Chapter II: Part 2

As to the remaining deck fixtures, hatches and fittings, these must be entirely a matter of speculation. Ladderways, passing scuttles, hatches, trunks, galley, heads and cabins were obviously required in a fighting ship and can only be located on the theory that, when completed, the _Battery_ was a practical vessel.

It has been stated that the officers' cabins were over the race; the logical place for the heads, galley, wardroom and mess also would be over the race, giving the remaining part of the gun deck for the necessary hatches, ladderways, trunks, etc., in the two hulls, space required for armament, and to sling the hammocks of a watch below. As the vessel was never fully manned, apparently, the space for hammocks is not a serious problem in a reconstruction. If the vessel had been manned as proposed by 500 men, hammocks for over 200 would have been required, which would give very crowded quarters in view of the limited space available.

Though no specific requirements were stated in the reports of the trials, it seems reasonable to suppose that additional hatches were cut in the decks to improve the fireroom ventilation. In the reconstruction drawings, these hatchways as well as the other deck openings and deck fittings--such as bilge pumps, companionways, skylights, binnacles, wheels and wheel-rope trunks, cable trunks, steampipe casings, and stack fiddleys--have been located in an effort to meet the imagined requirements of the working of a ship of this unusual form.

There are some unanswered questions that arose in the preparation of the reconstruction drawings. As has been shown, the original inboard arrangement plan found in Copenhagen shows four smokestacks, while Marestier's sketch of the vessel's boilers shows trunked flues indicating that two stacks were used. It is possible that the boilers were first fitted so that four stacks were required; alterations made as a result of steaming trials may well have included the introduction of trunked flues and the final use of two stacks in line fore-and-aft. This would have required a rearrangement of the fiddley hatches amidships.

Another troublesome question was the doubtful arrangement of the four companionways on the spar deck. Perhaps only two were fitted, one on each side of the officers' staterooms while the ladderways at the crew's end of the ship were simple ladder hatches.

The decision to use four bilge pumps is based upon the lack of drag in the keel of the hulls, which would prevent accumulation of bilge water at one end of the hull. The use of four single-barrel pumps instead of four double-barrel pumps may be questioned, for chain pumps requiring two barrels would have been practical.

Allowance for stores was made by use of platforms in the hold. It is known from statements made to the Court of Inquiry, that the magazines were amidships and that a part of these was close to the boilers. Fuel and water would be in the lower hold under the platforms; hatches and ladderways are arranged to permit fueling the ship.

A few prints or drawings of the ship, aside from the patent drawing, have been found. There are two prints that show the launch of the vessel. One, a print of 1815, is in possession of the Mariners' Museum, Newport News, Va., and is reproduced in Alexander Crosby Brown's _Twin Ships, Notes on the Chronological History of the Use of Multiple Hulled Vessels_.[20] A poor copy of this print appears on page 13 of Bennett's _Steam Navy of the United States_, and another and inaccurate sketch is shown on page 8. These pictures were of no use in the reconstruction as they show no details that are not in the Copenhagen plans. The patent drawing does not show deck details and in fact does not represent the vessel as built in any respect other than in being a catamaran with paddle wheel amidships between the hulls.

The _Steam Battery_ did not have any particular influence on the design of men-of-war that followed her. In the first place, steampower was not viewed with favor by naval officers generally. This was without doubt due to prejudice, but engines in 1820-30 were still unreliable when required to run for long periods, as experienced by the early ocean-going steamers. The great weight of the early steam engines and their size in relation to power were important, and also important were practical objections that prevented the design of efficient naval ocean steamers until about 1840; even then, the paddle wheels made them very vulnerable in action. Until the introduction of the screw propellor it was not possible to design a really effective ocean-going naval steamer; hence until about 1840-45, sail remained predominant in naval vessels for ocean service, and steamers were accepted only in coast defense and towing services, or as dispatch vessels.

