History of East Boston; with biographical sketches of its early proprietors, and an appendix, Part 62

Author: Sumner, William H. (William Hyslop), 1780-1861. cn
Publication date: 1858
Publisher: Boston, J. E. Tilton
Number of Pages: 883


USA > Massachusetts > Suffolk County > East Boston > History of East Boston; with biographical sketches of its early proprietors, and an appendix > Part 62
USA > Massachusetts > Suffolk County > East Boston > History of East Boston : with biographical sketches of its early proprietors, and an appendix. > Part 62


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By the division into six water-tight compartments, the iron pipes, which run the whole length of the ship, and the two Worthington pumps, capable of discharging 3,200 gallons per minute, and driven by steam, or, together with the pumps, con- nected with the engines, 12,800 gallons, the vessel is equally secure in case of fire or leaks.


The main boilers, four in number, were designed by James Montgomery, Esq., and built by J. S. Underhill, of the Dry Dock works, New York.


ľ ) .


e


1


696


HISTORY.


The engines were built at the Atlantic works, East Boston. They are oscillating engines of about eight hundred horse power, very compactly arranged, with as great a regard for economy of space as is consistent with safety of action. The iron-work is massive, but of superior finish; the cylinders are fifty-four inches diameter, with three feet length of stroke; the great shaft which drives the propeller is thirteen inches in diam- eter ; the propeller itself is fifteen feet six inches in diameter.


Le Voyageur de la Mer is rigged as a full ship. Her rigging and sails, as well as every thing else used in her construction, are of American material and manufacture. Capt. Frank O. Eldridge had a general supervision of the work, and will com- mand the steamer on her first voyage, and until she is delivered to her illustrious owner. Capt. Eldridge is well known to our shipping merchants as an able and successful commander, late of the ship Nor- Wester, one of the finest ships out of the port of Boston, in which he made some of the best passages on record.


The exquisite finish of all the details in her deck arrange- ments, and throughout the whole ship, renders it evident that no expense has been spared, and the vessel will be a model of neat- ness and beauty, strength and speed, and admirably fitted in every way as the steam yacht of a sovereign prince.


The following is a list of vessels which have been built at East Boston, and is as complete as a critical examination of the sources of information at our disposal would allow .* The great proportion of first-class vessels will show the rapidity with which the Island has taken her place with the most exten- sive ship-building towns.


* In this table, the names of the builders, so far as they can be ascertained, are desig- nated in the following manner : --


1 Brown, Bates & Delano. 9 Robert E. Jackson.


2 Samuel Hall.


10 Andrew Burnham.


Brown & Lovell.


18 Joseph Burke.


Daniel D. Kelly.


12 C. F. & H. D. Gardiner. E. & H. O. Briggs.


5 A. & G. T. Sampson.


13 Hugh R. McKay.


20 William Kelly.


6 Jackson & Ewell.


14 G. & T. Boole.


21 Otis Tufts.


7 Paul Curtis.


8 Jarvis Pratt.


15 William Hall.


16 Pratt & Osgood.


17 Samuel Hall, Jr.


3 Donald McKay.


22 Burkett & Fyler.


1834-51.]


VESSELS BUILT AT EAST BOSTON. 697


Year. Name.


Tons. Year. Name.


Tons.


1834 East Boston * (steam ferry- boat)


66


Arrow 2


78


1835 Maverick 1 (steam ferry- boat)


66 Samoset 2 734


66 Essex 1 (steam ferry-boat)


Moses 3


700


Niagara 1


460


66


Ocean Monarch 3 1,301


1839 Akbar 2


642


66 Peterhoff 2 500


Galena


99


66 Telegraph 2 119


1840 Barnstable 2


Sultan


355


66 Iosco 2


267


1841 Walpole


612


A. Z. 3 700


66


Spartan


188


1848 Belle 2


65


66 Massachusetts 2


353


Jenny Lind 3


533


1842 Zephyr 2


148


66 Martha Worthington 180


897


66 Gazelle 2.


115


Caleb Curtis 4


186


Belle 2


74


66 Uncle Amasa


70


1843


Antelope 2


372


1849 Plymouth Rock 3


960


66


Fanny


84


66 Hazard 2


400


66 Frolic


88


Helicon 3


400


1844 Sappho 2


319


66 Eagle 5


199


66


Coquette 2


437


66 Edmund Dwight 2


200


66


Citizen 2


360


Reindeer 3


800


66


Midas 2


186


Eutaw 2


199


Edith 2 (propeller)


407


66 Lantao 2


593


1845 Carioca


163


Parliament 3 998


92


66 Massachusetts 2 (propeller)


750


1850 Moses Wheeler 3


900


66 Washington Irving 3+


751


Cornelius Grinnell 3


1,118


66 Despatch 2


88


Sultana 3


400


66 Montezuma 2


90


Race Horse 2


514


66 R. B. Forbes 21 (iron steam tug)


330


66 Antarctic 3


1,116.


