User:Gatoclass/SB/Esler: Difference between revisions – Wikipedia

 

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In 1861, Henry Esler & Co. built the engine for the steamer {{USS|Flambeau|1861|2}}, originally intended for [[China]] service, but requisitioned by the [[Union Navy]] in November 1861 for use as a [[gunboat]] in the [[American Civil War]]<ref name=franklin_jan1863_pp43-44/><ref name=silverstone1989_pp90-91/> which had broken out the previous April.

In 1861, Henry Esler & Co. built the engine for the steamer {{USS|Flambeau|1861|2}}, originally intended for [[China]] service, but requisitioned by the [[Union Navy]] in November 1861 for use as a [[gunboat]] in the [[American Civil War]]<ref name=franklin_jan1863_pp43-44/><ref name=silverstone1989_pp90-91/> which had broken out the previous April.

1862 through the early part of 1863 was a most productive period for the company, during which it completed at least nineteen marine engines. Five of these were for five large merchant screw steamers ordered by the Neptune Steamship Company, but all were requisitioned by the Navy while still on the stocks and converted to gunboats for service in the ongoing civil war. Five new ferryboats of the [[Union Ferry Company]] with engines built by Esler & Co. were also acquired by the Navy and converted into gunboats during this period, while another Esler-powered steamer, ”Henry Burden”, was requisitioned by the war department for use as a transport and as the personal dispatch boat for General [[John Adams Dix|John A. Dix]]. In all, thirteen vessels powered by Esler engines were requisitioned for wartime service. In the same period, the company completed the engines for three more New York ferryboats, two merchant ships for Chinese service, two engines for smaller craft and one for a New York-based floating [[grain elevator]].

1862 through the early part of 1863 was a most productive period for the company, during which it completed at least nineteen marine engines. Five of these were for five large merchant screw steamers ordered by the Neptune Steamship Company, but all were requisitioned by the Navy while still on the stocks and converted to gunboats for service in the ongoing civil war. Five new ferryboats of the [[Union Ferry Company]] with engines built by Esler & Co. were also acquired by the Navy and converted into gunboats during this period, while another Esler-powered steamer, ”Henry Burden”, was requisitioned by the war department for use as a transport and as the personal dispatch boat for General [[John Adams Dix|John A. Dix]]. In all, thirteen vessels powered by Esler engines were requisitioned for wartime service. In the same period, the company completed the engines for three more New York ferryboats, two merchant ships for Chinese service, two engines for smaller craft and one for a New York-based floating [[grain elevator]].

In late 1862, Esler & Co. began the construction of a new boiler shop, which was set to become one of the country’s largest. The shop had been completed and fully equipped by February 1862, with the company’s workforce having expanded to 425 and expected to reach 550. Not long after, however, the company failed. The reasons for the failure are unknown, but many marine engine and shipbuilding companies in this period are known to have had difficulties with high wartime inflation, which made contracts signed earlier in the conflict unprofitable. Additionally, a slump in demand for marine engines from mid-1863 occurred as the Union armed forces by this time had expanded to full capacity.

In late 1862, Esler & Co. began the construction of a new boiler shop, which was set to become one of the country’s largest. The shop had been completed and fully equipped by February 1862, with the company’s workforce having expanded to 425 and expected to reach 550. Not long after, however, the company failed. The reasons for the failure are unknown, but many marine engine and shipbuilding companies in this period are known to have had difficulties with high wartime inflation, which made contracts signed earlier in the conflict unprofitable. Additionally, a slump in demand for marine engines from mid-1863 occurred as the Union armed forces by this time had expanded to full capacity.

The fate of the Esler plant following the company’s failure is uncertain. It was first put up for sale in June 1864 but was evidently unsuccessful in finding a buyer. The close of the war in April 1865 initiated a severe shipbuilding slump, with most New York shipbuilders and marine engine manufacturers going out of business within a few years. With little demand for its services, the Esler plant was offered for lease or sale a number of times in the ensuing years with no apparent success.

The fate of the Esler plant following the company’s failure is uncertain. It was first put up for sale in June 1864 but was evidently unsuccessful in finding a buyer. The close of the war in April 1865 initiated a severe shipbuilding slump, with most New York shipbuilders and marine engine manufacturers going out of business within a few years. With little demand for its services, the Esler plant was offered for lease or sale a number of times in the ensuing years with no apparent success.

