The land was purchased under an Act of Congress on July 23, 1799. The Washington Navy Yard was established on October 2, 1799, the date the property was transferred to the Navy. It is the oldest shore establishment of the U.S. Navy. The Yard was built under the direction of Benjamin Stoddert, the first Secretary of the Navy, under the supervision of the Yard's first commandant, CommodoreThomas Tingey, who served in that capacity for 29 years.
Latrobe Gate, the ceremonial entrance to the Navy Yard
The original boundaries that were established in 1800, along 9th and M Street SE, are still marked by a white brick wall that surrounds the Yard on the north and east sides. The following year, two additional lots were purchased. The north wall of the Yard was built in 1809 along with a guardhouse, now known as the Latrobe Gate. After the Burning of Washington in 1814, Tingey recommended that the height of the eastern wall be increased to ten feet (3m) because of the fire and subsequent looting.
The southern boundary of the Yard was formed by the Anacostia River (then called the "Eastern Branch" of the Potomac River). The west side was undeveloped marsh. The land located along the Anacostia was added to by landfill over the years as it became necessary to increase the size of the Yard.
From its first years, the Washington Navy Yard became the navy's largest shipbuilding and shipfitting facility, with 22vessels constructed there, ranging from small 70-foot (21m) gunboats to the 246-foot (75m) steam frigateUSS Minnesota. The USS Constitution came to the Yard in 1812 to refit and prepare for combat action.
During the War of 1812, the Navy Yard was important not only as a support facility but also as a vital strategic link in defense of the capital city. Sailors of Navy Yard were part of the hastily assembled American army, which, at Bladensburg, Maryland, opposed the British forces marching on Washington.
Benjamin King 1764 -1840, navy yard master blacksmith who fought at Bladensburg
An independent volunteer militia rifle company of civilian workers in the Washington Navy Yard was organized by the United States naval architectWilliam Doughty in 1813, and they regularly drilled after working hours. In 1814, Captain Doughty's volunteers were designated the Navy Yard Rifles and assigned to serve under the overall command of Major Robert Brent of the 2nd Regiment of the District of Columbia Militia who was the first mayor of Washington, D.C. In late August, they were ordered to assemble at Bladensburg, Maryland, to form the first line of defense in protecting the United States' capital city along with the majority of the American forces was ordered to retreat.[3] The Chesapeake Bay Flotilla of Joshua Barney joined the combined forces of Navy Yard sailors, and the U.S. Marines of the nearby Marine Barracks of Washington, D.C., and were positioned to be the third and final line of the American defenses. Together, they effectively used devastating artillery and fought in hand-to-hand combat with cutlasses and pikes against the British regulars before being overwhelmed. Benjamin King (1764-1840), a navy yard civilian master blacksmith, fought at Bladensburg. King accompanied Captain Miller's Marines into battle. King took charge of a disabled gun and was instrumental in bringing that gun into action. Captain Miller remembered King's gun "cut down sixteen of the enemy."[4][5]
As the British marched into Washington, holding the Yard became impossible. Seeing the smoke from the burning Capitol, Tingey ordered the Yard burned to prevent its capture by the enemy. Both structures are now individually listed on the National Register of Historic Places. On August 30, 1814, Mary Stockton Hunter, an eyewitness to the vast conflagration, wrote her sister: "No pen can describe the appalling sound that our ears heard and the sight our eyes saw. We could see everything from the upper part of our house as plainly as if we had been in the Yard. All the vessels of war on fire-the immense quantity of dry timber, together with the houses and stores in flames produced an almost meridian brightness. You never saw a drawing room so brilliantly lighted as the whole city was that night."[6]
