An Ironclad
Victory For Schenectady
Clute Brothers
Foundry Helped Turn the Civil War in Favor of the North
By Don Rittner
On March 9,
1862, the most famous naval battle in American history took place almost 600
miles from the Capital District. Yet, this 143-year-old event had Schenectady
and Troy stamped all over it when a small floating Òcheesebox on a raftÓ helped
turn the War of the Rebellion against the South. This is the famous storybook
battle between the northern ironclad U.S.S. Monitor and its southern counterpart the C.S.S.
Virginia, or (formerly
U.S.S.) Merrimac during
the Civil War.
On the afternoon
of March 8, the Union Navy was not faring well. The clearly outnumbered sole
Confederate ironclad Virginia (Merrimac) steamed its way down the Elizabeth River into Hampton Roads
in Virginia and attacked the wooden-sided Northern blockading fleet anchored
there. This was no small blockade. It comprised several ships armed with 204
guns and aided by land batteries. Fortress Monroe, under the command of TroyÕs
General John Wool, was nearby and in sight of the action.
By six oÕclock,
the lonely Virginia
had sunk the Cumberland,
burned the Congress,
forced the Minnesota
ashore, and forced the St. Lawrence
and the Roanoke to
seek shelter under the guns of Fort Monroe. The Union fleet was in shambles and
the Virginia planned
on returning the next day to finish them off.
However, an
unexpected guest¾the
Monitor¾greeted
the Virginia the next
morning. It had
slipped in the previous night under fog. The Monitor, more heavily armored, and with a
revolving gun turret (a first) was also speedier and more agile in the water
due to the inventive genius of its designer John Ericsson.
While eight
foundries were responsible for making the Monitor, the primary work for iron plate,
castings, and fittings was contracted out to three New York rolling mills.
Holdane & Co. (NYC) produced 125 tons of plate, and the Albany Ironworks
and Rensselaer Ironworks of Troy manufactured hundreds of additional tons of
hull plate and castings. H. Abbott & Sons of Baltimore rolled the
1-inch-thick iron plates for the turret that was then shipped to Novelty
Ironworks in New York for assembly. Delmater Ironworks (NYC) and Clute Brothers
Foundry of Schenectady cast and assembled most of the components of the shipÕs
machinery. Niagara Steam Forge of Buffalo made the TurretÕs port stoppers and
flaps for the cannonÕs firing openings on the turret. Clute Brothers also made
the gun carriages.
The ship was 124
feet long, and 34 feet broad at the top. While in water, all that was visible
was the turret, for the most part; only 18 inches of the deck was visible above
the water line. The ship was launched on January 30, 1861, 18 days past the 100
days Ericsson promised it would take to deliver it to the government.
The Clute
Brothers Foundry, at the corner of Liberty and Wall Streets (now a parking
lot), founded in 1840, already had a relationship with Ericsson as one of the
builders of his famous patented Ericsson Caloric Steam Engine. They also prided
themselves on producing marine engines, boilers, and scientific instruments. It
was the donkey engines they fabricated that moved the gears of the turret, and
naval historians agree that it was the rotating turret that changed the course
of naval warfare forever. If it had not worked, the war may have had a
different outcome.
According
to the U.S.S. Monitor Center (MarinerÕs Museum):
The
most innovative feature of the Monitor and the one that became her
distinguishing characteristic was her revolving turret. Though other designers
had toyed with the idea of developing turrets for warships, EricssonÕs Monitor
was the first warship to use the invention successfully. The turret rested
amidships of the vessel and was furnished with a separate steam engine that
propelled the turret in a complete rotation. It measured 20 feet in diameter
and 9 feet in height, and its armored walls were made of eight layers of 1-inch
armor plate. Two massive 11-inch Dahlgren smoothbore cannon, capable of firing
solid shot weighing 180 pounds, were installed inside the turret. Though the
Monitor would go into battle with only two cannon, she had a distinct advantage
even over an opponent with ten cannon. This was because the revolving turret
would allow her to fire and aim her guns rapidly in any direction regardless of
the direction in which the ironclad might be steaming. All other ships of her
time were forced to aim their guns in part by steering the vessel into a
position where the guns, mounted in broadside arrangement, could be brought to
bear on the enemy.
