Lexington (steamship)

This was compounded by serious errors by the crew, including violation of safety regulations, and the failure of a nearby vessel to come to the aid of the survivors.

Using the model as a guide, full-sized outlines were then drawn in chalk on the timber to be used for the hull, which was then cut and assembled by carpenters.

Making use of a "walking beam" connection mechanism, activated by a 48-inch-diameter (1.2 m) steam cylinder with an 11-foot (3.4 m) stroke, the ship's engine was one of the most efficient of its time.

Measuring 207 feet (63 m) in length and weighing 488 long tons (496 t), the Lexington was also one of the most luxuriously outfitted steamers on its route, incorporating ornate teak deck railings, cabin doors, staircases, and panelling; a large cabin including both a lounge and a dining saloon; and elegant deck lighting, curtains, and furniture.

The Lexington left its pier on Manhattan's East River at 4:00 p.m. on January 13, 1840, bound for Stonington, Connecticut, the terminus of the newly built railroad from Boston.

Crew members used buckets and boxes to throw water on the flames, as well as a small, hand-pumped fire engine.

The ship's paddlewheel was still churning at full speed, since crewmen could not reach the engine room to shut off the boilers.

The ship's cargo of cotton ignited quickly, causing the fire to spread from the smokestack to the entire superstructure.

According to legend, poet Henry Wadsworth Longfellow was scheduled to travel on the Lexington's fatal voyage, but missed it due to discussing the merits of a recent poem, The Wreck of the Hesperus, with a publisher.

David Crowley, the second mate, drifted for 43 hours on a bale of cotton, coming ashore 50 miles east, at Baiting Hollow, Long Island.

Weak, dehydrated and suffering from exposure, he staggered a mile to the house of Matthias and Mary Hutchinson, and collapsed after knocking on the door.

[1][better source needed] An inquest jury found a fatal flaw in the ship's design to be the primary cause of the fire.

Hilliard testified that once crew members noticed the fire, they went below deck to check the engines before attempting to fight the blaze.

Captain William Tirrell of the Improvement explained that he was running on a schedule; he did not attempt a rescue because he didn’t want to miss the high tide.

Ultimately, no legislation was passed by the U.S. government in the wake of the tragedy, though critic John Neal issued a call for better construction and operation practices in the New York Evening Signal.

The chains supporting the hull snapped, and the ship broke apart and sank back to the bottom of Long Island Sound.

Adolphus S. Harnden of the Boston and New York Express Package Car Office had reportedly been carrying $18,000 in gold and silver coins and $80,000 in paper money at the time of the sinking.