Carpenters time book dated Nov 22, 1819, enumerates the time ship carpenters, ship joiners and boat builders spent on different jobs. The projects listed include refitting the USS Congress, USS Columbia, working in the Mould Loft, and building "Patterns." In the lower right-hand corner is a doodle of two shorebirds. Time book may have been that of early WNY employee William Easby 1791 -1854. Navy Library Collection
Among the vessels that were burned at the Yard were two warships under construction and nearing completion: the original Columbia, a 44-gun frigate, and the Argus, an 18-gun brig being built to replace an earlier Argus, which had been captured by the British a year earlier following a fierce engagement off the coast of Wales.[7]
Civilian employment
From its beginning, the navy yard had one of the biggest payrolls in town, with the number of civilian mechanics and laborers and contractors expanding with the seasons and the naval Congressional appropriation.[8]
Before the passage of the Pendleton Act on 16 January 1883, applications for employment at the navy yard were informal, mainly based on connections, patronage, and personal influence. An example from 1806 is the employment of Winthrop and Samuel Shriggins, two ship carpenters who were hired at $2.06 per diem, based on the approval of Secretary of the Navy, Robert Smith (cabinet member), 12 March 1806. While a former seaman Adam Keizer, was hired because he "was with Captain William Bainbridge at Tripoli."[9][10] On occasion, a dearth of applicants required a public announcement; the first such documented advertisement was by Commodore Thomas Tingey on 15 May 1815 "To Blacksmiths, Eight or Ten good strikers capable of working on large anchors, and other heavy ship work, will find constant employ and liberal wages, by application at the navy yard, Washington" [11] Following the War of 1812, the Washington Navy Yard never regained its prominence as a shipbuilding facility. The waters of the Anacostia River were too shallow to accommodate larger vessels, and the Yard was deemed too inaccessible to the open sea. Thus came a shift to what was to be the character of the yard for more than a century: ordnance and technology. During the next decade, the Navy Yard grew to become by 1819 the largest employer in Washington, D.C., with a total number of approximately 345 workers.
In 1826 noted writer Anne Royall, toured the navy yard. She wrote,[12]
"The navy yard is a complete work-shop, where every naval article is manufactured: it contains twenty-two forges, five furnaces, and a steam-engine. The shops are large and convenient; they are built of brick and covered with copper to secure them from fire. Steel is prepared here with great facility. The numbers of hands employed vary; at present there are about 200. A ship-wright has $2,50 per day, out of which he maintains his wife and family if he have any. Generally wages are very low for all manner of work; a common laborer gets but 75 cents per day, and finds himself. The whole interior of the yard exhibits one continual thundering of hammers, axes, saws, and bellows, sending forth such a variety of sounds and smells, from the profusion of coal burnt in the furnaces, that it requires the strongest nerves to sustain the annoyance."
"Sailors or Laborers Wanted" for Washington Navy Yard, City of Washington Gazette 1 Dec 1819
In 1819, Betsey Howard became the first female worker documented at the navy yard (and perhaps in the federal service), followed shortly after by Ann Spieden. Both Howard and Spieden were employed as horse cart drivers, "and like their male counterparts employed per diem, at $1.54 a day, working whole or part days as required."[13][14] In 1832 the Washington Navy Yard Hospital, hired Eleanor Cassidy O'Donnell to work as a nurse.
Eleanor Cassidy O'Donnell, pioneer nurse, at Washington Navy Yard Hospital payroll,8 March 1832
During the Civil War the navy hired about two dozen women as seamstresses in the Ordnance Department, Laboratory Division. The Department produced naval shells and gunpowder. The women sewed canvas bags that were used to charge ordnance aboard naval vessels. They also sewed flags for naval vessels. Most of these workers were paid about $1.00 per day.[15] Their work was dangerous, for there was always the risk of a single errant spark igniting nearby gunpowder or pyrotechnics with catastrophic results, such as the explosion and fire on 17 June 1864 that killed 21 young women working at the U.S. Army Arsenal Washington D.C.[16][17]