No immediate use of the double hull in naval vessels of the maritime powers resulted from the construction of the _Steam Battery_. The flat-bottom chine-built design employed by Fulton in _North River_, _Raritan_, and other early steamboats was utilized in the design for a projected steamer by the British Admiralty in 1815-16. This vessel was about 76 feet overall, 16-foot beam, and 8-foot 10 inches depth in hold. Her design was for a flat-bottom, chine-built hull with no fore-and-aft camber in the bottom, a sharp entrance, and a square-tuck stern with slight overhang above the cross-seam. Her side frames were straight and vertical amidships, but curved as the bow and stern were approached. She was to be a side-paddle-wheel steamer, and her hull was diagonally braced; the wheel and engine were to be about amidships where she was dead flat for about 14 feet. However, the engine and boilers were not installed; the engine was utilized ashore for pumping, and the vessel was completed in the Deptford Yard as a sailing ship. Under the name _Congo_ she was employed in the African coast survey. Her plan is in the Admiralty Collection of Draughts, at the National Maritime Museum, Greenwich, England.

The double hull continued to be employed in both steam and team ferryboats in the United States and in England and France. A few river and lake steamers were also built with this design of hull. Continued efforts to obtain fast sailing by use of the double hull produced a number of sailing catamarans; of these the Herreshoff catamarans of the 1870's showed high speed when reaching in a fresh breeze.

Designs for double-hulled steamers appeared during the last half of the 19th century; in 1874 the _Castalia_, a large, double-hull, iron, cross-channel steamer, was built by the Thames Iron-works Company at Blackwall, England. She was 290 feet long, and each hull had a beam of 17 feet. The paddle wheel was placed between the hulls and, ready for sea, she drew 6-1/2 feet. She ran the 22 miles between Dover and Calais in 1 hour and 50 minutes, a speed much slower than that of the paddle-wheel, cross-channel steamers having one hull. Another double-hull steamer was built for this service by Hawthorn, Leslie and Company, Newcastle-on-Tyne, Scotland, in 1877. First named _Express_, she was renamed _Calais-Douvres_ when she went into service in May 1878. Her length was 302 feet, her extreme beam 62 feet, and each hull had a beam of 18 feet, 3 inches. She drew 6-foot 7-1/2 inches ready for sea and the paddle wheel was between the hulls. On her trials she made 14 knots and burned coal excessively. Sold to France in 1880, she was taken out of service in 1889. Though popular, she was not faster than the single-hull steamers in this service and had been a comparatively expensive vessel to build and operate.

The many attempts to produce a very fast double-hull steamer and large sailing vessels have led to disappointment for their designers and sponsors. In the history of naval architecture, since Petty's time, there have been a number of periods when the new-old idea of the double hull has become popular. Craft of this type have been commonly well publicized but, on the whole, their basic designs have followed the same principles over and over again and have not produced the sought-for increase in speed and handiness.

In very recent years there has been a revival in interest in sailing double-hull boats that is enthusiastic as to very small craft and somewhat restrained as to large boats. A few projects are under development for double-hull craft, power and sail, of over 90-foot length, including an oceanographic research vessel. In general, however, the performance of double-hull boats has shown that Chapman's estimate of the type was reasonably correct and that there are limitations, particularly in maneuverability in the double-hull craft that could have been found by reference to the history of past experiments with the type.

NAVAL STEAMERS.

THE DEMOLOGOS; OR, FULTON THE FIRST.

At the close of the year eighteen hundred and thirteen, Robert Fulton exhibited to the President of the United States, the original drawing from which the engraving on Plate One is sketched, being a representation of the proposed war-steamer or floating-battery, named by him, the Demologos. This sketch possesses more than ordinary interest, from the circumstance that it is, doubtless, the only record of the _first war-steamer in the world_, designed and drawn by the immortal Fulton, and represented by him to the Executive, as capable of carrying a strong battery, with furnaces for red hot shot, and being propelled by the power of steam, at the rate of _four_ miles an hour.

It was contemplated that this vessel, besides carrying her proposed armament on deck, should also be furnished with submarine guns, two suspended from each bow, so as to discharge a hundred pound ball into an enemy's ship at ten or twelve feet below her water-line. In addition to this, her machinery was calculated for the addition of an engine which would discharge an immense column of water upon the decks, and through the port-holes of an enemy, making her the most formidable engine for warfare that human ingenuity has contrived.

The estimated cost of the vessel was three hundred and twenty thousand dollars, nearly the sum requisite for a frigate of the first class.

