Ask a group of average Americans to name the oldest vessel in our Navy today and the chances are that most of the replies will be amiss. The exciting career and brilliant achievements of "Old Ironsides," the frigate Constitution, have been told and retold both at home and abroad but the history of a still older vessel, the famous frigate Constellation, which took her beginning in a Maryland shipyard 140 years ago, seems to have drifted into oblivion. This worthy old craft has the distinction not only of being the oldest ship in our Navy today but of being the first of the six frigates authorized by Congress in the Act of March 27, 1794, to win honors for her country on the high seas.
Soon after the close of the American Revolution all that remained of the Continental Navy was dispensed with. Ships were sold and officers and men were paid off and obliged to seek employment in other fields, for the prevailing sentiment in our country at that time—just as held by many of our citizens and representatives in Congress today—was that the maintenance of an army and navy was an extravagant and unwarranted drain upon the public treasury. Within a few years it became evident, however, that naval armament would be necessary to protect our commerce on the high seas. American merchantmen were suffering severely from depredations committed by foreign powers and hundreds of American seamen were being reduced to slavery. It was costing the United States government no small sum in ransoms to purchase their freedom. Finally the ardent advocates of a permanent navy, after repeatedly propounding the cause and vigorously pointing out the drainage being made on our country's finances by the extortionate tributes with which we were buying protection, succeeded in bringing about the act which authorized the President of the United States to have built six frigates, four of 44 guns and two of 36, and to fully equip and man them.
Hence the Constellation, along with the other frigates authorized, was designed by Joshua Humphreys, a Quaker of Philadelphia, who was conceded to be the ablest shipbuilder in America at that time and who became the first officially appointed naval constructor in the United States. Before the work of building could actually be begun, however, the question to be considered, and a very important one indeed, was that of providing material for the construction and the armament of the vessels. Timber had to be purchased cut, and seasoned; sheathing copper, bolts, nails, bunting, and iron kitchens had to be ordered from Europe; sail cloth and cordage had to be made; cannon had to be cast and ammunition provided; and the services of many artisans had to be negotiated for. So on April 16, 1794, advertisements were issued for live oak and cedar timber for the frames of the vessels; for cannon, cannon balls, and kentledge or iron ballast. On May 7, advertisements were issued for pitch and yellow pine, for white oak, for locust treenails, and for sundry other materials; and, early in June, a master shipwright of Boston was engaged to go to Charleston and Savannah to negotiate for materials needed. His duties consisted of searching forests for the timber, superintending its cutting, and having it loaded on vessels which in turn would carry it to the ports in which the frigates were to be built. Sturdy woodcutters were hired in the seaports of New England and transported to the lumber sites selected, for these men were better adapted to cutting and hewing the timber than were the negro farm hands of the South.
By December, 1795, the keels of three frigates had been laid and their building was well under way. The United States was being built at Philadelphia, the Constitution was taking form in the shipyard of George Claghorn at Boston, and the Constellation was making good progress at Baltimore in the shipyard operated by Samuel and Joseph Sterrett on Harris's Creek, an estuary of the Patapsco River. Her building was under the direction of Naval Constructor David Stodder, a native Baltimorean, and Captain Thomas Truxtun, who had already been selected to command the Constellation, was appointed by the Secretary of War to personally superintend her construction. Captain Truxtun left nothing undone that would tend to make her in every way possible superior to earlier ships he had known.1
In the meantime the United States entered into a treaty with Algiers, whose corsairs had hitherto been causing us great annoyance; and many of our politicians felt that the need of completing the frigates originally authorized no longer existed. The cost of this treaty in purchasing peace and the release of United States citizens amounted to about $800,000. Following close upon this treaty, trouble with France began. Taking advantage of the unprotected state of our commerce, her cruisers and privateers were playing havoc with American ships laden with products for European ports of nations with whom France was then at war. The situation was causing widespread alarm; and President Washington, in urging the necessity of establishing a permanent Navy, in his speech before the House and Senate on December 7, 1796, said in part:
To an active, external commerce the protection of a naval force is indispensable. . . . Will it not be advisable to begin without delay to provide and lay up the materials for the building and equipping of ships of war, and to proceed in the work by degrees in proportion as our resources shall render it practicable without inconvenience, so that a future war with Europe may not find our commerce in the same unprotected state in which it was found by the present?