During World War II, the Washington Navy Yard at its peak employed over 20,000 civilian workers, including 1,400 female ordnance workers.[18]
The Yard was also a leader in technology as it possessed one of the earliest steam engines in the United States. The steam engine was the high-tech marvel of the early District and often commented on by authors and visitors. Samuel Batley Ellis, an English immigrant, was the first steam engine operator, and in 1810 was paid the high wage of $2.00 per day. The steam engine ran the sawmill and manufactured anchors, chain, and steam engines for vessels of war.[19] Because of its proximity to the nation's Capitol, the Washington Navy Yard Commandant, was routinely tasked requests from the Secretary of the Navy and the members of Congress. For example on 2 July 1811, Secretary of the Navy Paul Hamilton (politician) ordered Commodore Tingey to provide a "4th of July 18 gun salute, commencing at Sunrise and another commencing at 12 o'clock and yet another commencing at Sunset. Hamilton then added a note that "Rockets are to be displayed on common before the North front of the President's house and could not the USS Wasp be brought West of the bridge or near the bridge, dressed in colors!" [20] The 1835 Washington Navy Yard labor strike was the first labor strike of federal civilian employees.[21] The unsuccessful strike was from 29 July to 15 August 1835. The strike was over working conditions and in support of a ten-hour day.[22][23]
Station log March 12–13, 1828, listing Betsey Howard and Widow Speiden as cart drivers
Enslaved Labor
For the first thirty years of the 19th century, the Navy Yard was the District's principal employer of enslaved and some free African Americans. Their numbers rose rapidly, and by 1808, the enslaved made up one-third of the workforce.[24]The use of enslaved labor became an in issue in December 1808, when purser Samuel Hanson wrote to Secretary of the Navy Robert Smith alleging that Commodore Thomas Tingey and his deputy John Cassin had both allowed enslaved laborers on the navy yard payroll.Hanson’s charges were serious, namely that Tingey had financially benefited from shipbuilding and lumber contracts. He also accused both Tingey and Cassin of profiting by placing enslaved laborers of their families and friends on shipyard payrolls. [25][26]"In the end, Robert Smith must have felt Hanson’s charges were simply too embarrassing for the Jefferson administration and the Department of the Navy to air in a public inquiry, hence, the case was never brought to court. Hanson’s charges were simply left to fade in the file and no action was taken against Commodore Tingey, John Cassin or Samuel Hanson. Despite official denial, enslaved labor continued at the navy yard and at other locations."[27] The number of enslaved workers gradually declined during the next thirty years. However, free and some enslaved African Americans remained a vital presence. One such person was former slave, later freeman, Michael Shiner 1805-1880 whose diary chronicled his life and work at the navy yard for over half a century [28] There is the documentation for enslaved labor euphemistically called "servants" still working in the blacksmith shop as late as August 1861.[29]
1829 "A List of Colored men free & Slaves..." with slaveholders. Diarist, Michael Shiner, is enumerated, 6th from the bottom
Civil War Era
Colored lithograph of Washington Navy Yard, c.1862
Washington Navy Yard payroll for May 1862 with the laboratory workers (seamstresses) who sewed canvass bags for gunpowder and flags for naval ships. The Civil War was the first time the navy yards hired women full-time in any significant number
Following the war, the Yard continued to be the scene of technological advances. In 1886, the Yard was designated the manufacturing center for all ordnance in the Navy. Commander Theodore F. Jewell was Superintendent of the Naval Gun Factory from January 1893 to February 1896.
1900s
Ordnance production continued as the Yard manufactured armament for the Great White Fleet and the World War I navy. The 14-inch (360mm) naval railway guns used in France during World War I were manufactured at the Yard.
In WWII, the Washington Navy Yard & Naval Gun Factory employed women in large numbers for trade and craft jobs for the first time. This image dated January 1, 1943, shows female lathe operators.