Samuel Cook


125


66 Surprise 2


1,262


1846


Odd-Fellow


229


Daniel Webster 3


1,187


66


Anglo-Saxon 3


894


Meridian 6


1,350


66 Lacon


175


66 John Bertram 6


1,100


66 New World 3


1,404


66 Zaza


140


66 Mail2


190


66 Staghound 3


1,534


66 Solon


66


1851 Game Cock 2


1,392


66 Emporium


78


Andes 5


450


* Clock & Upton, of New York.


1 First ship built at East Poston by Donald McKay, for Train's line of packets.


59


f


66


Peytona


269


Olive Clark 2


66 E. F. Pratt


140


66


1847 Minstrel 2


66 Era 2


187


372


66 Anglo American 3 704


66 Andrew Bastow -


198


66 L. Z. 3


698


HISTORY.


[1851-55.


Year.


Name.


Tons. Year.


Name.


Tons.


1851 Mermaid 2


500


1854 Lightning 3


2,083


66


Flying Cloud 3


1,782


Bostonian


1,100


Staffordshire 3


1,817


66 Panther 7


1,260


R. B. Forbes 2


756


Swallow 9


1,435


66 North American 3


1,464


66


Abby Whitman


232


Winchester 6


1,474


Champion of the Seas 3


2,447


66


Flying Fish 3


1,505


66


Northern Eagle 10


665


Sea Bird 2


315


66 Arcadia 11


705


66


A. Devereaux 4


115


6.6


Fanny MacHenry ?


1,237


Hoogly 2


1,264


66 Fatherland 12


1,542


1852 Lady Franklin 8


475


Barreda Brothers 13


770


Old Hickory 4


432


66 Enoch Train 7


1,650


Julia Anna 6


200


66 James Baines 3


2,526


66


Golden Fleece 7


967


66 Warren Hallet


199


66


Polynesia 2


1,075


66 Commodore Perry 3


1,964


66


Sovereign of the Seas 3


2,421


66 Blue Jacket 9


1,791


Aurelia


200


66 Santa Claus 3


1,256


66 Laurillia 5


175


66 Weymouth 14


1,370


John Gilpin 2


1,075


66 Oriental 2


1,654


66


Queen of the Seas "


1,400


66 Benin 3


692


Westward Ho 3


1,650


66 John E. Thayer 7


1,918


Winged Racer 6


1,767


66


Blanche Moore 3


1,787


Bald Eagle 3


1,704


6.6 Zephyr 4


1,200


66 Golden West "


1,400


Indiaman 13


1,165


66 Flying Childers 2


1,150


Halcyon 15


671


1853 Empress of the Seas 3


2,200


Japan 3


1,964


Radient 7


1,300


King Lear 9


1,936


Fire Fly 4


385


66 Friend 4 (pilot boat)


. 69


66 Cleopatra 7


1,550


66 Jane 4


66


66


66


Queen of Clippers 6


2,200


Fanny 4 66


66


84


++. .. ..


66 Alert 2


1,194


66 Wyvern


73


66 Defender 3


1,413


Amphitrite 2


1,687


66 Robert HI. Dixey ?


1,252


66 Fearless 5


1,200


66 Azor 7


430'


66 Empress 7


1,293


66 Reporter 7


1,100


66 Edwin Forrest 4


1,200


66 Golden Fleece "


1,585


66 Mariner 7


1,230


66 Elvira 16


1,138


66


Romance of the Sea 3


1,500


523


Well Fleet 7


1,260


66 Hayward P. Cushing (re- measured) 159


66 Challenger 9


1,400


66


Halcyon 9


93


66 Mystery 2


1,200


66 Antelope 2 (steamer) 415


66 Great Republic 3


4,556


1855 Zephyr 3 .


1,184


Wizard 2


1,600


Chariot of Fame 3


2,000


66 Donald McKay 3


2,594


Lightfoot 6


1,996


66 Abbott Lawrence 3. 1,497


66 Quickstep 17


66 Eringo 11 323


Star of Empire 3


1,635


1855-58.]


