OUR NEW NAVY.
Since the last of the naval battles recorded in preceding chapters was fought, the advance in ships, engines, and guns has been such that warships of the past are considered obsolete; while the introduction of smokeless powder and projectiles containing heavy charges of dynamite or gun-cotton has increased the efficacy of modern ordnance.
The use of armor for ships is so recent, only dating from the time of our civil war, that modern war-ships have been little in action. In fact the war between England and the United States, in 1812-15, was the last important naval war previous to the introduction of steam. The revolution in naval tactics caused by steam was very great, but our civil war afforded little experience in fleet actions, the important naval affairs being for the most part attacks of fleets upon land fortifications. The only fairly well-matched, stand-up fight of that war between vessels was that of the Kearsarge and Alabama.
Steel has come into use for the hulls of vessels—and the invention, by our own citizens, of nickel-steel, and of the Harvey process for plates, has caused a revolution in the application of defensive armor.
We may instance the armor for the battle-ship Maine, which vessel carried on her sides alone four hundred and seventy-five tons of metal—Harveyized nickel steel. The plate which was tried at the Naval Proving Ground, at Indian Head, on the Potomac, and upon the proof of which depended the receiving of the whole quantity from the contracting company, was thirteen feet seven inches long, seven feet wide, and twelve inches in thickness at the top, tapering to six inches. These measurements may give some idea of the tremendous power of the implements employed in forging and tempering such a mass of metal.
It successfully resisted four shots from an eight-inch rifled gun, firing, at only a few yards’ distance, the best armor-piercing shot, breaking the latter to fragments. Then a ten-inch gun was tried upon the same plate. Again the shot was broken up, and the plate, already hit four times before, was cracked, but remained still capable of affording perfect protection. It is not at all probable that any one plate would be hit five times in the course of an action—and so this armor is considered as near perfection as it is possible for metallurgists to come, in the present state of knowledge. The Maine and Texas, and the battle-ships of the Iowa class, as well as the great monitors, Puritan and Monadnock, all of which vessels are of the latest construction, have these plates, thereby saving much weight, and allowing of additional armor protection to the upper works. The heavy armor extends from one barbette to the other, in the Iowa being about 180 feet, and from four and a half feet below the water line to three feet above it. At the level of the belt is a curving steel deck, three inches thick, to deflect plunging shot; while the mass of coal is so arranged in the bunkers as to protect the boilers and machinery.
The Iowa carries four 12-inch rifles, mounted in pairs in two turrets, eight 8-inch rifles, also mounted in pairs in turrets, six rapid-fire 4-inch rifles, and an ample secondary battery of twenty 6-pounder and six 1-pounder rapid-fire guns, and two gatlings—all high powered breech-loading guns of the best American manufacture.
In the last few years there have also been great changes and improvements in different forms of explosives, the development of torpedo boats and torpedo-catchers, and modes of defence against such attacks. Almost all the large vessels have double bottoms, divided in many separate cells like honeycombs—and packed with a preparation of cocoa-nut fibre, which swells when in contact with water, thus effectually stopping shot holes. There are also many transverse bulkheads, making many compartments of the vessel’s hull; while the engines are so cut off by them that one is independent of any injury to the other. There are also many small engines, for various purposes, and electric light makes the deepest part of the interior of the great ship’s hull as plain as the upper deck, in full sunlight. Lastly, the great increase in speed and power of engines tend to make the war-ship a very different thing from what she was at the time spoken of in the previous chapter.
There are, of course, limitations to the range and efficiency of the new Navy, owing to the necessity of replenishing supplies of fuel,—a most difficult and extremely costly process in many parts of the world. Such modern cruisers as the Columbia carry, to be sure, an immense quantity of coal—and there are others, such as the New York and the Olympia, which not only possess great speed, but also carry more fuel than most vessels of their class. They need to do so, for our coaling stations abroad are very few.
Some nations, especially the Italians, who have a very formidable navy, and one far above their means, have experimented extensively with petroleum, in its crude form, as a fuel, and, it is stated, with a certain degree of success. But this for the most part is a consideration for those nations which have no mines of coal under their own control, and we must remember that, in time of war, the supply of petroleum might be cut off even more effectually than that of coal. But to return:—The use of steel for the hulls of vessels, the armor, protective decks, and other purposes of construction, has greatly multiplied the strength of those parts, while it has made the whole much lighter, so that the same expenditure of steam will carry the structure much farther and much faster. We have already stated that nickel-steel is able to resist very effectually the most modern projectiles from the latest guns. When, a few years ago, such qualities were claimed for it by us, the English experts in such matters rather sneered at the idea, and said that more extensive trials should be had before they could believe in its value. The experiments were so triumphantly successful that not only was all opposition withdrawn, but the object then was to get hold of the process as soon as possible. Nickel-steel is what may be called a great fact, and subsequent discoveries in metallurgy will never destroy its value for certain purposes.