By World War II, the Yard was the largest naval ordnance plant in the world. The weapons designed and built there were used in every war in which the United States fought until the 1960s. At its peak, the Yard consisted of 188buildings on 126acres (0.5km2) of land and employed nearly 25,000 people. Small components for optical systems, parts of Little Boy, and enormous 16-inch (406mm) battleship guns were all manufactured here. In December 1945, the Yard was renamed the U.S. Naval Gun Factory. Ordnance work continued for some years after World War II until finally phased out in 1961. Three years later, on July 1, 1964, the activity was re-designated the Washington Navy Yard. The deserted factory buildings began to be converted to office use.[30] In 1963, ownership of 55 acres of the Washington Navy Yard Annex (western side of Yard including Building 170) was transferred to the General Services Administration.[31]The Yards at the Southeast Federal Center are part of this former property and now includes the headquarters for the United States Department of Transportation.[32]
The Washington Navy Yard was the scene of many scientific developments. In 1804 at the request of President Thomas Jefferson, navy yard blacksmith Benjamin King built the first White House water closet/toilet. For which Architect Benjamin Latrobe reminded King, " How shall I get the president of the United States into good humor with you about his Water Closet, & his side roof which you were to make? He complains bitterly of you using the privilege of a Man of Genius against him, - that is of being a little forgetful. – I so well know the goodness of your disposition, that I am determined, if possible, to want his quarreling with you at all events about so dirty a business as a Water Closet."[34] King in 1805 again at Jefferson's behest built the first fire engine for the White House°.[35] In December 1807 Robert Fulton approached Robert Smith, Secretary of the Navy and requested that a test of his new torpedo, be authorized at the Washington Navy Yard.[36] Fulton specifically asked that the Navy fabricate copper harpoon torpedoes and provide small boats manned with gunner's mates and boat crews. He envisioned a limited trial on the feasibility of sinking a small sloop. The trial was never funded and a perplexed and exasperated Fulton complained to Jefferson about the naval establishment.[37]
On 4 May 1810 Secretary of the Navy Paul Hamilton (politician), notified Commodore Thomas Tingey, Navy had "conditionally consented" to testing Fulton's Torpedo system and that he was enclosing a copy of Mr. Fulton's "Torpedo War". Hamilton also added "You will prepare and transmit to Mr. Fulton at New York your objections to his system..."[38] In September 1810 the Secretary Hamilton agreed to test Fulton's torpedo, and Commodore Thomas Tingey was directed to transport via stage coach two torpedo harpoon guns from Washington Navy Yard to New York "for Mr. Fulton".[39] To Fulton's chagrin, after a number of attempts the torpedo test ended in failure. In 1822, Commodore John Rodgers built the country's first marine railway for the overhaul of large vessels. John A. Dahlgren developed his distinctive bottle-shaped cannon that became the mainstay of naval ordnance before the Civil War. In 1898, David W. Taylor developed a ship modeltesting basin, which was used by the Navy and private shipbuilders to test the effect of water on new hull designs. The first shipboard aircraft catapult was tested in the Anacostia River in 1912, and a wind tunnel was completed at the Yard in 1916. The giant gears for the Panama Canal locks were cast at the Yard. Navy Yard technicians applied their efforts to medical designs for prosthetic hands and molds for artificial eyes and teeth.
Navy Yard was Washington's earliest industrial neighborhood. One of the earliest industrial buildings nearby was the eight-story brick Sugar House, built in Square 744 at the foot of New Jersey Avenue, SE, as a sugar refinery in 1797–98. In 1805, it became the Washington Brewery, which produced beer until it closed in 1836. The brewery site was just west of the Washington City Canal in what is now Parking Lot H/I in the block between Nationals Park and the historic DC Water pumping station.[40]
The Washington Navy Yard often functions as a ceremonial gateway to the nation's capital. From early on, due to its proximity to the White House, the navy yard was the site of recurrent presidential visits. The Washington Navy Yard station log confirms many of these visits, for example, those of John Tyler 5 July 1841, James K. Polk 4 March 1845, Franklin Pierce 14 December 1853, and Abraham Lincoln,18 May 1861 and 25 July 1861. There are also entries for foreign delegations and celebrities, e.g., 7 September 1825 for General Lafayette and 15 May 1860 for the visit of the first Japanese Embassy.[41] The body of World War I's Unknown Soldier was received here. Charles A. Lindbergh returned to the Navy Yard in 1927 after his famous transatlantic flight.
During the Civil War, a small number of women worked at the Navy Yard as flag makers and seamstresses, sewing canvas bags for gunpowder.[42] Women again entered the workforce in the 20th century in significant numbers during WWII, where they worked at the Naval Gun Factory making munitions.[42] Following the war, most were discharged. In the modern era, women working at the Yard have increased their presence in executive, managerial, administrative, technical, and clerical positions.