VESSELS BUILT AT EAST BOSTON.


699


Year. Name.


Tons.


Year.


Name.


Tons.


1855 S. A. Stevens * (steamer)


140


1856 Joseph Peabody 19


1,198


Emerald 14


1,079


1857 Martha 9 1,197


Thos. Jefferson 4


995


66 Manuella 9


267


66 Ganges 18


1,253


Amelia 9


267


66 General Warren 18


340


66 Borneo 9


772


1856 Dragoon 9


1,433


66


Gemsbok 9


662


998


66 John Patterson 9


102


66


Endeavor 9


1,137


66


Fortuna 7


659


Lucy and Harriet 9


909


66 Belvedere 7 .


1,197


Norseman 9


811


Almatia 15


.473


66 Indian 15


786


Mastiff 3


1,030


66


Laughing Water 12


925


66


Minnehaha 3


1,695


May Flower 20 .


816


66


Henry Hill :


568


66 Salacia 4


451


66


Adriatic 3


1,327


66 Moneka 15


462


66


Baltic 3


1,720


66 Edith 2


34


66


Orion 7


1,297


66 Young Raven


15


66


Evelyn 7


1,197


Wide Awake (iron steamer)} 57


66


Mary Bangs ?


958


66


" Voyageur de la Mer " (iron steamer)


1,250


66 Endymion 14


1,327


66


Plutarch 4


1,322


page.)


66


Pomona 1


1,181


66 Argentine 21 (iron steamer) 118


1858 Cashangar 12 1,090


66


Achilles 19


529


66 Princess 13 1,080


Peruvian 16 1,165


16


Ceylon 15


716


Princess Royal 2ª 1,210


66


Susan Howland 1€


1,137


66 Highlander 2 1,049


Benares 13


1,440


66 Phaselus 11


24


66


Favorite 12


1,039


66 .Manjoor 7 (steamer)


816


66


Suffolk


76


Syren 81


66 Whip 12


18


A reliable and well-informed writer, in 1850, thus spoke of the facilities at that time for building ships at the Island : -


" There are now in East Boston four ship-yards, and two more in state of preparation, for building the largest class ships, in each of which, two or three vessels can be in the process of construction, as has frequently happened, at the same time. There are also five other yards and docks for building and re- pairing, with a floating dock and two marine railways; two extensive spar-making establishments, a number of sail-makers'


* James E. Simpson.


f Oliver Holden.


66


Sea King 7


1,166


Calliope 14


280


Florence 17


1,045


(See description on a previous


Harry of the West 9


Amos Lawrence 3


1,396


700


HISTORY. [1835.


and riggers' lofts, with a great number of smaller establish- ments and shops connected with and dependent upon the busi- ness of ship-building and repairing. In fact, there is probably no place in the United States, certainly none in New England, where may be found so many of the requisites and conveniences for ship-building. The constant employment of more than five hundred mechanics in the various branches of this business would of necessity render the arrangements very complete, and afford great facilities for despatch and perfection of work. The investments here in wharves and lands reclaimed from the sea are very heavy, and as improvements, they have been produced by no mushroom excitement, but by the steady application of money and labor for a great number of years; and they are, as might be expected, of a most permanent and substantial char- acter. The water front of Boston proper, between Charles River Bridge and the North Free Bridge, South Boston, is about two and a quarter miles. The water front of East Boston, upon the main channel of the harbor, from Jeffries Point to Chelsea Free Bridge, is three and one half miles, following the ' commissioners' line.' When it is considered that vessels of the greatest draught, like the British mail steamers, can lie at the wharves when carried out to the 'commissioners' line,' it will not fail to be apparent that the claims of East Boston to some commercial importance are not without foundation."


WHARVES.


There was formerly a wharf, called the "East Boston Com- pany's Wharf," next east of the Sugar Refinery, containing about twenty thousand square feet. It was completed Septem- ber 1, 1835, and was leased to Messrs. Locke and Ripley, who improved it for a wood and lumber wharf. They hired it for three years from September 1, at a rent of $300 for the first year, and $400 for the second and third years, payable quar- terly. The company reserved the right to land coal or wood on a part of it for the use of the ferry only, allowing a rent pro rata for the space so used. In 1838 it was comprehended within the boundaries of the land ceded to the Eastern Railroad


701


WHARVES.