The turret
bulkhead was opened only where two gun ports for the two 11-inch Dahlgren guns
were located. The open ports could be covered from within by huge iron
pendulums that were swung in or out of position as needed. The flooring in the
turret was four-inch thick wood, supported by an iron ring running around the
inside base of the turret. The turret was rotated by two Clute Brothers-made
steam engines operating a crank that rotated four gears. During battle, three officers
and 16 sailors composed the gun crews and would have been in the turret, along
with the massive Dahlgren guns.
TroyÕs John
Griswold (then Congressman) and John F. Winslow, owner of the Albany Iron
Works, financed the deal, along with John Ericsson who designed the Monitor.
For about five
hours the two ironclads battled it out with both ships retreating, each of
their captains thinking they had won. In effect, the North did win since it
halted the further destruction of the fleet and sent the Virginia running.
In the annual
report of the Secretary of the Navy for 1862, the following was written about
the epic battle between the Monitor and Virginia (Merrimac):
The fierce
conflict between these two ironclads lasted for several hours. It was in appearance
an unequal conflict, for the Merrimac was a large and noble structure, and the
Monitor was in comparison almost diminutive. But the Monitor was strong in her
armor, in the ingenious novelty of her construction, in the large caliber of
her two guns, and the valor and skill with which she was handled. After several
hoursÕ fighting the Merrimac found herself overmatched, and, leaving the
Monitor, sought to renew the attack on the Minnesota; but the Monitor again
placed herself between the two vessels and reopened her fire upon her
adversary. At noon the Merrimac, seriously damaged, abandoned the contest and,
with her companions, retreated toward Norfolk.
Thus
terminated the most remarkable naval combat of modern times, perhaps of any
age. The fiercest and most formidable naval assault upon the power of the Union
which has ever been made by the insurgents was heroically repelled, and a new
era was opened in the history of maritime warfare.
Ironically, it
was the forces of nature that sunk the Monitor, 20 miles off Cape Hatteras, when it was
being towed back on a stormy New YearÕs Eve in 1862. Several sailors went down
with the ship.
The Monitor rested in the deep for 111 years before
it was relocated in 1973, and then designated the Monitor National Marine Sanctuary. It is managed
by the National Oceanic and Atmospheric Administration (NOAA). The purpose of
the Monitor National
Marine Sanctuary is to preserve the historic record of this significant vessel
and to interpret her role in shaping U.S. naval history. Over the past several
years NOAA has made extensive surveys of the wreck site and recovered over 250
artifacts from the Monitor.
A Navy-funded,
$6.5 million project last year was the last major recovery effort of the Monitor since surveys in the mid-1990s showed
that corrosion of the vessel was accelerating. The eight-inch thick iron turret
still contained the two 11-inch Dahlgren cannons, many smaller artifacts, and
the remains of some of the crewmen who went down with the ship - along with Seaman
Francis ButtsÕ black cat - the mascot that was stuffed into the barrel of one
of the cannons to keep it dry as the ship bounced around the rough sea.
Underwater archaeologists and Navy divers recovered the 150-ton turret (the
ÒcheeseboxÓ), along with the remains of two crewmembers on August 5, 2002.
Today, Museum
visitors can stand just feet away from the MonitorÕs two 11-inch Dahlgren cannons, unique
screw propeller, and the construction site for the $30 million U.S.S. Monitor
Center, which is scheduled to open on March 9, 2007.
The Clute
Brothers assisted in the production of parts for other ships during the war as
well. For example, they built the propeller wheel for the U.S.S. Picket Boat
#3, a screw steamer on March 3, 1865, for which they were paid $47.50.
Ericsson went on
to build other Monitor Class warships for the army: U.S.S. Passaic (launched Aug. 30, 1862), U.S.S.
Patapsco (launched Sept.
27, 1862), U.S.S. Montauk
(launched Oct. 9, 1862), U.S.S. Sangamon (launched Oct. 27, 1862), U.S.S. Catskill (launched Dec. 16, 1862), U.S.S.
Lehigh (launched June
17, 1863), U.S.S. Dictator
(launched Dec. 26, 1863), and the U.S.S. Puritan (launched July 2, 1864). The Montauk and Patapsco were damaged or sunk by Confederate
torpedoes.
The Clute
Brothers Foundry and Machine Shop, also known as the Schenectady Iron Foundry
and Machine Shop, was founded in the 1840s by Cadwallader C. Clute, originally
as Clute & Bailey, stove makers. Clute also owned a hardware store at 142
State Street. Later he formed the Clute Brothers Steam Engine and Tool Builders
at 49 & 51 Liberty Street with John B. Clute and Jethrow W. Clute.