The project was zealously embraced by the Executive, and the national legislature in March, eighteen hundred and fourteen, passed a law, authorizing the President of the United States to cause to be built, equipped, and employed, one or more floating batteries, for the defense of the waters of the United States.

The building of the vessel was committed by the Coast and Harbor Defense Association, to a sub-committee of five gentlemen, who were recognized by the Government as their agents for that purpose, and whose interesting history of the Steam Frigate is copied in Note A, of the Appendix to this volume.

Robert Fulton, whose soul animated the enterprise, was appointed the engineer; and on the twentieth day of June, eighteen hundred and fourteen, the keel of this novel steamer was laid at the ship-yard of Adam and Noah Brown, her able and active constructors, in the city of New York, and on the twenty-ninth of the following October, or in little more than four months, she was safely launched, in the presence of multitudes of spectators who thronged the surrounding shores, and were seen upon the hills which limited the beautiful prospect around the bay of New York.

The river and bay were filled with steamers and vessels of war, in compliment to the occasion. In the midst of these was the enormous floating mass, whose bulk and unwieldy form seemed to render her as unfit for motion, as the land batteries which were saluting her.

In a communication from Captain David Porter, U. S. Navy, to the Hon. Secretary of the Navy, dated New York, October 29, 1814, he states,--"I have the pleasure to inform you that the "FULTON THE FIRST," was this morning safely launched. No one has yet ventured to suggest any improvement that could be made in the vessel, and to use the words of the projector, '_I would not alter her if it were in my power to do so._'

"She promises fair to meet our most sanguine expectations, and I do not despair in being able to navigate in her from one extreme of our coast to the other. Her buoyancy astonishes every one, she now draws _only eight feet three inches water_, and her draft will only be _ten_ feet with all her guns, machinery, stores, and crew, on board. The ease with which she can now be towed with a single steamboat, renders it certain that her velocity will be sufficiently great to answer every purpose, and the manner it is intended to secure her machinery from the gunner's shot, leaves no apprehension for its safety. I shall use every exertion to prepare her for immediate service; her guns will soon be mounted, and I am assured by Mr. Fulton, that her machinery will be in operation in about six weeks."

On the twenty-first of November, the Steam Frigate was moved from the wharf of Messrs. Browns, in the East River, to the works of Robert Fulton, on the North River, to receive her machinery, which operation was performed by fastening the steamboat "Car of Neptune," to her larboard, and the steamboat "Fulton," to her starboard side; they towed her through the water from three and a-half to four miles per hour.

The dimensions of the "Fulton the First" were:--

Length, one hundred and fifty-six feet.

Breadth, fifty-six feet.

Depth, twenty feet.

Water-wheel, sixteen feet diameter.

Length of bucket, fourteen feet.

Dip, four feet.

Engine, forty-eight inch cylinder, and five feet stroke.

Boiler, length, twenty-two feet; breath, twelve feet; and depth,
eight feet.

Tonnage, two thousand four hundred and seventy-five.

By June, eighteen hundred and fifteen, her engine was put on board, and she was so far completed as to afford an opportunity of trying her machinery. On the first of June, at ten o'clock in the morning, the "Fulton the First," propelled by her own steam and machinery, left the wharf near the Brooklyn ferry, and proceeded majestically into the river; though a stiff breeze from the south blew directly ahead, she stemmed the current with perfect ease, as the tide was a strong ebb. She sailed by the forts and saluted them with her thirty-two pound guns. Her speed was equal to the most sanguine expectations; she exhibited a novel and sublime spectacle to an admiring people. The intention of the Commissioners being solely to try her enginery, no use was made of her sails. After navigating the bay, and receiving a visit from the officers of the French ship of war lying at her anchors, the Steam Frigate came to at Powles' Hook ferry, about two o'clock in the afternoon, without having experienced a single unpleasant occurrence.

On the fourth of July, of the same year, she made a passage to the ocean and back, and went the distance, which, in going and returning, is fifty-three miles, in eight hours and twenty minutes, without the aid of sails; the wind and tide were partly in her favor and partly against her, the balance rather in her favor.