1835.]


Company. It cost $4,000, exclusive of the water right, and in 1836 was valued at $9,000.


Mr. Lamson's wharf (now merged in the Grand Junction wharves) was built with solid stone walls, and filled in with earth one hundred and sixty feet square; the cost of filling in the wharf, including the stone walls, was twenty-eight cents a superficial foot. It was built for the purpose of erecting on it a steam factory for sawing mahogany, veneering, etc., and was to be extended on piers to the channel when the steam mill should be erected. Upon it were two buildings, fifty feet by twenty-five each.


Next to Mr. Lamson's wharf was Messrs. Locke and Ripley's lumber wharf, well supplied with lumber and building ma- terials.


At the foot of London street, with a water front of two hun- dred feet, were Tuttle's wharf and buildings, employed by fishermen in packing for exportation ; now occupied by Simp- son and Tuttle's dock, Carleton's, and Brown and Lovell's wharves.


At the foot of Liverpool street, with a water front of one hundred feet, was the wharf of Allen, Pigeon, and Pool, on which shops for making masts and spars were erected.


Next came the proposed site of the Merchants' Marine Rail- way, which, as has been seen, was never built, though an act of incorporation was obtained; the water front was 500 feet.


The lot next to the Marine Railway, the site of the first steamboat landing, was leased to Mr. Weeks for a fish wharf, and afterwards sold to him; it is now occupied as Weeks's wharf, and as a graving dock.


Next north of this was Mr. Aspinwall's wharf, with a front, of one hundred feet, used then and now as a mast-maker's establishment, under the above name ; it was sold for eight dol- lars a foot in 1834.


Next was Pratt and Cushing's wharf and dock, for marine railways for small vessels. This had also one hundred feet front, and was sold in 1834 for eight dollars a foot; it is now Holmes and Snelling's graving dock.


Next north was Miller's wharf, with two hundred feet front,


59 *


702


HISTORY.


[1858.


having four stores upon it, used for the inspection and storing of mackerel for exportation. Between thirty and forty vessels were employed at Miller's and Tuttle's wharf. It is now known as Miller's wharf.


At the westerly end of Maverick street was a wharf lot of one hundred feet front, now occupied by the East Boston Gas and Iron Company.


Next north of this was the Timber Company's property ; and the proposed site of the mills of the Maverick Water Power Company, which, though incorporated, never went into operation.


The names and situation of the different wharves at East Boston at the present time are as follows : -


Allen's, on Sumner street. Aspinwall's, from New street.


Belcher's, from Border street, near Central square. Boole's, at Jeffries Point.


Brown & Lovell's, foot of Sumner street.


Carleton's, 57 Sumner street.


Clifton's, Border, corner of Maverick street.


Maverick, from Sumner street, north side.


Mckay's, Border, foot of Eutaw street. Miller's, from New street.


A. Nickerson's, from Border, near Lex- ington street.


E. Nickerson's, from New, near Sum- ner street.


Pigeon & Pool's, foot of Liverpool street.


Pratt & Cushing's, from New street.


Shackford & Co.'s, from Border, foot of Lexington street.


Simpson's, from Marginal, near Jeffries street.


Ferry, foot of Lewis street.


Fettyplace & Bowker's, Border street. Grand Junction Railroad and Depot Company, Marginal street.


Googin's, Eagle street, near Gas-works. Hall's, Border, foot of Decatur street. Howe's, Marginal, corner of Jeffries street.


Jones's, Border street, corner of Cen- tral square.


Joselyn, foot of Maverick street.


Kelly's, Marginal, near Jeffries street. Kelly's Marine Railway, Sumner street, near People's ferry.


Lombard, from Sumner, opposite Paris street.


Cunard, near foot of Orleans street. Cunningham's, Sumner, opposite Bor- der street.


Curtis's, Border, near White street. Darton's, Border, foot of Lexington street.


East Boston, from ferry line, west of Lewis street.


*


Eastern Railroad, Marginal, between Lewis and Orleans streets.


Fernald's, Border, foot of Lexington street.


Sturtevant's, Border, foot of Eutaw street.


Tufts', foot of Webster street.


Tuttle's, foot of London street.


Weeks's, corner of New and Sumner streets.


Whorf's, Jeffries, corner of Maverick street.


703


COLONY OF SHOEMAKERS.