Henry Esler was born in White Plains, New York, in 1809. Little is known about his early life and career, other than the fact that he trained as an engineer. According to a contemporaneous letter published in the Railroad Gazette, Esler was unofficially the first person to run a locomotive in the United States.^[1] The letter states that Esler was sent to Honesdale, Pennsylvania, in 1829 to assemble the locomotive Stourbridge Lion, and after doing so, tested it by running it for a few feet along the rails.^[1] Officially however, the honor of running the locomotive for the first time went to Horatio Allen, for whom Esler had prepared the machine.^[1] The account indicates that Esler was at the time an employee of the Delaware & Hudson Canal Company, which owned the locomotive.

By 1840, Esler had joined forces with another engineer, Jeremiah S. Bunce,^[2] to establish the firm of Esler & Bunce.^[3][4] This company was initially located at No. 46 Washington Street, Brooklyn,^[3] but later added a second facility at 17 West Street.^[5] Esler & Bunce specialized in the production of high-pressure stationary steam engines, the only type of engine it built.^[6] Though it built no marine engines, it did construct boilers for all applications including marine.^[6] It also made boiler repairs, and at one stage was evidently engaged in regular maintenance of the boilers of the leading coastal steamers Empire City and Crescent City.^[6]

In July 1851, the firm of Esler & Bunce was dissolved.^[7] About eighteen months later, in December 1852, Esler announced the establishment of his own firm, Henry Esler & Company.^[4] Esler’s partners in this concern were William H. Mason, former foreman of the boilermaking shop at Esler & Bunce, and an investor from White Plains, New York, Joseph H. Anderson.^[4] An 1861 map shows that the Esler plant was located at the southwestern corner of the Atlantic Basin between King Street and Clinton Wharf, Brooklyn.^[4] The works occupied a block of land approximately 230 x 100 feet, and incorporated boiler, smith, finishing and brass shops, along with a foundry, oven, coal bunkers and an office. This plant was originally named the Atlantic Steam Engine and Boiler Works,^[4] but was later renamed the Atlantic Dock Iron Works.^[8][9] From this premises, the company declared its readiness “to execute orders for Stationary, River and Marine Engines of every description, Sugar Mills, Mill Works & etc.”^[4] and for a wide range of boilers.^[4] As the plant was located dockside at the city’s Atlantic Basin, it was also in an advantageous position for making repairs to steam vessels.^[4][10] The company also maintained an office in Manhattan at the corner of Washington and Morris Streets,^[4] later No. 1 Broadway.^[8][11]

There is scant record of Henry Esler & Co.’s activities in its early years, but the company is known to have made small production runs of stationary and portable steam engines of from 4 to 50 horsepower (3.0 to 37.3 kW).^[12] These as well as other company products were distributed nationally,^[10][13] while some of its sugar mill equipment was exported overseas to destinations such as Puerto Rico^[13] and Haiti.^[9] In 1859, the company built at least four marine engines, including one for the Stamford Line steamer Ella (later the dispatch boat USS Ella).^[13]

In 1861, Henry Esler & Co. built the engine for the steamer Flambeau, originally intended for China service, but requisitioned by the Union Navy in November 1861 for use as a gunboat in the American Civil War^[14][15] which had broken out the previous April.

1862 through the early part of 1863 was a most productive period for the company, during which it completed at least nineteen marine engines. Five of these were for five large merchant screw steamers ordered by the Neptune Steamship Company,^[16] but all were requisitioned by the Navy while still on the stocks and converted to gunboats for service in the ongoing civil war. Five new ferryboats of the Union Ferry Company with engines built by Esler & Co. were also acquired by the Navy and converted into gunboats during this period, while another Esler-powered steamer, Henry Burden,^[16] was requisitioned by the war department for use as a transport and as the personal dispatch boat for General John A. Dix. In all, thirteen vessels powered by Esler engines were requisitioned for wartime service. In the same period, the company completed the engines for three more New York ferryboats, two merchant ships for Chinese service,^[16] two engines for smaller craft and one for a New York-based floating grain elevator.^[16]

In late 1862, Esler & Co. began the construction of a new boiler shop, which was set to become one of the country’s largest.^[16] The shop had been completed and fully equipped by February 1862, with the company’s workforce having expanded to 425 and expected to reach 550. Not long after, however, the company failed. The reasons for the failure are unknown, but many marine engine and shipbuilding companies in this period are known to have had difficulties with high wartime inflation, which made contracts signed earlier in the conflict unprofitable. Additionally, a slump in demand for marine engines from mid-1863 occurred as the Union armed forces by this time had expanded to full capacity.