The Harvey process was another thing upon which the Europeans looked with great doubt until the perfect success of armor made in that way, in trials against very powerful guns at short range, opened their eyes. This process consists in the hardening of the outside surface of a thick plate to a certain depth, leaving the back part of the plate with the toughness of the untempered metal, so that the shot which strikes it has to encounter obstacles of two kinds—the hardness which breaks it up, and the toughness which prevents serious entry.
As it is, the contest between gun and armor is continually going on. When armor is found which resists very powerful guns and the newest explosive, a more powerful gun is built, which makes another increase in armor necessary. At the present time there is no predicting how long this contest may go on, for the improvements in guns and armor keep equal pace.
New explosives have the same story to tell. They vary in name and in effect, but most of them are based upon the same chemical principles. Some keep better than others, and are thus best suited for preservation in the magazines of ships, where, especially in case of faulty construction, or of prolonged stay in hot climates, the delicate chemical combination of which the modern explosive consists is very much more likely to undergo change than the old-fashioned “black power”—especially when the latter was well made.
There is, therefore, constant experimenting, and constant change in opinion in regard to explosives.
Torpedoes are another source of trouble to experts in naval warfare; the fact being that they have never been sufficiently tried in actual service to settle completely their respective values. Of the mobile torpedoes one was used with destructive effect during the Chilean War, and some spar-torpedoes were effective during our Civil War, and during the Russo-Turkish War, where mobile torpedoes were also used, but it is still a matter of doubt with many naval officers of experience as to what part the mobile torpedo is to play in any future contest.
As regards torpedo-boats, which launch their torpedoes one at a time, and directly in the line in which the boat is pointed, the opinion is that they will prove very useful for coast and harbor defence, but unfit for severe weather or heavy seas, very wearing upon their crews, liable to accidents of a serious nature, and only able to carry fuel for short runs. Many of the accidents to this class of boats have involved loss of life, and, while the French and English have increased their number, other nations, such as the Italians and the Germans, have rather decided against their increase. At one time within recent years the Italians encouraged torpedo-boats, and in Germany one of the most successful of all builders is the Shichau Company, which has built boats for all the world but France, America, and England.
The “torpedo catchers,” so called, are quite different affairs from the ordinary torpedo-boat. They are quite large and swift vessels compared with the ordinary torpedo-boat, and are intended as “counter-miners,” and, by speed, and ability to keep the sea better, to prevent the swarm of ordinary torpedo-boats from doing serious damage. Sufficient experience has not been gained in the experimental trials to know just how much these vessels will do in case of actual warfare, but much is expected of them. Very lately a well-known English builder of torpedo boats and other small craft has launched a boat which is said to have made twenty-seven knots, or about the average speed of a passenger train on a good railroad.
Submarine torpedo-boats have received much attention of late years, when improvements and inventions, especially in electricity, have rendered them comparatively easy to handle. In France and Spain, especially, very successful boats have been experimented with. In our own country, where the idea originated early in the century, there have been several submarine boats built which have remained for a long time under water, being directed by the crew in any wished-for course. Not long ago Congress appropriated a large sum for building a sub-marine torpedo boat; but experiments conducted to show whether an explosion effected by such means would not be also fatal to the boat herself, led to hesitation on the part of the authorities as to expending the money in that way, and to a proposal to build surface torpedo boats instead.
Speed is becoming more and more a factor in naval problems. Speed, fuel capacity, a powerful battery, and protection, especially to the vital parts and to the crew, are now recognized as the requisites which go to make a fine, or capable ship, and one most likely to be generally useful in war. Among such vessels may be mentioned the New York, Olympia, and the Columbia, of our own navy. The battle-ships, so called, come under a different category—being heavily armored, and supposed to be able to resist heavy projectiles at close quarters. We have a few of these under construction, but none of the great size which we see in some foreign navies, principally for the reason that many of our ports will not admit vessels of such great draught of water—and that our authorities consider smaller vessels capable of being more readily manœuvered. The largest battle-ships we are building will only measure 10,200 tons, while in foreign navies they have them of 15,000 tons. But the best naval opinion is that the latter are too large; and experts are advocating a return to smaller size and greater number—just as a reaction has taken place against 110-ton guns.
The latest completed battle-ships are the Iowa, Indiana, Massachusetts and Oregon, all of 10,200 tons, with twin screws, and carrying sixteen guns in the main battery, beside smaller ones of the most modern type.
The Maine and Texas are battle-ships of the second class—of about 9000 tons, with twin screws, and carrying about ten guns in the main battery, and a proportion of rapid-fire smaller guns.