From 1984 to 2015, the decommissioned destroyerUSSBarry(DD-933) was a museum ship at the Washington Navy Yard as "Display Ship Barry" (DS Barry). Barry was frequently used for change of command ceremonies for naval commands in the area.[30] Due to declining visitors to the ship, the expensive renovations she required, and the District's plans to build a new bridge that would trap her in the Anacostia River, Barry was towed away during the winter of 2015-2016 for scrapping.[43] The U.S. Navy held an official departure ceremony for the ship on 17 October 2015.[44][45][46]
Today, the Navy Yard houses a variety of activities. It serves as headquarters, Naval District Washington, and houses numerous support activities for the fleet and aviation communities. The Navy Museum welcomes visitors to the Navy Art Collection[47] and its displays of naval art and artifacts, which trace the Navy's history from the Revolutionary War to the present day. The Naval History and Heritage Command is housed in a complex of buildings known as the Dudley Knox Center for Naval History. Leutze Park is the scene of colorful ceremonies.
On September 16, 2013, a shooting took place at the Yard. Shots were fired at the headquarters for the Naval Sea Systems Command Headquarters building #197. Fifteen people, including 13 civilians, one D.C. police officer, and one base officer, were shot. Twelve fatalities were confirmed by the United States Navy and D.C. Police.[48][49] Officials said the gunman, Aaron Alexis, a 34-year-old civilian contractor from Queens, New York, was killed during a gunfight with police.[50]
Building 126 is located by the Anacostia River, on the northeast corner of 11th and SE O Streets. The one-story building, built between 1925 and 1938, was recently renovated to be a net-zero energy building as part of the Washington Navy Yard Energy Demonstration Project. Features include two wind turbines, five geothermal wells, a battery energy storage system, one-hundred thirty-two 235 kWsolarphotovoltaic panels, and windows of electrochromicsmart glass.[51]
Although inventoried and determined eligible for listing in the National Register of Historic Places, it is currently not part of an existing district.[52] Until 1950, Building 126 functioned as the receiving station laundry. Afterward, it served as the site of the Washington Navy Yard Police Station. Currently, it acts as the Visitor Center for the Yard.[53]
Gallery
View of Washington Navy Yard's dock, circa 1867
Experimental Model Basin, circa 1900
Torpedo shop at the Washington Navy Yard, circa 1917
The Unknown Soldier from World War I arriving at the Washington Navy Yard, c.1921 (colored)
An aerial view of the destroyer USSBarry(DD-933) docked at the Washington Navy Yard, 15 April 1984
The Norfolk Naval Shipyard, often called the Norfolk Navy Yard and abbreviated as NNSY, is a U.S. Navy facility in Portsmouth, Virginia, for building, remodeling and repairing the Navy's ships. It is the oldest and largest industrial facility that belongs to the U.S. Navy as well as the most comprehensive. Located on the Elizabeth River, the yard is just a short distance upriver from its mouth at Hampton Roads.
USS Columbus was a 92-gun ship of the line in the United States Navy. Although construction of the warship was authorized by Congress on 2 January 1813, the burning of the Washington Navy Yard by the Americans in 1814 just prior to the British occupation of Washington, intended to keep US military stores out of enemy hands, led to the destruction of any initial framing. Days after Congress re-authorized the vessel on 29 April 1816, a keel was laid and construction resumed.
Isaac Hull was a Commodore in the United States Navy. He commanded several famous U.S. naval warships including USS Constitution and saw service in the undeclared naval Quasi War with the revolutionary French Republic (France) 1796–1800; the Barbary Wars, with the Barbary states in North Africa; and the War of 1812 (1812–1815), for the second time with Great Britain. In the latter part of his career he was Commandant of the Washington Navy Yard in the national capital of Washington, D.C., and later the Commodore of the Mediterranean Squadron. For the infant U.S. Navy, the battle of USS Constitution vs HMS Guerriere on August 19, 1812, at the beginning of the war, was the most important single ship action of the War of 1812 and one that made Isaac Hull a national hero.
The Naval History and Heritage Command, formerly the Naval Historical Center, is an Echelon II command responsible for the preservation, analysis, and dissemination of U.S. naval history and heritage located at the historic Washington Navy Yard. The NHHC is composed of 42 facilities in 13 geographic locations including the Navy Department Library, 10 museums and 1 heritage center, USS Constitution repair facility and detachment, and historic ship ex-USS Nautilus.
Edward Walter Eberle was an admiral in the United States Navy, who served as Superintendent of the United States Naval Academy and the third Chief of Naval Operations.