The fate of the Esler plant following the company’s failure is uncertain. It was first put up for sale in June 1864 but was evidently unsuccessful in finding a buyer. The close of the war in April 1865 initiated a severe shipbuilding slump, with most New York shipbuilders and marine engine manufacturers going out of business within a few years. With little demand for its services, the Esler plant was offered for lease or sale a number of times in the ensuing years with no apparent success.

Reuben Riley, co-founder of the later marine engineering firm of Riley & Cowley, served his five-year apprenticeship as a machinist and engineer with Henry Esler & Co.[1] [2]

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[18]
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[24]
[25]
[26]
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• 3 propellers, finished?[3]

Marine steam engines built by Henry Esler & Co.^[a]

Ship							Engine				Ship notes; references
Name[b]	Type[c]	Yr. [d]	Builder[e]	Tons [f]	Ordered by[g]	Intended service[h]		Type [j]	Cyl. (ins) [k]	Str. (ft) [l]
	Steamboat	1859	Thomas Collyer	230	Stamford Line	Long Island Sound	1		36	8	[29][13] USN picket, patrol and dispatch boat, 1862–65. Redocumented for merchant service, 1865, out of service ca. 1875.[30] Engine went in the Harlan & Hollingsworth steamer Chowan in 1874, which was still in active service in 1909.[4]
	Steamboat	1859				St. Johns River	2				“[A] small steamer to ply on the St. Johns River, Florida“[13]
	Steamer	1859				South America	1				“[A] small steamer for South America”[13]
	Dredge	1859					1				“[F]or harbor purposes”[13]
	Steamship	1861	Lawrence & Foulks	800	P. S. Forbes & Co.	Coast of China	1	GB	50	5	[14] USN gunboat, 1861-65; merchant Flambeau postwar; stranded off the bar, New Inlet, North Carolina, 1867[15]
Khechong y [m] Kiangse [n] Haesan 77	Steamship	1862	Lawrence & Foulks	1086	P. S. Forbes & Co.	Coast of China	1	VB	50	11	[16][31][32] Built for both coastal and river service, and considered by the owners a “very satisfactory boat”. Dismantled 1882.[33]
Szechuen [o]	Steamship	1862	Lawrence & Foulks	1100	P. S. Forbes & Co.	Coast of China	2	GB	50	6	[16] Converted to hulk, 1875.[34]
Excelsior	Elevator	1862	F. V. Tucker	410	Atlantic Marine RR Co.		2	V/DA	18	1.6	Floating grain elevator.[16][35] [5]
Henry Burden	Steamboat	1862	Webb & Bell	290	P. A. Burden & Co.	New York Harbor	1	VB	32	8	[16] To US War Dept., 1862; served as transport, and as dispatch boat for Gen. John A. Dix, 1862–65;[36] sold private 1865; reacquired by USGov, date unknown; converted to dredge, 1873; last mention in shipping registers 1886.[37]
	Ferry	1862		538	Union Ferry Co.	East River	1	Inc	38	10	[16][38] USN gunboat, 1862-65; ferry Somerset postwar; abandoned 1914.[39]
	Ferry	1862		552	Union Ferry Co.	East River	1		38	10	[16] USN gunboat, 1862-65; ferry Huntington, 1865-68; destroyed by fire at Hunter’s Point, Queens, 1868.[40][41]
America	Ferry	1862	Webb & Bell	580	Union Ferry Co.	East River	1	Inc	38	10	[31] Sold to Camden interests, date unknown; abandoned 1903.[p]
Union	Ferry	1862	Webb & Bell	562	Union Ferry Co.	East River	1	Inc	38	10	[31] Sold to City of New York 1922; destroyed by fire at Port Richmond, Staten Island, 1929.[42][43]
[q]	Ferry	1862	Webb & Bell	532	Union Ferry Co.	East River	1	Inc	38	10	Hamilton and Whitehall were purchased by the navy on completion and converted into the gunboats USS Commodore Morris and USS Commodore McDonough, though which ferry became which gunboat is not known.[r]
	Ferry	1862	Webb & Bell	532	Union Ferry Co.	East River	1	Inc	38	10
Hamilton	Ferry	1862	Webb & Bell	584	Union Ferry Co.	East River	1	Inc	38	10	[16] Second Hamilton built immediately after the original Hamilton was requisitioned by US Navy; served entire career with Union FC and abandoned 1918.[42]
	Ferry	1862	Webb & Bell	555	Union Ferry Co.	East River	1	Inc	38	10	Second Whitehall built immediately after the original Whitehall was requisitioned by US Navy, but was similarly requisitioned.[s][t] USN gunboat, 1862–64; destroyed by Confederate mine, James River, 1864.[16][42]
Brooklyn	Steamer	1862						H	20	1.8
New York	Steamer	1862						H	20	1.8
	Steamship	1863	J.B. & J.D. van Deusen	1200	Neptune Steamship Co.		2	IDA	44	3	[16][u] USN gunboat, 1863-65; merchant Allegany, 1865; wrecked in fog off Long Island, New York, 1865[48]
	Steamship	1863	J.B. & J.D. van Deusen	1200	Neptune Steamship Co.		2	IDA	44	3	[16][u] USN gunboat, 1864-65; merchant Worcester, 1865; broken up at Boston, 1894.[48]
	Steamship	1863	J.B. & J.D. van Deusen	1200	Neptune Steamship Co.		2	IDA	44	3	[16][u] USN gunboat, 1864–65; merchant Somerset, 1865; broken up, 1887.[48]
	Steamship	1863	J.B. & J.D. van Deusen	1200	Neptune Steamship Co.		2	IDA	44	3	[16][u] USN gunboat, 1864–65; sold to Haiti, 1865; Haitian gunboat Alexandre Pétion, 1865–69; captured by Haitian rebels, 1869; blew up and sank off Haiti coast, 1893.[48]
	Steamship	1863	J.B. & J.D. van Deusen	1200	Neptune Steamship Co.		2	IDA	44	3	[16][u] USN gunboat, 1864–65; merchant Carroll, 1865; broken up 1894.[48]