Work was rapidly resumed on the vessels then well under construction and the United States was launched on July 10, 1797; the Constellation on September 7; and the Constitution on October 21. Before long, work was proceeding on the President at New York, the Chesapeake at Norfolk, and the Congress at Portsmouth, New Hampshire.
The launching of the Constellation was looked upon by residents of Maryland as an event of real importance and they could be justly proud according to the following excerpt from the Maryland Gazette of Thursday, September 14, 1797:
Baltimore, September 8, 1797
Yesterday morning, at 9 o'clock. . . the United States Frigate Constellation was launched. The concourse of people, of every description, assembled to witness one of the most magnificent scenes ever displayed at this place, was immense.
Every arrangement had been previously made—the most exact order was observed in the disposition of the workmen, and their work—every action regulated—and when set in motion, nothing could surpass the proud and stately movements of the ship—she seemed conscious of the occasion, and passed on to the embrace of her destined element, with an air of dignity and grandeur. . . .
A number of volunteers had been stationed on board, who fired 16 rounds on the occasion, which was answered by a park of artillery placed on the hill in the navy yard; after which the repeated huzzas of the people, evinced the satisfaction which was perceivable on every countenance.
From the authority of the able judges, we can pronounce that no vessel ever was launched with more ease and judgment than the Constellation and the exertions of Major Stodder and his assistants, on this occasion, evince clearly how much they had the interest of the undertaking at heart. . . .
It has been said that the keel of the Constellation had been coppered in ten hours and that at the time of her launching the greater part of her armament and equipment was already on board. The Secretary of War, James McHenry, in a communication to the Honorable Samuel Sewall, Chairman of the Committee on the Protection of Commerce, December 26, 1797, reported that the frigate had been so far completed as to then be ready to leave the Patapsco River to receive on board her stores, officers, and crew, and that she could be sent to sea at very short notice.
In June, 1798, the Constellation put to sea with orders to cruise from Cape Henry to the southern extremity of our coast line, and with instructions to attack French cruisers which might be interfering with United States merchantmen in that vicinity; and in August she was directed along with the Baltimore, a small vessel of but 20 guns, to proceed to Havana to take about sixty of our merchantmen, then lying in that port, under convoy and return with them to the United States. This service was of real significance, for the merchantmen, with cargoes estimated to be valued at nearly a million dollars, would have had no chance of escape from French cruisers which were at Havana ready to follow them out. Captain Truxtun, who had the able assistance of well-qualified and most loyal officers and crew, received a commendatory letter from the Secretary of the Navy2 for the Constellation's service to our government. During the winter and spring of 1799 she was directed to cruise in the vicinity of St. Kitts along with several smaller vessels. The French squadron in West Indian waters was about equal to ours and there were many brushes between the small craft and the privateers, but there were only two frigate actions. These fell to the lot of the Constellation. The first encounter occurred on February 9, 1799, when the Constellation fell in with the large French frigate Insurgente which was considered one of the fastest sailing vessels in the French Navy. After fierce fighting which lasted a little over an hour, the Insurgente's commanding officer, realizing that his opponent had no intention of withdrawing and finding his rigging shot to pieces and his decks strewn with dead and wounded, decided to strike his colors. Captain Truxtun took possession of the prize. This was the first capture of any governmental ship of any consequence ever made by the arms of the United States at sea since our country had been known as a nation. In reporting the engagement to the Secretary of the Navy, in his communication of February 10 Truxtun was unstinting in praise for each and every one of his ship's complement, and explained that he had sent his first lieutenant, John Rodgers, with Midshipman David Porter and eleven men to take possession of the Insurgente and to super intend the removal of her crew to the Constellation. The frigates became separated in a heavy gale before the prisoners could be removed, however, and it was not until the third day after the engagement that Lieutenant Rodgers succeeded in making port at St. Kitts where the Constellation had already arrived.
