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 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 manœuvres 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.

Footnotes:
[1] The American Neptune (1946), vol. 6, pp. 253-274.
[2] The American Neptune (1944), vol. 4, pp. 327-329.
[3] [3a] 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, Mémoire sur les bateaux à vapeur des États-Unis d’Amérique, avec
un appendice sur diverses machines relatives à la Marine (Paris: L’imprimerie Royal, 1824).
[12] 1820-1823, vol. 7, p. 437.
[13] Annales de l’industrie nationale et étrangère, 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.

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

Index

Anckerswärd, 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
Montgéry, 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 Sjöhistoriska 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

Transcriber’s corrections:
P. 152: ‘the Simon & Jude, later’—was ‘the Simon & Jude, latter’.
P. 159: ‘Its importance is that it...’—was ‘Its importance is that is...’.
Index: ‘Emmet, ——, 144’—was ‘Emmett, ——, 144’.
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