Such great battle-ships as these have never been tried in a close general engagement, and, though viewed with some distrust—especially since the accidental sinking by collision of the Victoria—nations go on building them in rivalry, and the end is not yet. In case of a grand battle between fleets of these giant ships, the force being anywhere near equal, the chances would be in favor of the fleet which is best handled. That is all that anyone can say at present. It may give the reader some idea of these great armaments to say that, in 1894, England had in her Mediterranean fleet twenty-four vessels of the first class, none less than 7350, and most of them above 10,000 tons. Thirteen of these were battle-ships, and eleven protected cruisers.
France and Russia, combined, had at the same period in those parts thirty-three ships, none of which were below 4000 tons, and most of which were of 10,000 tons or more.
In addition to this we must count numerous torpedo-boats, despatch vessels and gunboats in such fleets.
The Italian navy is now a very powerful one, and contains in its list some of the largest men-of-war afloat; and the German navy has made great strides in advance. The Spaniards have some fine ships, but mostly of the fast cruiser class, armed with powerful guns.
We have heard very much of late regarding the Chinese and Japanese navies. The vessels which compose these forces have mostly been constructed in France and England—and a few, of moderate size, have been built at home. The Chinese have a very fine gun-factory, as well as shops for repairs, but many of their vessels, especially in what has been called their Southern fleet, are in very bad condition as to hulls, engines—and especially as to the discipline of the crews. This has become much worse since they dispensed with the services of European officers. Their Northern fleet is in much better condition, but time alone can prove what it is worth. Neither China nor Japan have any vessels above 8000 tons displacement, and many are much smaller. Their important fighting craft consist of what are called cruisers—protected and unprotected—but armed with excellent modern high-powered guns, and torpedoes of the latest model.
The vessels of the Japanese navy are kept in exceptionally good condition in every respect, and their officers are considered the more able, and their men, with a natural aptitude for the sea, are in excellent training and discipline. Thus Japan should prove superior to China, if only on account of the better personnel. Many of the Japanese officers have passed through our own naval school with credit, and others have been educated in the German service. Some of them, thus educated, have already attained high command—and all show great enthusiasm and military ardor.
The battle of the Yalu, between these two fleets and treated in a subsequent chapter, was a most instructive lesson to the navies of the world at large.
While we do not pretend to say that we need such a navy as England (the national life of which country depends upon her ability to furnish food and clothing from abroad for her population), it is evident to anyone who thinks for a moment that a country like ours, with the most extensive coast-line of any, should have a moderately large and very effective navy, if only as a matter of sea-police for our own shores, while the protection of our vessels and of citizens living and doing business abroad comes under another head.
Persons, especially those living in the interior of our great country, are apt to think, and to say, that there is little chance of our becoming embroiled with any of the nations of whose great navies we have just been speaking. But we have to go back a very few years to show in what danger we have been of having our coasts invested by hostile fleets for want of proper force to resist them. Spain was very threatening in the troubles about Cuba in 1873. The attitude of Italy, with her powerful vessels, at the time of the difficulty about the New Orleans riots, was disquieting for a time, and, had her financial condition been better, that country would have certainly made a naval demonstration here. Then there was the still more threatening attitude of Chili, which might have been very serious. However sure we might be of eventually putting down that warlike little country, immense damage might have been done by her in a naval raid on our west coast. There is constant need for ships in China; not only for the protection of Americans, but to assist in keeping down piracy, a very present danger in that part of the world. Few months pass that it is not necessary to send ships to Hayti, always on the verge of revolution, or actually in the throes of civil war; and the same may be said of the countries comprising Central America. Then Brazil may be added to the list of unsettled countries, and we have a large and important trade there. Of the troubles in Hawaii, and of the cruising against the seal robbers in the North Pacific, the whole country has heard more than enough, and everyone knows that without a navy we should be perfectly helpless in such emergencies. The very establishment and maintenance of great dock-yards and naval stations at Vancouver, Halifax and Bermuda by England admonishes us to at least partially prepare to resist the threats of naval coercion which was that nation’s favorite mode of treating with us not so many years ago.
Copyright, W. H. Rau.
U. S. S. Indiana.
Battleship. Twin screw. Main battery, four 13-inch, eight 8-inch and four 6-inch breech loading rifles. Secondary battery, twenty 6-pounder and six 1-pounder rapid fire guns and four Gatlings. Thickness of armor 18 inches. 36 officers, 434 men.
The necessary police of the seas is recognized by all nations, and all who can afford to do so should take a part in it. Frequent visits to foreign ports by men-of-war increase the influence and materially assist the business consideration of citizens who may reside abroad for business purposes, and thus directly increase the national revenue; while there is damage to our national pride when men-of-war of other nations have to protect our citizens abroad, as has frequently happened in times of trouble, from want of a sufficient number of ships in our navy to permit of wide distribution. There are many persons in our large country who would be mortified and shocked at such a thing as the bombardment of New York or of San Francisco with long-range guns—either of which events has been possible within the last ten years. Such a proceeding would not only be humiliating to us as a nation, but would probably cause more damage than a powerful fleet of defensive ironclads would cost to build and maintain—not to speak of such a thing as ransom-money demanded.