The officers who shared with Captain Truxtun this important victory on the high sea were: Lieutenants John Rodgers, William Cowper, Andrew Sterrett, and John Archer; Sailing Master Ambrose Shirley; Lieutenant of Marines Bartholomew Clinch; Midshipmen Henry Van Dyke, John H. Dent, Philip Wederstrandt, John Clagett, James McDonough, David Porter, William Davis, Joshua Herbert, Arthur Sinclair, Thomas Robinson; and Masters Mates Samuel B. Brooks, Joseph S. Smith, and Daniel Gorman. Many of these names are recognized in connection with later brilliant achievements and the rosters of our vessels of the fleet today reveal that many of their descendants are still responding to the call of the naval service.
When news of the Constellation's victory reached Baltimore early in March, 1799, there were great rejoicings and celebrations galore. The people of Maryland were proud not only of the accomplishments of the frigate, which two years earlier had so gracefully slipped from the ways in the little shipyard on Harris's Creek, but of the splendid service rendered by their native sons, Lieutenants Rodgers and Sterrett, and Midshipman David Porter whose father had already won fame afloat. The elder Porter was then making his home in Baltimore and had but a year or so earlier established a signal tower on Federal Hill, opposite but in sight of the town, by which the approach of public and private vessels to Bodkin Point and North Point was immediately made known. The Secretary of the Navy directed that the Constellation proceed to Baltimore for overhaul and refitting at her home yard and during her stay her officers and men were extensively feted at both private and public entertainments.
Two months after leaving her Maryland port, the Constellation again had the opportunity of engaging a French frigate, the Vengeance, and the encounter, February 2, 1800, was a stiff one. The Vengeance was loaded with valuable stores and was bound from Guadeloupe to France. Her superiority to the Constellation both in guns and number of men was unquestionable but realizing the importance of his cargo her captain limited himself to the defensive. It was eight o'clock in the evening the when the first shot was fired and the storm of battle lasted until one the next morning when the Vengeance, having sustained heavy losses, withdrew from the combat. Every shroud and stay of the Constellation's mainmast having been shot away, Captain Truxtun was forced to give up the chase. His attempts to save his mast were futile; it crashed overboard and carried with it Midshipman James Jarvis and all of the topmen. By the time the wreckage had been cleared away the Vengeance had escaped and proceeded to Curacao in a dismantled and sinking condition.
The Constellation's two brilliant victories on the high seas proved to be a real stimulus to public opinion and the United States Navy was being acclaimed with pride in all sections of our country. Upon the gallant ship's return to the United States her captain, Thomas Truxtun, was voted a gold medal by Congress in appreciation of his resourcefulness.
It happened that the good ship's next commanding officer was a native of the State of her birth, Captain Alexander Murray of Chestertown, Maryland. She was dispatched to the Mediterranean to join the squadron of Commodore Richard Morris and when she sailed on her new mission, February 14, 1802, one of her complement was Midshipman Thomas Macdonough who later won fame in the service as the hero of Lake Champlain. Captain Murray was well pleased with his ship and his report to the Secretary of the Navy, upon her arrival off Malaga, expressed his satisfaction with her sailing ability, seaworthiness, and most capable crew.
While on this Mediterranean duty, the Constellation gave chase to a fleet of Tripolitan gunboats, this being the first action in the Tripolitan War. Captain Murray's report of the engagement said in part:
Whether this brush will operate for or against a peace I don't know. It will at any rate convince them [the Tripolitans] that we do not regard their formidable gun-vessels, and it had a pleasing effect upon our young officers, who stood their fire admirably well.