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• Cudahy, Brian L. (1990). Over and Back: The History of Ferryboats in New York Harbor. New York: Fordham University Press. ISBN 0823212459.
• Daniels, Josephus, ed. (1921). Official Records of the Union and Confederate Navies in the War of the Rebellion. 2. Vol. 1. Washington: United States Government.
• Merchant Vessels of the United States. Washington: Bureau of Navigation. 1886.
• Longworth’s American Almanac, New-York Register and City Directory. New York: Thomas Longworth. 1840.
• Lytle, William M.; Holdcamper, Forrest H. (1975). Mitchell, C. Bradford (ed.). Merchant Steam Vessels of the United States 1790–1868 (The Lytle-Holdcamper List). Staten Island, New York: The Steamship Historical Society of America, Inc. OCLC 22040526
• Pierrepont, Henry Evelyn (1879). Historical Sketch of the Fulton Ferry, and its Associated Ferries. Brooklyn: Union Ferry Company. OCLC 2335432
• Silverstone, Paul H. (1989). Warships of the Civil War Navies. Annapolis, MD: Naval Institute Press. ISBN 0870217836.

Category:1852 establishments in New York (state)
Category:Defunct marine engineering companies of New York City
Category:1863 disestablishments in New York (state)

• still extant 1865?[6]
• rowland with esler[7]
• tibbals[8]
• later consolidation?[9]
• about atlantic basin[10]
• atlantic dock consolidated with galloway’s firm, 1860s[11]
• galloway obit atlantic dock formerly hoey, kennedy & co[12]
• small engine runs 1854[13]
• standard engines to savannah[14]
• 3 pine steamers, excelsior[15]
• stationery elevator 1859[16] login[17]

• p. says 4 boats built in 1862 in addition to union, america, hamilton, and whitehall. Boats taken: somerset, fort henry, 1st hamilton and whitehall?
• p. says took 4 boats in 1862, plus atlantic and unnamed boat in 1863