Commodore John Rodgers was a United States Navy officer who served during the Navy's formative years from the 1790s through to the late 1830s. He served under six presidents and for nearly four decades. His service took him through numerous military engagements of the Quasi-War, both Barbary Wars, and the War of 1812.
Thomas Tingey was a commodore of the United States Navy. Originally serving in the British Royal Navy, Tingey later served in the Continental Navy. Tingey served with distinction during the Quasi-War and served as the commandant of the navy yard until his death.
The National Museum of the United States Navy, or U.S. Navy Museum for short, is the flagship museum of the United States Navy and is located in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States.
USS Tingey (TB-34) was a Blakely-class torpedo boat of the United States Navy. She was the first of three ships to be named after Commodore Thomas Tingey.
Josiah Fox (1763–1847) was a British naval architect noted for his involvement in the design and construction of the first significant warships of the United States Navy.
USS Fulton was a steamer that served the U.S. Navy prior to the American Civil War, and was recommissioned in time to see service in that war. However, her participation was limited to being captured by Confederate forces in the port of Pensacola, Florida, at the outbreak of war.
The Naval Medical Center Portsmouth (NMCP), formerly Naval Hospital Portsmouth, and originally Norfolk Naval Hospital, is a United States Navy medical center in Portsmouth, Virginia, United States. It is the oldest continuously running hospital in the Navy medical system.
Thomas Tingey Craven was a 19th-century United States Navy officer who rose to prominence during the Civil War.
Tingey House, officially known as Quarters A, is the official residence of the Chief of Naval Operations of the United States Navy. Built in 1804, it is located at the Washington Navy Yard in Washington, D.C., and is part of the Yard's historic Officers Quarters. The residence is known as Tingey House in honor of its first resident and yard commandant, Commodore Thomas Tingey. According to popular legend, Tingey's ghost haunts the property.
Samuel Evans was a long-serving officer in the United States Navy. Evans served with distinction during Quasi-War with France, the First Barbary War and the War of 1812. He later served as the commandant of the New York Navy Yard from 1813 until his death in 1824.
The Washington Navy Yard labor strike of 1835 is considered the first strike of federal civilian employees. The strike began on Wednesday July 31, 1835, and ended August 15, 1835. The strike supported the movement advocating a ten-hour workday and redressing grievances such as newly imposed lunch-hour regulations. The strike failed in its objectives for two reasons, the Secretary of the Navy refused to change the shipyard working hours and the loss of public support due to the involvement of large numbers of mechanics and laborers in the race riot popularly known as the Snow Riot or Snow Storm.
Enslaved labor on United States military installations was a common sight in the first half of the 19th century, for agencies and departments of the federal government were deeply involved in the use of enslaved blacks. In fact, the United States military was the largest federal employer of rented or leased slaves throughout the antebellum period. In 1816, a visitor to the Washington Navy Yard wrote that master blacksmith, Benjamin King, estimated daily expense for a slave as twenty-seven cents and noted how lucrative the business had become. According to King, Navy was paying eighty cents per day for black workers while white blacksmiths were paid $1.81 per diem. Further south on April 27, 1830 at Gosport (Norfolk) Navy Yard, civil engineer Loammni Baldwin, transmitted a detailed report showing the "great economy of employing slaves" on the new dry dock. Baldwin by comparing the average cost of free white, stone masons with enslaved black hammers, lauded the saving gained by having blacks perform the work at 72 cents per day in comparison to white stone mason's paid 2.00 per day. An English visitor and author, Lady Emmeline Stuart-Wortley, writing in the late 1840s, noted the prevalence of slave labor at the Washington Navy Yard: "We saw a sadder sight after that, a large number of slaves, who seemed to be forging their own chains, but they were making chains, anchors, &c., for the United States Navy."
Joe Thompson vs Walter Clarke was decided in December 1817.
Commodore William J. McCluney was a United States Navy officer whose service included the War of 1812, the Mexican-American War, and the Battle of Ty-ho Bay, China. McCluney commanded two of the flagships—the USS Mississippi and the USS Powhatan—in support of the Perry Expedition to Japan in 1853-1854. As a flag officer, McCluney transported the first Japanese Embassy to the United States aboard his flagship, the USS Roanoke, in 1860 on the last leg of their journey.