In September, she made another trial trip to the ocean, and having at this time the weight of her whole armament on board, she went at an average of five and a half miles an hour, with and against the tide. When stemming the tide, which ran at the rate of three miles an hour, she advanced at the rate of two and a-half miles an hour. This performance was not more than equal to Robert Fulton's expectations, but it exceeded what he had premised to the Government, which was that she should be propelled by steam at the rate of from three to four miles an hour.

The English were not uninformed as to the preparations which were making for them, nor inattentive to their progress. It is certain that the Steam Frigate lost none of her terrors in the reports or imaginations of the enemy. In a treatise on steam vessels, published in Scotland at that time, the author states that he has taken great care to procure _full_ and _accurate_ information of the Steam Frigate launched in New York, and which he describes in the following words:--

"Length on deck, _three hundred feet_; breadth, _two hundred feet_; thickness of her sides, _thirteen feet_ of alternate oak plank and cork wood--carries forty-four guns, four of which are _hundred pounders_; quarter-deck and forecastle guns, forty-four pounders; and further to annoy an enemy attempting to board, can discharge _one hundred gallons of boiling water in a minute_, and by mechanism, brandishes _three hundred cutlasses_ with the utmost regularity over her gunwales; works also an equal number of heavy iron pikes of great length, darting them from her sides with prodigious force, and withdrawing them every quarter of a minute"!!

The war having terminated before the "_Fulton the First_" was entirely completed, she was taken to the Navy Yard, Brooklyn, and moored on the flats abreast of that station, where she remained, and was used as a receiving-ship until the fourth of June, eighteen hundred and twenty-nine, when she was blown up. The following letters from Commodore Isaac Chauncey (then Commandant of the New York Navy Yard) to the Honorable Secretary of the Navy, informing him of the distressing event, concludes this brief history of the _first steam vessel of war ever built_.

* * * * *

U. S. NAVY YARD, NEW YORK, _June 5th, 1829_.

SIR:

It becomes my painful duty to report to you a most unfortunate occurrence which took place yesterday, at about half past two o'clock, P. M., in the accidental blowing up of the Receiving Ship Fulton, which killed twenty-four men and a woman, and wounded nineteen; there are also five missing. Amongst the killed I am sorry to number Lieutenant S. M. Brackenridge, a very fine, promising officer, and amongst the wounded are, Lieutenants Charles F. Platt, and A. M. Mull, and Sailing-Master Clough, the former dangerously, and the two last severely; there are also four Midshipmen severely wounded. How this unfortunate accident occurred I am not yet able to inform you, nor have I time to state more particularly; I will, as soon as possible, give a detailed account of the affair.

I have the honor to be, Sir,
Very respectfully,
J. CHAUNCEY.

HON. JOHN BRANCH,
_Secretary of the Navy, Washington._

U.S. NAVY YARD, NEW YORK, _June 8th, 1829_.

Sir:

I had been on board the "Fulton" all the morning, inspecting the ship and men, particularly the sick and invalids, which had increased considerably from other ships, and whom I had intended to ask the Department permission to discharge, as being of little use to the service. I had left the ship but a few moments before the explosion took place, and was in my office at the time. The report did not appear to me louder than a thirty-two pounder, although the destruction of the ship was complete and entire, owing to her very decayed state, for there was not on board, at the time, more than two and a-half barrels of damaged powder, which was kept in the magazine for the purpose of firing the morning and evening gun. It appears to me that the explosion could not have taken place from accident, as the magazine was as well, or better secured, than the magazines of most of our ships, yet it would be difficult to assign a motive to those in the magazine for so horrible an act, as voluntarily to destroy themselves and those on board. If the explosion was not the effect of design, I am at a loss to account for the catastrophe.

I have the honor to be, Sir,
Very respectfully,
J. CHAUNCEY.

HON. JOHN BRANCH,
_Secretary of the Navy, Washington_.

APPENDIX.

NOTE A.

STEAM FRIGATE.

_Report of HENRY RUTGERS, SAMUEL L. MITCHEL, and THOMAS MORRIS, the Commissioners superintending the construction of a steam vessel of war, to the Secretary of the Navy._

NEW YORK, _December 28th, 1815_.