It was practically impossible for a vessel of the Constellation's draft and armament to blockade or bombard a coast where rocks and reefs made a near approach to the shore exceedingly hazardous, while the bays and inlets along the indented water front afforded ample retreats for the enemy's light vessels and gunboats. So she was ordered home in March, 1803, and laid in ordinary, but was returned to the Mediterranean Squadron in time to be present when a treaty of peace with the Bey of Tripoli brought the war to a close on June 3, 1805. Commodore John Rodgers having succeeded to the command of the Mediterranean squadron now turned his attention to Tunis with whom there was every prospect of war; and his strong demonstration of arms had the desired effect—the difficulties were soon adjusted. Thereupon the Constellation returned to the United States with the squadron and was laid in ordinary in the Eastern Branch at the Washington Navy Yard where she remained inactive until the beginning of the war with England in 1812.
Captain William Bainbridge was given command of the Constellation in the summer of 1812 and directed to prepare her for active service at the earliest possible date. Before her repairs and refittings were completed, however, Captain Bainbridge was transferred to the Constitution and Captain Charles Stewart was given her command. She was ready to put to sea early in January, 1813, and proceeded to Hampton Roads; but the strong blockade maintained by the British prevented her from leaving the Chesapeake until the termination of the war. The British made an elaborate attempt to capture the Constellation while she was lying abreast of Craney Island, in close proximity to Norfolk, to cover the erection of fortifications at that place, but the alertness of her crew successfully upset the enemy's plans.
Soon after peace with Great Britain was established it became necessary for the United States to again give attention to depredations committed by the Barbary powers. President Madison advised that a fleet promptly be dispatched to Algiers and two squadrons were ordered on this service. The Constellation was one of the ships in the squadron under Commodore Stephen Decatur and set sail from New York on May 20, 1815. Her commanding officer at this time was Captain Charles Gordon and Commodore Decatur had as his flagship the 44-gun frigate Guerrière The following month the Constellation gave able support to the Guerrière in the capture of the flagship of the Alger an fleet, the 44-gun Mashuda, and the Dey was soon willing to agree to terms of peace as set forth by Commodore Decatur. So far as the United States and her merchantmen were concerned no further annoyances were received from the arrogant Barbary States.
Upon her return to the United States the Constellation was placed in the Gosport (Norfolk) Navy Yard for necessary repairs and early in November, 1819, she joined the squadron on the Brazilian station. The following year, upon her return to home waters, she was turned over to Captain Charles G. Ridgely, a Marylander who had won commendation as a midshipman early in the Tripolitan War and proceeded to the Pacific via Cape Horn. After two years on this station she returned to Norfolk where she remained until 1824 when she was placed again in commission and sailed for West Indian waters with Captain Melanchthon T. Woolsey in command. There she served as the flagship of Commodore Lewis Warrington.
Under the command of Captain Alexander S. Wadsworth, the Constellation sailed from New York in the summer of 1829 with an interesting assembly aboard: the Honorable Louis McLane, Minister to England, and his family; the Honorable William C. Rives, Minister to France, and family; and Commodore James Biddle who had been detailed to command the Mediterranean Squadron. The McLanes disembarked at Cowes, England; the Rives at Havre; and the Constellation then proceeded to the Mediterranean. Among her officers at this time was Lieutenant Franklin Buchanan of Maryland, who later won distinction in the naval service and served as the first Superintendent of the United States Naval Academy.