1836.]


COLONY OF SHOEMAKERS FROM LYNN.


Among the projects originated by the president of the com- pany for the benefit of East Boston was the establishment of a settlement of shoemakers from Lynn, on the fourth section ; after much conversation on the subject, the following plan was concerted between him and Mr. Ezra Mudge, an officer in the custom-house, and formerly representative from Lynn.


It was thought, that, from the favorable position of East Boston and the scarcity of houses in Lynn, it would be easy to induce industrious and moral men who had not the means to build houses for themselves to come to East Boston and set up the manufacture of shoes, provided the company would erect suit- able dwellings for their accommodation. Such dwellings. could be erected for about $1,500 each, large enough for two families, for which they would be willing to pay ten per cent. interest ou the cost, on a lease not exceeding seven years, with the privilege of purchasing at any time during the lease at a fair valuation. Workshops could be furnished by the tenants themselves, as one shop would answer for several persons. A village would thus be established, which would greatly increase the value of real estate in its vicinity. To encourage capitalists to under- take such an enterprise, the company could afford to give an extended credit to those who should purchase for the purpose of improving, instead of the usual conditions, requiring the first payment at the end of two years, and the rest in three, four, and five years, interest should be payable annually ; in this way the purchaser could apply his funds to building. Some of Mr. Mudge's friends were willing to join any company that would engage to build a sufficient number of houses to form a hand- somne village, and he would give his personal attention to secur- ing the successful issue of the project.


This plan gave rise to the following paper : -


" Boston, September 3, 1836.


" The subscribers, having read the annexed communication of Mr. Mudge, hereby agree with one another to enter into an association of not less than twenty nor more than thirty shares, the proprietor of each to buy of the East Bos- ton Company at their next sale two blocks of land of one hundred feet square,


704


HISTORY. [1836.


and to erect one double or two single houses thereon, and fence in our respec- tive lots before the first of July next, and let the houses as stated in Mr. Mudge's letter, -it being expressly understood that whatever the land shall fetch the company over ten cents a foot, after paying their proportion of the expenses of sale, shall be reserved as a fund by the association for the embel- lishment and improvement of the settlement under the direction of the asso- ciates.


" Provided the East Boston Company will lay out a suitable place for the settlement, grade the streets, and give a spot for a meeting and school-house ; and in consideration of the services of Mr. Mudge, in superintending the erec- tion of the buildings and founding the settlement, that the company shall appro- priate one block of land, and erect a house and stable thereon for his use, free of rent five years, then to be presented to him if his exertions in promoting the ends of the association shall be satisfactory, otherwise said house, stable, and land shall be conveyed to said associates for the benefit of said settle- ment.


" Samuel P. Page, by E. Mudge


1 share.


John J. Emerton 1


E. W. Mudge 1


James W. Gerard


2 shares.


Samuel Jones


2 66


(with a privilege of 2 more.)


Francis J. Oliver . 1 share.


Wm. H. Sumner


2 shares.


J. W. Paige .


1 share.


Stephen White, by Wm.


Fettyplace 2 shares.


Aug. Heard 1 share.


Henry Sumner 1


Ezra L. Varney 1 66 C. B. Mason 1 66


Wm. Atkinson . 1


66


In all,


.


. 18 shares."


The location intended for the settlement was on the " Middle Farm," now section four.


On the 2d of March, 1837, the superintendent was informed by Mr. Mudge that he regretted to say that from removals, or from pecuniary circumstances, no reliance could be placed on some of his subscribers. The stringent state of the money market prevented those who could with difficulty live at home from removing to another place where a certain amount of extra capital would be required, even if their condition could be im- proved by such a removal. This project, in which Mr. Mudge took such an active interest, would probably have resulted in success had it not been for the universal financial depression which swept over the whole country, and included all classes of society ; as it was, the plan failed of realization.


705


LOBSTER WHARF.


1837.]


WEEKS'S LOBSTER WIIARF.


The lobster business at East Boston demands a place among the noteworthy occupations upon the Island. In 1837, Mr. E. Weeks commenced boiling lobsters in three kettles of sixty gallons each, and during that year sold about seventy thousand lobsters. In the following year, he purchased of the East Bos- ton Company a wharf at the foot of Sumner street for $2,225. So great was the increase of the business, that, in 1838, his pur- chases amounted to about two hundred thousand, and in 1839 to two hundred and fifty thousand lobsters. Mr. Weeks with- drew from the business in 1855, at which time the annual pur- chase amounted to about three hundred thousand.