SIR:

The war which was terminated by the treaty of Ghent, afforded, during its short continuance, a glorious display of the valor of the United States by land and by sea--it made them much better known to foreign nations, and, what is of much greater importance, it contributed to make them better acquainted with themselves--it excited new enterprises--it educed latent talents--it stimulated to exertions unknown to our people before.

A long extent of coast was exposed to an enemy, powerful above every other on the ocean. His commanders threatened to lay waste our country with fire and sword, and, actually, in various instances, carried their menaces into execution. It became necessary, for our defense, to resist, by every practicable method, such a formidable foe.

It was conceived, by a most ingenious and enterprising citizen, that the power of Steam could be employed to propel a floating battery, carrying heavy guns, to the destruction of any hostile force that should hover on the shores, or enter the ports of our Atlantic frontier. The perfect and admirable success of his project for moving boats containing travelers and baggage by the same elastic agent, opened the way to its employment for carrying warriors and the apparatus for fighting.

The plan was submitted to the consideration of the executive of an enlightened government. Congress, influenced by the most liberal and patriotic spirit, appropriated money for the experiment, and the Navy Department, then conducted by the honorable William Jones, appointed commissioners to superintend the construction of a convenient vessel under the direction of ROBERT FULTON, the inventor, as engineer, and Messrs. Adam and Noah Brown, as naval constructors. The enterprise, from its commencement, and during a considerable part of its preparatory operations, was aided by the zealous co-operation of Major General Dearborn, then holding his head-quarters at the city of New York, as the officer commanding the third military district. The loss of his valuable counsel in conducting a work which he had maturely considered, and which he strongly recommended, was the consequence of his removal to another section of the Union, where his professional talents were specially required.

The keels of this steam-frigate were laid on the twentieth day of June, eighteen hundred and fourteen. The strictest blockade the enemy could enforce interrupted the coasting trade, and greatly enhanced the price of timber. The vigilance with which he guarded our coast against intercourse with foreign nations, rendered difficult the importation of copper and iron. The same impediment attended the supplies of coal heretofore brought to New York from Richmond and Liverpool. Lead, in like manner, was procured under additional disadvantages. These attempts of the enemy to frustrate the design, were vain and impotent. All the obstacles were surmounted. Scarcity of the necessary woods and metals were overcome by strenuous exertions; and all the blockading squadron could achieve, was not a disappointment in the undertaking, but merely an increase of the expense.

So, in respect to tradesmen and laborers, there was an extraordinary difficulty. Shipwrights had repaired to the lakes, for repelling the enemy, in such numbers, that, comparatively speaking, few were left on the seaboard. A large portion of the men who had been engaged in daily work, had enlisted as soldiers, and had marched under the banners of the nation to the defense of its rights--yet amidst the scarcity of hands, a sufficient number were procured for the purpose which the Commissioners had in charge. An increase of wages was the chief impediment, and this they were enabled practically to overcome.

By the exemplary combination of diligence and skill, on the part of the Engineer and Constructors, the business was so accelerated, that the vessel was launched on the twenty-ninth day of October, amidst the plaudits of an unusual number of citizens.

Measures were immediately taken to complete her equipment; the boiler, the engine, and the machinery were put on board with all possible expedition. Their weight and size far surpassed any thing that had been witnessed before among us.

The stores of artillery in New York not furnishing the number and kind of cannon which she was destined to carry, it became necessary to transport guns from Philadelphia. A prize, taken from the enemy, put some fit and excellent pieces at the disposal of the Navy Department. To avoid the danger of capture by the enemy's cruisers, these were carted over the miry roads of New Jersey. Twenty heavy cannon were thus conveyed by the strength of horses. Carriages of the most approved model were constructed, and every thing done to bring her into prompt action, as an efficient instrument of war.

About this time, an officer, pre-eminent for bravery and discipline, was commissioned by the government to her command. Prior to this event, it had been intended by the Commissioners to finish her conformably to the plan originally submitted to the Executive. She is a structure resting upon two boats and keels, separated from end to end by a canal fifteen feet wide, and sixty-six long. One boat contained the caldrons of copper to prepare her steam. The vast cylinder of iron, with its piston, levers, and wheels, occupied a part of its fellow; the great water-wheel revolved in the space between them; the main or gun-deck supported her armament, and was protected by a bulwark four feet ten inches thick, of solid timber. This was pierced by thirty port-holes, to enable as many thirty-two pounders to fire red hot balls; her upper or spar deck was plain, and she was to be propelled by her enginery alone.

