Fulton's "Steam Battery": Blockship and Catamaran.

by Howard I. Chapelle.

_Howard I. Chapelle_

FULTON'S "STEAM BATTERY": BLOCKSHIP and CATAMARAN

_Robert Fulton's "Steam Battery," a catamaran-type blockship, was built during the War of 1812. Until recently, not enough material has been available to permit a reasonably accurate reconstruction of what is generally acknowledged to be the first steam man-of-war._

_With the discovery, in the Danish Royal Archives at Copenhagen, of plans of this vessel, it is now possible to prepare a reconstruction and to build a model._

_This article summarizes the history of the vessel, describes the plans and the reconstruction, and also evaluates its design with particular attention to the double-hull construction._

THE AUTHOR: _Howard I. Chapelle is curator of transportation in the Smithsonian Inst.i.tution's Museum of History and Technology._

The ident.i.ty of the first steam man-of-war has been known for many years, and a great deal has been written and published on the history of this American vessel. Until recently, the only available drawing of the ship has been a patent drawing made for Robert Fulton. This does not comply with contemporary descriptions of the steamer and the drawing or plan is out of proportion with the known dimensions. The lack of plans has heretofore made it impossible to ill.u.s.trate the vessel with any degree of precision, or to build a scale model.

The discovery in 1960 of some of the plans of this historic ship in the Danish Royal Archives at Copenhagen now makes possible a reasonably accurate reconstruction of the vessel and also clarifies some of the incomplete and often confusing descriptions by contemporary writers.

Of the numerous published accounts of the ship that are available, the most complete is David B. Tyler's "Fulton's Steam Frigate."[1] A contemporary description of the vessel by the British Minister to Washington, 1820-23, Stratford Canning, was published by Arthur J.

May.[2] In _Naval and Mail Steamers of the United States_, by Charles B.

Stuart,[3] and _The Steam Navy of the United States_, by Frank M.

Bennett,[4] the history of the ship and some descriptive facts are given. Stuart, in an appendix, gives in full the report of the Supervisory Committee (set up to administer the building contract).

Tyler and Stuart, and the Committee Report are the princ.i.p.al sources from which the following summary of the ship's history is drawn.

[Text of Ill.u.s.tration: Plate N^o. 1.

"DEMOLOGOS"

Figure 1^st. _Transverse section A her Boiler. B the steam Engine. C the water wheel. E E her wooden walls 5 feet thick, diminishing to below the waterline as at F.F draught of water 9 feet D D her gun deck_

_Scale 1/12 inch=1 foot_

Waterline

_Scale 1/24 inch=1 foot_

Figure II^d. _This shews her gun deck, 140 feet long 24 feet wide, mounting 20 guns. A the Water wheel_

Figure III^d

_Side View_

_Scale 1/24 inch=1 foot_

ROBERT FULTON

_November 1813._

_S M^c Elroy del._

_"Stuart's Naval & Mail Steamers U.S."_

_Sarony & Major. Eng. N.Y._]

[Ill.u.s.tration: Figure 2.--"DEMOLOGOS," A WOOD ENGRAVING based on the sketch which Robert Fulton showed to President Madison in 1813. This wood engraving appears as plate 1 in Charles B. Stuart's _Naval and Mail Steamers of the United States_, and ill.u.s.trates the section on Naval Steamers, from which the account "The Demologos; or, Fulton the First,"

is here reproduced (pp. 167-171). Stuart obtained the sketch, a.s.sumed to have been made for Fulton's patent on the design of the _Steam Battery_, from the files of the U.S. Navy Department.]

On December 24, 1813, Robert Fulton invited a group of friends--prominent merchants, professional men and naval officers--to his home in New York City and there presented a proposal for a project of great local interest. At that time the War of 1812 was in its second year and the economic effect of the British naval blockade was being felt severely. The blockade cut off seaborne trade and posed a constant threat of attack upon New York and other important ports, particularly Baltimore. To defend the ports, it had been proposed to build mobile floating batteries or heavily built and armed hulks with small sailing rigs, but the high cost of these and their doubtful value in helping to break the blockade, compared to the value and action of a very heavy, large frigate, or a 74-gun ship, caused authorities to hesitate to proceed with the construction of any blockships or floating batteries.

Fulton's proposal concerned a floating battery propelled by steam power. He believed that steam propulsion not only would give it effective maneuverability with no loss of gunpower, but also would allow a successful attack upon the Royal Navy blockading ships during periods of protracted calm, when sailing men-of-war were nearly helpless. The blockaders then could be attacked and picked off, one by one, by the heavily armed steamboat.