Portions of the wharf have been sold at different times .: first, a part to Nathaniel Blanchard, in 1838, for $741.66; and sec- ond, a part to Col. Samuel Stimpson, in 1855, for $1,350.


The business, since Mr. E. Weeks sold out, has been con- ducted by John S. Weeks and Company, and the purchases amounted, in 1845, to two hundred and seventy-five thousand lobsters, in 1856 to three hundred thousand, and in 1857 to three hundred and ten thousand.


From the 1st of April until the 1st of August, the number of lobsters boiled averages 160 kettles a week, each kettle con- taining one hundred. Twenty wheelbarrows and four one- horse wagons are supplied with this indispensable requisite to the market of a city, and this occupation, apparently trivial, furnishes thousands of tables with one of the most acceptable of dishes.


LINSEED-OIL WORKS.


The building in which the operations of this establishment are carried on was originally built for and occupied by the Malleable Iron Company about twenty years ago. 'That com- pany failed. The building was then purchased by Messrs. Sturtevant, Atkins, and Company for the sperm, whale oil, and soap business. In 1843, Noah Sturtevant and Company com- menced making linseed-oil on a small scale, in a part of the


706


HISTORY. [1844.


building. They used the old-fashioned presses, and made about two hundred gallons per day, which quantity they afterwards increased to seven hundred gallons. The business promising well, in 1849, Messrs. James Lee and Company entered into it, and increased the manufacture to twenty-two hundred gal- lons per day. Six years subsequent to this purchase, namely, in 1855, Messrs. Morrell Cole and Son, and James Lee, Jr., bought the property from Mr. Sturtevant, and have made ex- tensive additions to the building, and improvements for the manufacture of the oil. They have conveniences for bleaching twenty-five hundred gallons per day, and for boiling sixteen hundred gallons per day. This establishment, from being one of the smallest, is now one of the largest, in the country. It is surpassed by none in its arrangements, and in the quality of its raw, boiled, and bleached oils, for painting. Twenty-two hun- dred gallons of oil and sixteen tons of oil-cake are turned out per day, all manufactured from the best Calcutta linseed, screened and cleansed from all impurities. The larger part of the cake is shipped to London, and about seven or eight hun- dred tons are annually ground and sold to farmers as food for their cattle. This oil meal is rapidly gaining in the estimation of the agricultural community as a valuable article of food, and farmers are becoming convinced of its superiority over Indian meal, or any other article for feeding milch cows; the quantity of milk being much greater with this meal mixed with Indian meal and shorts, than with any other diet.


The business done at these oil works is very large; the man- agers are enterprising men, and success attends their efforts. Their oil is of a high standard in the market, and an increasing business is evidence of their merited prosperity.


TUFTS'S BOSTON STEAM-ENGINE COMPANY.


Mr. Otis Tufts moved a portion of his works (the boiler de- partment) to East Boston in the early part of the year 1844, and occupied a small wharf on Marginal street, now a part of the property belonging to the Grand Junction Railroad Com- pany. During the same year, having purchased the estate now known as Tufts's wharf, he moved to that place, where, soon


.


707


STEAM-ENGINE COMPANY.


1844-54.]


after, he commenced building the hull of the iron steamer R. B. Forbes, which was launched in August of the next year, 1845, and completed in the fall of the same year.


In December, 1845, Mr. Tufts removed his entire works to East Boston, making his arrangements to build stationary and marine steam-engines, boilers, and heavy machinery in general. For the next five or six years his business was chiefly building stationary steam-engines and boilers, for which there was a great demand, and in making which he was very successful. During this time Mr. Tufts had largely increased his facilities for manufacturing machinery, but anticipating a still greater demand, he decided to go on enlarging his works and be pre -. pared to build as large machinery as could be made by any es- tablishment in the country.


With a view to enlist others in the enterprise, he devoted much time to the consideration of how it could be best accom- plished, and finally concluded to apply for an act to incorporate a company under the name of the Boston Steam-Engine Com- pany, with a capital of one million of dollars, which was granted by the legislature of 1853. In June, 1853, Mr. Tufts sold so much of his wharf as lay above the centre of Webster street, towards Sumner street, including the buildings thereon, with the machinery, tools, etc., in them, and also his good-will in the business, to the Boston Steam-Engine Company, he being the principal party in the company.




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