It was the opinion of Captain Porter and Mr. Fulton, that the upper deck ought to be surrounded with a bulwark and stanchions--that two stout masts should be erected to support latteen sails--that there should be bowsprits for jibs, and that she should be rigged in a corresponding style. Under authorities so great, and with the expectation of being able to raise the blockade of New London, by destroying, taking, or routing the enemy's ships, all these additions were adopted and incorporated with the vessel.

It must here be observed, that during the exhaustion of the treasury, and the temporary depression of public credit, the Commissioners were exceedingly embarrassed--their payments were made in treasury notes, which they were positively instructed to negotiate at par. On several occasions even these were so long withheld, that the persons who had advanced materials and labor were importunate for payment, and silently discontented. To a certain extent, the Commissioners pledged their private credit. Notwithstanding all this, the men, at one time, actually broke off. The work was retarded, and her completion unavoidably deferred, to the great disappointment of the Commissioners, until winter rendered it impossible for her to act.

Under all this pressure, they, nevertheless, persevered in the important object confided to them. But their exertions were further retarded by the premature and unexpected death of the Engineer. The world was deprived of his invaluable labors before he had completed this favorite undertaking. They will not inquire, wherefore, in the dispensations of Divine Providence, he was not permitted to realize his grand conception. _His discoveries, however, survive for the benefit of mankind_, and will extend to unborn generations.

At length all matters were ready for a trial of the machinery to urge such a bulky vessel through the water. This essay was made on the first day of June, eighteen hundred and fifteen. She proved herself capable of opposing the wind, and of stemming the tide, of crossing currents, and of being steered among vessels riding at anchor, though the weather was boisterous and the water rough. Her performance demonstrated that the project was successful--no doubt remained that a floating battery, composed of heavy artillery, could be moved by steam. The Commissioners returned from the exercise of the day, satisfied that the vessel would answer the intended purpose, and consoled themselves that their care had been bestowed upon a worthy object.

But it was discovered, that various alterations were necessary. Guided by the light of experience, they caused some errors to be corrected, and some defects to be supplied. She was prepared for a second voyage with all practicable speed.

On the fourth of July she was again put in action. She performed a trip to the ocean, eastward of Sandy Hook, and back again, a distance of fifty-three miles, in eight hours and twenty minutes. A part of this time she had the tide against her, and had no assistance whatever from sails. Of the gentlemen who formed the company invited to witness the experiment, not one entertained a doubt of her fitness for the intended purpose.

Additional expedients were, notwithstanding, necessary to be sought for quickening and directing her motion. These were devised and executed with all possible care.

Suitable arrangements having been made, a third trial of her powers was attempted on the eleventh day of September, with the weight of twenty-six of her long and ponderous guns, and a considerable quantity of ammunition and stores on board; her draft of water was short of eleven feet. She changed her course by inverting the motion of the wheel, without the necessity of putting about. She fired salutes as she passed the forts, and she overcame the resistance of the wind and tide in her progress down the bay. She performed beautiful man[oe]uvres around the United States' Frigate JAVA, then at anchor near the light-house. She moved with remarkable celerity, and she was perfectly obedient to her double helm. It was observed that the explosion of powder produced very little concussion. The machinery was not affected by it in the smallest degree. Her progress, during the firing, was steady and uninterrupted. On the most accurate calculations, derived from heaving the log, her average velocity was five and a-half miles per hour. Notwithstanding the resistance of currents, she was found to make headway at the rate of two miles an hour against the ebb of the East River, running three and a-half knots. The day's exercise was satisfactory to the respectable company who attended, beyond their utmost expectations. It was universally agreed that we now possessed a new auxiliary against every maratime invader. The City of New York, exposed as it is, was considered as having the means of rendering itself invulnerable. The Delaware, Chesapeake, Long Island Sound, and every other bay and harbor in the nation, may be protected by the same tremendous power.