Among those present at the meeting was Major General Henry Dearborn, a leading citizen and soldier who was later to become noted in American political history. The first step taken during this meeting was the founding of the Coast and Harbor Defense Company with Dearborn as president, Fulton as engineer, and Thomas Morris as secretary. Next, a committee was established to raise funds from Federal, State, and New York City governments as well as from individual contributors to build the battery. The members of this committee consisted of General Dearborn, Commodore Stephen Decatur, U.S.N.; General Morgan Lewis; Commodore Jacob Jones; U.S.N.; Noah Brown, shipbuilder; Samuel L.

Mitchill; Henry Rutgers; and Thomas Morris.

The committee proved c.u.mbersome and was reduced to General Lewis, Issac Bronson, Henry Rutgers, Nathan Sanford, Thomas Morris, Oliver Wolcott, and John Jacob Astor. Known as the Coast Defense Society and with the name of _Pyremon_ given the ship in prospectus, they attempted, unsuccessfully, to raise funds privately.

The estimated sums to build a battery 130 feet long, with a 50-foot beam, capable of a speed of 5 mph, and carrying 24 long guns (18-pdr.), was $110,000. Fulton, still the chief engineer, in an effort to interest the Federal Government, built a model of the proposed vessel and submitted it to some prominent naval officers--Commodore Stephen Decatur, Jacob Jones, James Biddle, Samuel Evans, Oliver Perry, Samuel Warrington, and Jacob Lewis. All gave their support to the Society in a written statement and this recommendation proved helpful to the project in Congress and in the Navy Department. In the process of pa.s.sing a bill which went to the Senate Naval Affairs Committee calling for $250,000 for the construction of the floating battery, the sum was raised to $1,500,000 for the construction of "one or more" floating batteries and pa.s.sed on March 9, 1814.

To supervise the start of construction, the Coast Defense Society appointed a committee consisting of Dearborn, Wolcott, Morris, Mitchill, and Rutgers, with Fulton as engineer, and a model and drawing of the proposed vessel was submitted to the Patent Office. The Secretary of the Navy, although supporting the project, delayed action until he had weighed the importance of the batteries in relation to other war needs, for at this time the naval shipbuilding program on the Great Lakes was considered of prime importance. He also raised some technical questions concerning the design of the batteries, which Fulton answered with a description of the vessel as 138 feet on deck, 120 feet on the keel, 55 feet beam (each hull to have a 20-foot beam and the "race" between to be 15 feet wide), draft 8 or 9 feet loaded, and the intended speed was to be 4-1/2 to 5 mph. The ship was to carry 24 long guns (32-pdr.), the engine was to be 130 hp, and the total cost, $200,000. In his letters to the Secretary of the Navy, Fulton stated that Adam and Noah Brown would build the hull for $69,800 and that he would build the engine, machinery and boilers for $78,000, a total of $147,800. He intended to have the boilers, valves, fastenings, and air pumps of bra.s.s or copper, which would raise the machinery costs 59 percent above that of stationary engines and boilers then in use.

On May 23, 1814, the Secretary of the Navy authorized the Coast Defense Society and its committee to act as Navy agents and to enter into the contracts required to build a vessel, and to draw on the Navy storekeepers or Navy Yard commandants for such stores or articles on hand needed for construction. The contracts were prepared and the committee now was officially empowered to act for the Society, with Rutgers, Wolcott, Morris, Dearborn, Mitchill, and Fulton. On June 4, Dearborn asked the Navy Department for $25,000 advance, for work had started. On the 6th, he informed the Secretary that he had been ordered to a.s.sume command of the defenses of Boston and that Rutgers had been appointed chairman of the construction committee in his place.

It is apparent that the Navy Department was pressed for funds, due to the very extensive shipbuilding programs on Lakes Erie, Ontario, and Champlain in addition to the seagoing vessels being built in some of the coastal ports. This was certainly one cause for the Secretary of the Navy's reluctance to carry out the requirements of the bill pa.s.sed by Congress immediately after its signature and, also, this reluctance caused the supervisory committee much embarra.s.sment in its administration of the contract.

Another factor which caused difficulty in the administration of the contract was the position of Adam and Noah Brown. The brothers were deeply involved in the shipbuilding program on the Lakes, in which they were a.s.sociated at times with Henry Eckford. The Browns constructed a blockhouse, shops, and quarters at Erie; in addition to Perry's two brigs and five of his schooners, they also built some of the Lake Ontario vessels and, later, the _Saratoga_ on Lake Champlain. In their New York yard, whose operation continued throughout the war, they built some large letter-of-marques: the _General Armstrong_, _Prince de Neufchatel_, _Zebra_, _Paul Jones_, and some smaller vessels. They also cut down the 2-decked, merchant ship _China_ into a single flush-deck letter-of-marque, renamed _Yorktown_; and they had a contract to build the sloop-of-war _Peac.o.c.k_. It is remarkable that the Browns could undertake and complete so much work between 1813 and 1815 and still be able to build the steam battery in a very short time.