George Marshall was a chemist, pyrotechnist, artillery specialist, author, educator, and gunner in the United States Navy. He fought in the War of 1812, he was part of Commodore Isaac Chauncey's freshwater fleet on Lake Ontario. He served in the United States Navy with distinction for over forty-six years. He achieved the status of master gunner. He was one of the most important naval gunners in U.S. history. He was a 19th-century American scientist who helped build the framework of U.S. naval gunnery education. He wrote Marshall's Practical Marine Gunnery in 1821.
↑ U.S. EPA. "Washington Navy Yard". Superfund Information Systems: Site Progress Profile. Archived from the original on June 16, 2011. Retrieved July 18, 2011.
↑ Doughty, William Captain, 2nd Regiment (Brent's) District of Columbia Militia War of 1812, NARA RG 94
↑ Mary Stockton Hunter, The Burning of Washington, D.C. New York Historical Society Quarterly Bulletin 1924, pp 80–83.
↑ Roosevelt, Theodore (1902). The Naval War of 1812, or the History of the United States Navy during the Last War with Great Britain, Part II. New York, NY: G.P. Putnam's Sons. pp.45–47. Retrieved August 2, 2022. On August 20th, Major-General Ross and Rear-Admiral Cockburn, with about 5,000 soldiers and marines, moved on Washington by land… Ross took Washington and burned the public buildings; and the panic-struck Americans foolishly burned the Columbia, 44, and Argus, 18, which were nearly ready for service.
↑ Thomas Tingey to Robert Smith, 12 March 1806, Letters Received by the Secretary of the Navy, "Captains Letters" volume 4, letter 47, Roll 0004, National Archives and Records Administration, Washington, D.C.
↑ Papers of Benjamin Henry Latrobe, Maryland Historical Society, New Haven: Yale University Press, 1984-1988 Vol.II, pp 908 – 910.
↑ Paul Hamilton to Tingey, 2 July 1811, Navy Department, Miscellaneous Records of the Navy Department, Records Group 45, Roll 0175, p.33, National Archives and Records Administration, Washington, D.C.
↑ The Encyclopedia of Strikes in American History editors Aron Brenner, Benjamin Daily and Emanuel Ness, (New York:M.E.Sharpe, 2009),.xvii.
↑ Maloney, Linda M. The Captain from Connecticut: The Life and Naval Times of Isaac Hull. Northeastern University Press: Boston, 1986 pp 436 - 437
↑ Navy Court Martial Records and Court of Inquiry, 1799-1867, re Thomas Tingey, 10 Dec 1808, Volume 2, Page 21, Case number 55, Case Range, 30-74, Year Range 16 Oct 1805 to 16 Jan 1810, Roll 0004, National Archives and Records Administration, Washington, D.C.
↑ The Papers of Thomas Jefferson, Second Series, Jefferson's Memorandum Books, vol. 2, ed. James A Bear, Jr. and Lucia C. Stanton. (Princeton: Princeton University Press, 1997), entry for 8 July 1805, 1143–1171.
↑ Tingey to Robert Smith, 16 December 1807, Letters from Captains to the Secretary of the Navy ("Captains Letters"), Volume 9, 1 Sept 1807 - 31 Dec 1807, Letter 82, RG 260, National Archives and Records Administration, Washington, D.C.
↑ Hamilton to Tingey, 4 May 1810, Miscellaneous Records of the Navy Department, Letters, 1810, p. 22, Roll 0175, RG45, National Archives and Records Administration
↑ Paul Hamilton to Tingey, 30 May 1810, Miscellaneous Records of the Navy Department, Record Group 45, Roll, 0175, p.26, National Archives and Records Administration, Washington, D.C.
↑ Peck, Garrett (2014). Capital Beer: A Heady History of Brewing in Washington, D.C. Charleston, SC: The History Press. ISBN978-1626194410.
↑ Morris, Mass Communication Specialist 2nd Class Tyrell K. (October 17, 2015). "Navy Bids Farewell to Display Ship Barry". Washington: United States Navy, Chief of Information.{{cite news}}: CS1 maint: numeric names: authors list (link)
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