Among the inconveniences observable during the experiment, was the heat endured by the men who attended the fires. To enable a correct judgment to be formed on this point, one of the Commissioners (Dr. Mitchel) descended and examined, by a thermometer, the temperature of the hold, between the two boilers. The quicksilver, exposed to the radiant heat of the burning fuel, rose to one hundred and sixteen degrees of Fahrenheit's scale. Though exposed thus to its intensity, he experienced no indisposition afterwards. The analogy of potteries, forges, glass-houses, kitchens, and other places, where laborers are habitually exposed to high heats, is familiar to persons of business and of reflection. In all such occupations, the men, by proper relays, perform their services perfectly well.

The Government, however, will understand that the hold of the present vessel could be rendered cooler by other apertures for the admission of air, and that on building another steam frigate, the comfort of the firemen might be provided for, as in the ordinary steamboats.

The Commissioners congratulate the Government and the nation on the event of this noble project. Honorable alike, to its author and its patrons, it constitutes an era in warfare and the arts. The arrival of peace, indeed, has disappointed the expectations of conducting her to battle. That last and conclusive act of showing her superiority in combat, has not been in the power of the Commissioners to make.

If a continuance of tranquillity should be our lot, and this steam vessel of war be not required for the public defense, the nation may rejoice that the fact we have ascertained is of incalculably greater value than the expenditure--and that if the present structure should perish, we have the information never to perish, how, on a future emergency, others may be built. The requisite variations will be dictated by circumstances.

Owing to the cessation of hostilities, it has been deemed inexpedient to finish and equip her as for immediate and active employ. In a few weeks every thing that is incomplete could receive the proper adjustment.

After so much has been done, and with such encouraging results, it becomes the Commissioners to recommend that the steam frigate be officered and manned for discipline and practice. A discreet commander, with a selected crew, could acquire experience in the mode of navigating this peculiar vessel. The supplies of fuel, the tending of the fire, the replenishing of the expended water, the management of the mechanism, the heating of shot, the exercise of the guns, and various matters, can only become familiar by use. It is highly important that a portion of seamen and marines should be versed in the order and economy of the steam frigate. They will augment, diffuse, and perpetuate knowledge. When, in process of time, another war shall call for more structures of this kind, men, regularly trained to her tactics, may be dispatched to the several stations where they may be wanted. If, on any such disposition, the Government should desire a good and faithful agent, the Commissioners recommend Captain Obed Smith to notice, as a person who has ably performed the duties of inspector from the beginning to the end of the concern.

Annexed to the report, you will find, Sir, several statements explanatory of the subject. A separate report of our colleague, the honorable Oliver Wolcott, whose removal from New York precluded him from attending to the latter part of the business, with his accustomed zeal and fidelity, is herewith presented. A drawing of her form and appearance, by Mr. Morgan, as being like to give satisfaction to the department, is also subjoined, as are likewise an inventory of her furniture and effects, and an account of the timber and metals consolidated in her fabric.

It is hoped these communications will evince the pains taken by the Commissioners, to execute the honorable and responsible trust reposed in them by the Government.

SAMUEL L. MITCHEL.
THOMAS MORRIS.
HENRY RUTGERS.

* * * * *

U.S. GOVERNMENT PRINTING OFFICE: 1964

For sale by the Superintendent of Documents, U.S. Government Printing Office Washington, D.C. 20402--Price 70 cents

FOOTNOTES:

[1] _The American Neptune_ (1946), vol. 6, pp. 253-274.

[2] _The American Neptune_ (1944), vol. 4, pp. 327-329.

[3] New York, 1853, pp. 13-17.

[4] Pittsburgh, 1896, pp. 8-16.

[5] See pages 172 through 176 for this report, which is reproduced from CHARLES B. STUART, _Naval and Mail Steamers of the United States_ (New York, 1853), app., pp. 155-159.

[6] National Archives, Navy Records Plans, 80-7-14; and HOWARD I. CHAPELLE, _History of the American Sailing Navy_ (New York: W. W. Norton & Co., 1949), pp. 293-295.

[7] National Archives, Navy Records Plans, 80-7-9; and CHAPELLE, _History of the American Sailing Navy_, pp. 226, 228.

[8] National Archives, Navy Records Plans, 80-7-15.