Clute Brothers
also built bridges that spanned the Erie Canal. In an 1862 Scientific
American article, George
Heath, the inventor and patentee of a new iron truss bridge was featured for
his new improved design, which Clute built for him. Clute also built a cast
iron bridge for Schenectady inventor Benjamin Severson. Finally, in later
years, they built sawmills complete with boilers and water wheels of various
designs.
The word
ÒTorpedoÓ was first used by American inventor David Bushnell during the 18th
century. Torpedo is from the animal family, genus Torpedinidae, the electric ray. The ÒShock and aweÓ
of a torpedo was aptly named.
Bushnell
first used the term for a mine attached to the hull of a ship and detonated. He
completed this by using a boat that he designed that was manually pedal-powered
and was submerged, perhaps the first submarine. During the 18th and
19th centuries, however, all types of water bound explosive devices,
i.e., floating mines, floating barrels of burning pitch (carried to the target
by the water current), and spar torpedoes (approximately 60lb charge was fixed
on the end of a 25 foot pole, was exploded below the waterline) were called
torpedoes.
Robert
Fulton developed BushnellÕs submarine into a more workable type, which he named
Nautilus. With
this boat he sank several ships during demonstrations, but was unable to sell
his submarine to the American Navy.
Throughout
the century, many attempts were made to develop torpedoes and during the Civil
War, the ÒSparÓ type was popular. This consisted of a steam launch having an
explosive charge mounted at the end of a long pole projecting ahead of the
boat. Unfortunately, the aggressor had to get pretty close to the enemy boat
although the Confederates used it successfully.
After
the war, in 1870, a ÒTorpedo Test StationÓ was set up at Rhode Island for research on
spar torpedoes, but a year later the first ÒautomobileÓ torpedo was tested.
Instead of adopting the successful torpedoes of British inventor Robert
Whitehead, the U.S. government set about building under the supervision of J.
L. Lay, an officer in the U.S. Navy, a series of unusual and unreliable
weapons.
Clute
Brothers in Schenectady was contracted to make some of LayÕs first torpedoes
from designs from M. Hubbe, a marine architect and draughtsman who worked for
Lay. They were tested in the Mohawk River between two bridges at the foot of
Governors Lane in the present Stockade.
On
October 11, 1872, the first successful test was made with 300 onlookers,
including several Navy officials at the Schenectady location. After the event,
Rear Admiral A. Ludlow Case made a toast to Lay: ÒWe congratulate him on the
perfect success of his Torpedo. It moved with ease and is under perfect
control, both of which are the great and essential points.Ó
Unfortunately, with LayÕs design, most of his weapons floated and could not strike at any depth at an enemy ship. The Lay torpedoes floated with only a few inches of hull showing and were controlled by an operator using electrical impulses sent down a wire. The power unit was a gas engine driven by compressed carbon dioxide and the steering impulses transmitted down the wire operated electromagnetic relays on the rudder. The position of the weapon was indicated by two flags or discs. A later form used liquefied carbon dioxide as the power source with the liquid warmed in pipes external to the weapon.
These
weapons were unreliable and vulnerable to destruction by gunfire. In a trial
carried out off the British coast for the Royal Navy, the Lay weapon heeled
over badly so that the propeller was located only half under the surface.
Two
Lay torpedoes were sold to the Peruvian Government for use in their war against
Chile. In 1879, a Lay weapon was fired from the Peruvian ironclad Huascar at a Chilean ship. When it
reached halfway to the target, the weapon turned around and headed back at 15
knots to the mother ship, despite the frantic and much-surprised knob twiddling
of the operator. The ship was saved only by the quick thinking and heroic
action of a shipÕs officer who dove in the water and swam out to intercept the
weapon and deflect it. The captain took the two weapons to a local graveyard
where they were buried. Ironically, they were later exhumed by the Chilean
rebels! The Lay weapon was also exported to Russia for harbor defense work, but
only in small quantities. It wasnÕt until 1896 that the Austrian naval officer
Ludwig Obry invented the gyroscope, making the torpedo a reliably stable
weapon.
Clutes and The
Spuyten Duyvil
The Clute
Brothers were also instrumental in building the first torpedo ship for the Navy
known as the Spuyten Duyvil.
The
torpedo boat Spuyten Duyvil, which in Dutch means ÒIn Spite of the Devil,Ó was built in early
1865, just before the fall of Richmond. Naval constructor Samuel H. Pook
designed the hull, but the torpedo-laying machinery was designed by Captain
William W. W. Wood, Chief Engineer, U.S.N., and constructed by the Clute
Brothers of Schenectady. The ship was constructed at Fairhaven, Connecticut, in
only three months. It was completed under the name Stromboli, in October 1864, but was
renamed a month later.
