No.''' | align="center" | '''Cyl. (ins)''' | align="center" | '''Str. (ft)''' | align="center" | '''Type''' |- align="center" | align="left" | {{USS|Penobscot|1861|6}} || G || 1861 || align="left" | C. P. Carter || 691 || 2 || 30 || {{frac|1|1|2}} || HBA/S |- align="center" | align="left" | {{USS|Winona|1861|6}} || G || 1861 || align="left" | C. & R. Poillon || 691 || 2 || 30 || {{frac|1|1|2}} || HBA/S |- align="center" | align="left" | {{USS|Lackawanna|1862|6}}<ref name=bauerroberts_p67>Bauer and Roberts, [https://books.google.com/books?id=HT1UA3r7RHMC&q=lackawanna p. 67].</ref> || SS || 1862 || align="left" | New York Navy Yard || 2,526 || 2 || 42 || {{frac|2|1|2}} || HBA/S |- align="center" | align="left" | {{USS|Mackinaw|1863|6}}<ref name=bauerroberts_p80>Bauer and Roberts, [https://books.google.com/books?id=HT1UA3r7RHMC&q=mackinaw p. 80].</ref> || DEG || 1863 || align="left" | New York Navy Yard || 1,173 || 1 || 58 || {{frac|8|3|4}} || I/DA |- align="center" | align="left" | {{USS|Mattabesett|1863|6}}<ref name=bauerroberts_p81>Bauer and Roberts, [https://books.google.com/books?id=HT1UA3r7RHMC&q=mackinaw pp. 80-81].</ref> || DEG || 1863 || align="left" | New York Navy Yard || 1,173 || 1 || 58 || {{frac|8|3|4}} || I/DA |- align="center" | align="left" | {{USS|Puritan|1864|6}}<ref name=bauerroberts_p44>Bauer and Roberts, [https://books.google.com/books?id=HT1UA3r7RHMC&q=puritan p. 44].</ref> || M || 1864 || align="left" | Continental Iron Works || 4,192 || 2 || 100 || 4 || VL/DS |- align="center" | align="left" | {{USS|Madawaska|1865|6}}<ref name=bauerroberts_p57>Bauer and Roberts, p. 57.</ref> || SF || 1865 || align="left" | New York Navy Yard || 4,105 || 2 || 100 || 4 || VL/S |} ''Legend: Type=ship type. Types include - G=gunboat; SS=screw sloop; DEG=double-ended gunboat; M=monitor; SF=screw frigate. Built=Year of ship launch, or completion where launch date is unknown; Builder=Name of ship builder; Disp.=displacement in tons; No.=number of engines; Cyl.=diameter of engine cylinder(s) in inches; Str.=engine stroke in feet; Type=engine type. Types of engine include: DA=direct acting; DS=double screw; HBA=horizontal back-acting; I=inverted; S=screw; VL=vibrating-lever. See marine steam engine for explanation of various engine types.''

==See also== * Marine steam engine

== Footnotes == {{Notelist|2}}

==References==

===Citations=== {{Reflist|2}}

===Bibliography===

*Bauer, Karl Jack and Roberts, Stephen S. (1991): ''Register of Ships of the U.S. Navy, 1775-1990: Major Combatants'', Greenwood Publishing Group, {{ISBN|978-0-313-26202-9}}. * Baughman, James P. (1968): ''Charles Morgan and the Development of Southern Transportation'', pp. 242-245, Vanderbilt University Press. * Emmons, Lieut. George F., USN (1853): ''The Navy Of The United States, From The Commencement, 1775 To 1853'', Gideon & Co., Washington. *Dayton, Fred Erving (1925): ''Steamboat Days'', Frederick A. Stokes Company, New York, reproduced in part [https://web.archive.org/web/20090106181335/http://ulster.net/~hrmm/steamboats/dayton/steam19.html here]. * Frazer, John F. (ed.) (1859): ''Journal of the Franklin Institute'', pp. 62, 345-46, 3rd Series, Volume 38, Whole No. Volume 68, Franklin Institute, Philadelphia. * Frazer, John F. (ed.) (1861): ''Journal of the Franklin Institute'', Volume 71, Franklin Institute, Philadelphia. * Heyl, Erik (1953–67): ''Early American Steamers'', Volumes 1-5, Erik Heyl, Buffalo, New York. * Main, Thomas (1893): ''The Progress of Marine Engineering, From the time of Watt until the present day'', The Trade Publishing Co., New York. *Morrison, John Harrison: ''History Of American Steam Navigation'' reprinted in 2008 by READ BOOKS, {{ISBN|978-1-4086-8144-2}}. * Morrison, John Harrison (1909): ''History of New York Shipyards'', Wm. F. Sametz & Co., New York. * {{cite book |last= Ridgely-Nevitt |first= Cedric |date= 1981 |title= American Steamships on the Atlantic |location= East Brunswick, NJ |publisher= Associated University Presses, Inc |page= 301 |isbn= 0874131405 }} * Stanton, Samuel Ward (1859): ''American Steam Vessels'', Smith & Stanton, New York. *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|978-0-405-13078-6}}). * U.S. Treasury Department (1838): "Steam Engines", Document No. 21, U.S. Treasury Department.

Category:American companies established in 1816 Category:Defunct marine engineering companies based in New York City Category:1816 establishments in New York (state)