[9] National Archives, Naval Records Collection, Miscellaneous Letters, 1819, II.

[10] See p. 169, reproduced from CHARLES B. STUART, _Naval and Mail Steamers of the United States_ (New York, 1853), p. 15.

[11] JEAN BAPTISTE MARESTIER, _Memoire sur les bateaux a vapeur des Etats-Unis d'Amerique, avec un appendice sur diverses machines relatives a la Marine_ (Paris: L'imprimerie Royal, 1824).

[12] 1820-1823, vol. 7, p. 437.

[13] _Annales de l'industrie nationale et etrangere, ou Mercure Technologique_ (Paris, 1822), pp. 760-762.

[14] January 27, 1823, vol. 7, pp. 436-438.

[15] January-March 1935, vol. 61, pp. 322-328.

[16] HOWARD I. CHAPELLE, _American Small Sailing Craft_ (New York: W. W. Norton & Co., Inc., 1951), pp. 29, 31.

[17] Newport News, Va.: The Mariners' Museum, 1937, p. 23.

[18] Indianapolis, Ind.: Bobbs Merrill, 1932, p. 291.

[19] HENRY WILLIAM EDWARD, _The Double Bottom or Twin Hulled Ship of Sir William Petty_ (Oxford: The Roxburghe Club, 1931).

[20] Publication No. 5 (Newport News: The Mariners' Museum, 1939), p. 22.

INDEX

Anckerswaerd, Col. Michael, 157

Astor, John Jacob, 141

Baltimore, Lord. _See_ Calvert.

Bennett, Frank M., 139, 150, 165

Bergh, Christian, 145

Biddle, James, 141

Brackenridge, S. M., 145

Brewington, M. V., 155

Brown, Adam and Noah, 141, 142, 145

Brown, Alexander Crosby, 165

Brown, Noah, 141, 150, 151

Browne, Charles, 157

Browns' yard, 142, 144

Calvert, George, Lord Baltimore, 156

Canning, Stratford, 139

Chapman, Fredrik Henrik af, 156, 166

Charles II of England, 152, 153

Coast and Harbor Defense Company, 141

Coast Defense Society, 141, 142

Colden, C. D., 149

Danish Greenland Company, 150

Danish Royal Archives, 139, 150

Dearborn, Henry, 141, 142

Decatur, Stephen, 141

Deptford Yard (England), 165

Eckford, Henry, 142

Emmet, ----, 144

Evans, Samuel, 141, 145

Fox, Josiah, 157

Fulton, Robert, 139, 141, 142, 144, 147, 149, 150, 157, 159, 165

Gurley, Ralph R. (USN), 150, 151

Gustav III of Sweden, 156, 157

Hawthorn, Leslie, and Company (Scotland), 166

Jefferson, Thomas, 145

Jones, Jacob, 141

Jones, William, 147

Laurie, J., 157

Lewis, Jacob, 141

Lewis, Morgan, 141

Marestier, Jean Baptiste, 147, 149, 159, 162

Mariners' Museum, 165

Marsh, James, 145

May, Arthur J., 139

Miller, Patrick, 156, 157

Mitchill, Samuel L., 141, 142

Monroe, James, 145

Montgery, M., 147, 149, 159

Morgan, "Mr.", 144

Morris, Thomas, 141, 142

National Maritime Museum (England), 147, 156, 165

Pepys, Samuel, 155

Perry, Oliver, 141

Petty, Sir William, 152, 153, 155, 166

Porter, David, 144

Purcell, William, 147

Rasmussen, Kjeld, 150

Rigsarkivet (Denmark), 147

Royal Society of London, 152

Rutgers, Henry, 141, 142

Smith, ---- (Captain, USN), 144

Smith, Sir Sidney (RN), 155

Statens Sjoehistoriska Museum (Sweden), 147

Stewart, Charles, 145

Stiles, George, 144

Stoudinger, Charles, 144

Stuart, Charles B., 139, 150

Symington, William, 157

Thames Iron-works Company (England), 165

Tyler, David B., 139

Warrington, Samuel, 141

Wilstack, Paul, 155

Wolcott, Oliver, 141, 142

Youle, John, foundry, 142