After
the shipÕs arrival at Hampton Roads, Virginia, in early December 1864, the same
place as the earlier Monitor battle two years previous, Spuyten Duyvil was sent to operate on the
James River. On January 23-24, 1865, it took part in the battle at TrentÕs
Reach, after Confederate ironclads attempted to attack federal forces on the
lower James.
As
the Civil War drew to a close in early April 1865, Spuyten Duyvil used its unique
torpedo-placing mechanism to clear obstructions on the river, which allowed
President Abraham Lincoln to go up the James River to visit Richmond, the
former Confederate capital city.
The ship continued
clearing the riverÕs obstruction even after the fighting ended, and at the end
of its career was sent to the New York Navy Yard, where it was decommissioned,
later used for experiments, and then sold in 1880.
The vessel was propelled by a single four-bladed screw, and the engines for working the propeller were constructed at Mystic, Connecticut, by Mallory and Co.
For
working the vessel and torpedo machinery nine persons were required, the total
number of the staff on board.
SIDEBAR
Spuyten
Duyvil
As retold by
S. E. Schlosser (author of Spooky New York, Globe Pequot, 2005)
Once in old New Amsterdam, there was a brave trumpeter named Anthony Van Corlaer who would blow his trumpet when Peter Stuyvesant wanted to call the people together.
One night, Peter received word that the English were going to attack New Amsterdam. He sent Anthony to warn the Dutch colonists along the Hudson and to call the people to fight. A storm was brewing. When Anthony reached the tip of Manhattan Island, there was no ferry to take him across the tide water creek which connects the Harlem and Hudson Rivers at the tip of Manhattan Island. Anthony called out for the ferryman, but there was no answer. Conscious of his important mission, Anthony decided he would swim across that creek in spite of the devil (in spuyt den duyvil).
Well,
the Devil heard Anthony calling for the ferryman, and when Anthony was well
into the middle of the creek, the Devil caught him by the leg. Anthony pulled
out his trumpet and blew a terrific blast, louder than the wind. It startled
the Devil so much that he let go of AnthonyÕs leg. But Anthony did not have
strength enough after his fight with the Devil to swim the creek, and so he
drowned.
For
many years after this, folks living at the northern tip of Manhattan claimed
they could hear AnthonyÕs trumpet blowing louder than the wind on nights when
it stormed. And the creek where Anthony met his fate was called Spuyten Duyvil.
Reprinted
from AmericanFolklore.net with authorÕs permission.
SIDEBAR
The
following text is from an historic marker erected in 2000 in NYC regarding the
Spuyten Deyvil.
There
has been much speculation concerning the origin of the name ÒSpuyten Duyvil.Ó
Dutch in origin, Spuyten Duyvil can be translated in two ways, depending on the
pronunciation. One translation is ÒDevilÕs whirlpool,Ó and indeed, sections of
the creek were sometimes turbulent during high tide. The second interpretation
is Òto spite the Devil.Ó This translation was popularized by Washington
IrvingÕs story in which a Dutch trumpeter vowed to swim across the turbulent
creek during the British attack on New Amsterdam Òen spijt den Duyvil (in spite
of the Devil).Ó
Running
from the Hudson River to the Harlem River, the Spuyten Duyvil Creek marks the
northernmost tip of Manhattan Island. The creekÕs significance is revealed
through local Native American legends, an era of Dutch settlement, and
laborious years of altering its natural course for commercial purposes.
Eventually renamed the Harlem River Ship Canal (also the U.S. Ship Canal), this
tidal strait has splendid views, and a variety of wildlife that still thrives
despite years of human-induced change.
Lenape
Indians inhabited the area for thousands of years. A Lenape settlement once
stood on the Bronx side of the creek, in the area above where ColumbiaÕs huge
letter C can be seen today. Columbia University rowers painted the letter C for
themselves and for their schoolÕs teams, which play at Baker Field/Wien Stadium
across the creek. The Lenape Indians called the banks of the Spuyten Duyvil
Shorakapok, which has commonly been translated as Òthe sitting down placeÓ or
Òthe place between the ridges.Ó With an abundance of oysters, fish, waterfowl,
and a diversity of other creatures, this region was an ideal hunting and
fishing ground for the Lenape. Additionally, they relied on the innumerable
freshwater springs that meandered throughout the vast wetlands.