• aug 62, american, union “recently completed”, could mean anything.
• union, america completed jun 62[18]
• aug 62, hamilton, whitehall purchased by gov just after completion.[19]
• 2 ferries at webb&bell 582 tons 15 nov 62 other builders[20]
• 2nd hamilton launched 18 nov 62[21]
• 2 more purchased 25 nov 62, one to be “commodore porter”[22]
• building, oct 62 – engines for hamilton, whitehall (both gov chartered). 2 more engines for two new ferries, unnamed. somerset, fort henry engines completed “since january”. no mention of america or union.
• somerset inclined engine

• two ferries and 3 steamers, latter for china, sep 1862[23] nov[24] 3 china steamers jul 1862[25]
• fulton ferry[26]
• official records[27]

(No full search yet for plain old “henry esler)”

• search string “henry esler a co” fulton:
• established, formerly esler & bunce, 1852 -fulton alt 1854 alt jul 1854 (bottom column 3)
• small advert, alt name, address etc 1856 -fulton alt
• ella, st johns r. steamer, small steamer s. america, dredge 1859 -npc
• unnamed steamer for stamford 1859 -fulton alt ella -fulton alt
• steamboat kiang-tze, ferries america, union; all completed by aug 1862; other builders, engineers -fulton
• vandeusen ships, engines “being built” oct 1862; also collyer boats, dry dock iw -fulton alt
• Oct 1862 – ferries hamilton, whitehall, two others; vandeusen ships, elevator excelsior; steamers somerset, fort henry, kiang-tze, henry burd?en, sze-chuen; new boiler shop, 350 employees to be expanded by 180; also mcleod iw, delamater -fulton same, npc[28]

• fort henry bore and stroke[29] [30]
• fort henry somerset[31]
• whitehall hamilton webb & bell engines etc[32]
• the earlier whitehall purchased from union fc[33]
• webb & bell yard? for sale 1864[34]
• webb & bell established 1856[35]
• webb & bell steamer also seth grosvenor allaire[36]
• g w bell 1885[37]
• e webb obit[38] another[39]
• primeria[40]
• burtis does coffer dams[41]
• bell director fire insurance co[42]
• eckford obit[43] another[44]
• bell half brother of englis[45]
• eckford street[46]
• conversions[47]

• union america finsiehd june 1862[48]
• hamilton whitehall done august; purchased by gov. “for gunboats”; company about to commence two more to replace![49] – they became uss commodore morris and commodore mcdonough (see official records)[50] but which was which?
• second hamilton! launched by webb & bell november 1862[51]
• ferry “commodore porter” purchased by navy, one other, 18 nov 1862[52]
• alleged ferryboat histories[53] part ii inc. ft henry prizes[54]
• c morris/clinton prang 1916[55]
• ellen whitehall (1850?) commissioned late 1863 no 1861 filed under wrong date at the site[56]

• excursion 66[57]
• reception of farragut Dec 64[58]
• cuban episode summary[59] extended account[60]
• flag of truce mention[61]
• prison visits “fresh fish”[62]
• ON 11457 1886[63]
• launch?[64]
• trial trip may 16? 1862[65]
• deployed by war dept virginia 1863[66]
• flag of truce boat, dix transport, mid-1863[67]
• december 1864 transport[68] p. 263[69]
• burden government service summary 1865[70]

• for sale jan 1866[71] still for sale march[72] jul[73]
• 1866 h burden back in private hands jul[74]
• charleston towboat? 1868[75]
• runs between st. aug and jacksonville 1870[76] 3x per week, description[77] safe and comfortable[78]
• 1871 baltimore to providence, accident[79]

• dredge 1872[80]
• gov charter 1873[81]
• channel work 1880[82]
• savannah harbor improvements 1880[83]
• improvements 1881[84]
• sinks sep1883[85]

• with engineers 1875 or earlier; used as dredge[86]
• henry burden sidewheel tug sold by US engineers dept 1884[87]
• under charter to the us 1871, purchased 1873[88]
• dredge brief description[89] another[90]
• description of “rebel” steamer h burden[91] “very fast”; see also other pages[92]
• prisoner exchange[93]
• summary rebels[94]
• John Adams Dix
• burden bringing prisoners to lafayette[95]