With the contracts in order, the Browns began building. The keels of the battery were laid June 20, 1814. It is apparent that the Browns prepared the original hull plans, undoubtedly before the building authority was obtained. The vessel required only about four months to build; she was launched October 29, 1814, at 9 a.m. This was an excellent performance, considering the size of the vessel, the amount of timber required and handled in her ma.s.sive construction, and the other work being done by the builders. During the ship's construction, sightseers were a nuisance and finally guards had to be obtained. During the building of the steam battery, work had to be practically stopped on the sloop-of-war _Peac.o.c.k_ at one period after she had been partially planked.

There were difficulties in obtaining metalwork for the vessel during her construction, due to the blockade and the demand for such material for other shipbuilding at New York. On November 21, 1814, the ship was towed from the Browns' yard on the East River by Fulton's _Car of Neptune_ and _Fulton_, each lashed to the sides of the battery, and taken to Fulton's works on the North River. There Fulton supervised in person the completion of the vessel and construction of her machinery. Undoubtedly only a little of his time was required in inspection of the Browns' work on the battery, for the shipbuilders had been closely a.s.sociated with Fulton throughout the life of the project and were fully capable as ship designers. The work on the machinery was another matter, however, for men capable of working metal were scarce and few workmen could read plans. Fulton had some of the work done outside of his own plant, particularly the bra.s.s and copper work (mostly by John Youle's foundry).

As a result, Fulton was required to move from plant to plant, keeping each job under almost constant observation and personally supervising the workmen. The equipment then available for building a large engine was inadequate in many ways. The large steam cylinder presented a problem: it had to be recast several times and some of the other parts gave trouble, either in casting or in machining and fitting.

[Ill.u.s.tration: Figure 3.--SCALE MODEL of _Steam Battery_, showing double hull, in the Museum of History and Technology. (Smithsonian photo P-63390-D.)]

Guns for the battery were another problem. Only 3 long guns (32-pdr.), were available at the Navy Yard. The Secretary of the Navy promised some captured guns then at Philadelphia. Because of the blockade, these had to come overland to New York. The captured guns thus obtained were probably English, part of the cargo of the British ship _John of Lancaster_ captured by the frigate _President_ early in the war.

Apparently 24 guns were obtained this way; only 2 were obtained from the Navy Yard. In July the Supervising Committee carried out some experimental damage studies, in which a 32-pdr. was fired at a target representing a section of the topsides of the battery. Drawings of the result were sent to the Secretary of the Navy.

Further problems arose over the delays of the government in making payments: the banks discounted the Treasury notes, so the Committee members had to advance $5,000 out of their own pockets. There was fear that British agents might damage the vessel, and although the project was undoubtedly known to the British, no evidence of any act of sabotage was ever found. Captain David Porter was a.s.signed to the command of the battery in November, and it was upon his request that the vessel was later rigged with sails.

With the _Steam Battery_ approaching completion, the Secretary of the Navy became more enthusiastic and the construction of other batteries of this type was again proposed. Captain Stiles, a Baltimore merchant, offered to build a steam battery, the hull to cost $50,000; the entire cost of the vessel, $150,000, was raised in Baltimore and the frames of a battery erected. Another battery was projected at Philadelphia and the Secretary of the Navy wanted one or more built at Sackett's Harbor, but naval officers and Fulton objected. A bill put before Congress to authorize another half million to build steam batteries pa.s.sed the first reading January 9, 1815, went to the House February 22, 1815, but the end of the war prevented any further action on it.

On February 24, 1815, Fulton died. He had been to Trenton, New Jersey, to attend a hearing on the steamboat monopoly and, on the way back, the ferry on North River was caught in the ice. Fulton and his lawyer, Emmet, had to walk over the ice to get ash.o.r.e. On the way, Emmet fell through and Fulton got wet and chilled while helping him. After two or three days in bed Fulton went to his foundry to inspect the battery's machinery causing a relapse from which he died. This resulted in some delay in completing the machinery and stopped work on the _Mute_, an 80-foot, manually propelled, torpedo boat that Fulton was having built in the Browns' yard.

It was decided to suspend work on the Baltimore battery after an expenditure of $61,500, but the New York battery was to be completed to prove the project was practical. The final payment of $50,000 was made four months after it was requested.

Charles Stoudinger, Fulton's foreman or superintendent, was able to complete and install the ship's machinery. On June 10, 1815, the vessel was given a short trial run in the harbor with Stoudinger and the Navy inspector, Captain Smith, on board. This trial revealed the need of some mechanical alterations; sails were not used, and it was found she could stem the strong tide and a fresh headwind. The vessel also was visited by the officers of French men-of-war at anchor in the harbor.