Written
accounts of the creek first appear in the year 1609, when Henry Hudson and his
crew may have briefly anchored their ship, Half Moon, in the Spuyten Duyvil.
During the Colonial period, many Dutch farmers and merchants found it
convenient to cross the Spuyten Duyvil rather than pay for ferry service across
the Harlem River at 125th Street. In 1669, to prevent people from crossing for
free, Johannes Verveelen moved his ferry to where West 231st Street and
Broadway now intersect. In 1673, Frederick Philipse replaced the ferry with a
toll bridge known as the KingÕs Bridge. Reacting to both the fee and the
occasional inconvenience of using this bridge, a Dutch landowner named Jacob
Dyckman raised funds to construct the Free Bridge in 1758, which was later
destroyed by the Continental Army while fleeing the British during the
Revolutionary War.
The
present course of the Harlem River Ship Canal differs greatly from the Spuyten
Duyvil Henry Hudson once visited. To make it more navigable, the Army Corps of
Engineers began to modify both the creek and its adjacent land in the latter
part of the 19th century. In 1876, the New York State Legislature decreed the
construction of the Harlem River Shipping Canal. When completed in 1895, the
canal severed Marble Hill from Manhattan, creating an island with Spuyten
Duyvil Creek as its northern perimeter. The new channel effectively shortened
the water route between the Hudson River and Long Island Sound by 14 miles.
Soon after the canalÕs completion, builders filled Spuyten Duyvil Creek,
thereby connecting the island to mainland Bronx. Since the turn of the century,
Marble Hill residents have successfully petitioned to remain within the
governance of Manhattan; interestingly, for years telephone directories listed
residents in both Manhattan and the Bronx.
Today,
the Broadway Bridge, the Henry Hudson Memorial Bridge (opened on December 12,
1936, as part of Robert MosesÕ controversial ÒWest Side ImprovementÓ project),
and railroad swing bridge, used by Amtrak passenger trains, still span the
waterway.
SIDEBAR
CIVIL WAR SHIPS
NAMED FOR LOCAL REGIONS
Screw steamer,
sloop. Built in 1862. Wrecked on Aug. 23, 1862, NE point Little Bahama Bank,
Abaco, Bahama Islands, by the Man of War Cay.
Screw steamer,
sloop. Built by the government Dec 3, 1864. Name changed from Contoocook to Albany, May 15, 1869. Commissioned March 14,
1868.
Sloop of War. Built by the
government at Kittery, ME, launched July 26, 1842. Commissioned on Nov. 5, 1860
and June 24, 1863, at Philadelphia Navy Yard for African Squadron and South
Atlantic station.
Single turret
monitor. Built under contract with J. Ericsson. Launched Dec. 16, 1862 at NY.
On June 15, 1869, name changed to Goliath; Aug 10, 1869, changed to Catskill; delivered to NY Navy Yard on February
19, 1863.
Light draft
monitor. Built by contract by M.F. Merritt. Broken up in 1875 at NY by John
Roach, paid $3,684. Name changed to Charybdix from Cohoes; Aug. 10, 1869, renamed the Cohoes.
Screw steamer,
2-masted schooner. Purchased Sept. 20, 1862, from the Philadelphia prize court
by the Navy department. Sold at auction to Samuel C. Cook for $28,500 on Sept.
12, 1865. Name changed from Florida,
its original name, to Hendrick Hudson. Captured April 6, 1862, by the U.S.S. Pursuit. Commissioned at Philadelphia Dec. 20,
1862; out of commission Aug. 8, 1865. Vessel had a round stern, light spar deck
fore and aft, and house on top.
Screw steamer
purchased on June 14, 1869 as the Caledonia, sold July 12, 1864, at Philadelphia.
Name changed to Mohawk
on date of purchase. Chartered in 1858 for Paraguay Expedition. Commissioned on
Sept. 19, 1859, at Brooklyn Navy Yard.
Screw steamer,
launched Feb. 15, 1859. Built at Navy yard at Portsmouth NH; rebuilt in 1885 at
Mare Island Navy Yard, in service as a tender for torpedo fleet Asiatic
station. Commissioned on Nov. 29, 1859, at Portsmouth; out of commission on
Apr. 26, 1865, at Boston Navy Yard.
Ironic that the
two cities that produced the first Monitor, Troy and Schenectady, didnÕt have a Monitor named in their honor!