The Constellation returned to Norfolk to be placed in ordinary in 1831, and the following year, under the command of Captain George C. Read, sailed again for the Mediterranean. An epidemic of cholera on board forced her to return home in 1834. Six years later, after fitting out at the Boston Navy Yard, the staunch and seaworthy frigate was dispatched on another important mission. She became the flagship of the East India Squadron under the command of Commodore Lawrence Kearny, and, with the Boston, proceeded to China to protect American interests. Learning that China had signed a treaty with Great Britain opening several of her ports to British merchants, Kearny succeeded in securing for Americans the same commercial privileges, thus bringing about the Open Door Policy in the Far East. In July, 1843, en route to the United States, the Constellation visited the Hawaiian Islands and formally received the Hawaiian King, Kamehameha III, aboard. This courtesy won for our country the highest esteem of the natives, following, as it did, in the wake of the British Lord George Paulet's threat to the sovereignty and independence of the islands. Proceeding on her homeward voyage, the Constellation tarried at Monterey Bay, California; then sailed to Valparaiso and from there to Callao where she took aboard as a passenger Commodore Thomas ap Catesby Jones who was returning to the States after duty in the South American Squadron. She sailed around Cape Horn and finally reached Hampton Roads on May 1, 1844, having circumnavigated the globe.
The Constellation was placed out of commission until 1855 when, after rebuilding at the Norfolk Navy Yard, she was ordered to the Mediterranean to join the squadron of Commodore Breese. In 1859 she joined the African Squadron detailed especially to watch for slavers off the Congo River and succeeded in capturing several; the next year she returned to the Mediterranean and, under the command of Commander Henry Thatcher, remained on that station until May, 1864, when she was directed to proceed to New Orleans to report to Rear Admiral Farragut for duty with the Western Gulf Blockading Squadron. Arriving at Mobile Bay the following November, she was directed by Admiral Farragut to return to Hampton Roads where she became the receiving ship at the Norfolk Navy Yard. Two years later she was towed to Philadelphia by the Miles Standish to assume the duties of receiving ship at the Philadelphia Navy Yard. In 1868 she was again placed out of commission and laid up for complete repairs.
The Naval Academy at Annapolis next claimed the Constellation and on May 25, 1871, she was placed in commission as a cadet (midshipman) practice ship, under the command of Captain Samuel P. Carter. She cruised with the midshipmen aboard to the New England coast during the summer and for the winter months laid up at the Washington Navy Yard. Annual cruises for midshipmen claimed the old frigate each summer for over two decades and in the interim she was performing other duties during the winter and spring months. In March, 1878, under the command of Captain James A. Greer, she sailed from New York with a cargo of exhibits for the Paris Exposition; in the fall of 1879 she carried supplies of naval stores to our squadron in the Mediterranean; in the spring of 1880 she was loaded with relief supplies at New York for famine-stricken Ireland and sailed for Queenstown, arriving at her destination on May 20, after a stormy and most trying passage; and in the autumn of 1892 she sailed for Gibraltar to collect works of art to be exhibited at the Columbian Exposition at Chicago.
The Constellation's last summer practice cruise for midshipmen extended to the Azores and Madeira. Upon her return to Annapolis, she was placed out of commission in September, 1893, and towed to Norfolk for repairs. The following spring she was sent to Newport, Rhode Island, for duty as a receiving ship and that naval station has claimed her ever since. In the late summer of 1914, however, the historic vessel was towed to Baltimore to take part in the centennial celebration of the Battle of North Point and of Francis Scott Key's writing of "The Star-Spangled Banner." Upon her arrival on September 9, there was unveiled aboard her a tablet memorializing her return to the city of her birth.
The Sesqui-Centennial Exposition at Philadelphia next claimed the famous ship's attendance and she left Newport under tow on May 13, 1926, to remain at the Quaker City until the following November. Last year the Navy Department was importuned to send the Constellation back to Maryland waters during this State's Tercentenary Celebration, but insufficient funds for adequate repairs before venturing out to sea held her fast at her Newport moorings.
Thus the oldest vessel in our Navy today, the frigate Constellation, whose brilliant victories won distinction for our country over 135 years ago, has become a sort of historic recluse. May she some day be completely restored to her original lines and, appropriately fitted out and equipped as the "Lucky Ship" of 1799, be ever preserved for posterity.
1 American State Papers, Naval Affairs, Vol. I.
2 The office of Secretary of the Navy was established on April 30, 1798. Mr. Benjamin Stoddert was the first appointee.