There is no fear of any nation making an effectual landing upon our shores: the only danger is that some swift and sudden blow, when we are unprepared, might cause immense damage to our great seaboard and lake cities, which would not only cost untold millions in damage, and in the subsequent expenditure necessary to repay the blow, but in the injury to our national pride and prestige among nations.
MERCHANT VESSELS.
The decay of merchant shipping in our country from the proud position it held before the great Civil War is due to many causes, chief among which is the substitution of iron for wood, and steam for sails. There are very many people living, and still active, who remember the time when the whole of the passenger traffic between Europe and the United States was in the hands of Americans—for the reason that their ships were more staunch, more comfortable, and very much faster, while their seamen were more enterprising. The same was the case with the China trade; the American clippers carried all before them: while, in the race to the Pacific, in the early days of California, none could compare with our vessels in rapidity and the comfort of passage.
For some years those interested in such matters almost despaired; but there is a brighter outlook ahead now. The great lake fleet of steamers and sailing vessels has vastly increased. The tonnage passing through the Sault de Ste. Marie is really greater than our whole ocean tonnage of forty years ago: and the improvement in the quantity and size of merchant vessels built during the last few years for ocean service, while not keeping pace with the lake traffic, on account of foreign competition, is still very gratifying.
We have already spoken of the ability shown by Americans, during the last few years, to produce the best armor in the world, guns equal to any, and war-ships of the very first class, in hull and machinery.
This is all a preparation and education for taking our proper place as builders of the very best merchant vessels. Builders could not afford the extensive apparatus and machinery necessary for such construction unless they had been encouraged by government orders in the beginning. Such works as those at Bethlehem, in Pennsylvania, would never have constructed the largest steam-hammer in the world, if it had not been for the encouragement afforded by government orders. Now they are prepared to forge shafts, and other great pieces, for the largest merchant steamers, for the obtaining of which we formerly had to send abroad.
As for plants for iron or steel ship-building, we now have many. Cramps’ establishment, in Philadelphia, is said to be the third largest in the world—and will soon rank higher; there are other great works for merchant vessels on the Lakes and the Mississippi, and at Newport’s News, near Hampton Roads. After these come the works at South Boston and the different establishments at New York. The purely naval building-yards and plants at the New York navy yard, and at Norfolk, are well known; while the Union Iron Works at San Francisco have turned out some of the finest vessels afloat, both men of war and merchantmen. There are also such works in Bath, Maine.
But the least effect of these great plants is shown in their production up to this time. They are not only educational to ship and engine builders, but they foster a number of most valuable trades—such as ship-carpenters, plumbers, copper-smiths, joiners, and many others. Above all come the naval designers or architects. Men so trained are well paid, and are required to turn out the very highest grade of work; and thus we are forming a force, at many points of our great country, fitted, when the time comes (and it must soon come), to build up our sea-going mercantile marine to an equality with the sister service on the Great Lakes, so as to enable it to carry our products abroad, and bring back the returns, without depending upon foreign bottoms for that service. A few years ago there was no place in this country where a young man could go to learn the business of designing and building iron vessels—now there are many such places—and they are constantly increasing in number.
MACHINERY.
Not the least wonder of our day is the improvement in the machinery of steam-vessels of all kinds.
The engineer’s department of a first-class cruiser or battle-ship is a bewildering and wonderful sight to one not accustomed to it. The complicated engines, with their numerous cylinders, which use the steam over and over, seem almost too delicate, and too like a fancy creation, to be capable of driving the propellers at such a rate as they do. Instead of the rude levers of former days, these giant machines are managed by the turning of wheels which look like playthings as compared with the forces which they control so easily.
The boilers not only serve to drive the main engines, but there are others devoted to different uses; among which the principal are the distilling of salt into fresh water, and thus giving an abundant supply of one of the very first necessaries of life, and rendering the vessel and the crew independent of the shore in that respect. It is also most conducive to health; for much of the disease found on ship-board, within even recent times, was due to the character of the water obtained from the shore. Then there are the electric dynamos, and their boilers which must run when the ship is at anchor, as well as when she is under weigh; while her steam steering-gear, when in motion, renders her guidance very easy in the hands of one man, when four or six would be required at the wheels of vessels in the old days.
U. S. S. Baltimore.
Protected cruiser. Twin screw. Main battery, four 8-inch and six 6-inch breech loading rifles. Secondary battery, four 6-pounder, two 3-pounder and two 1-pounder rapid fire guns, four Hotchkiss revolving cannons and two Gatlings. Thickness of protective deck, 4 inches on slope, 2¹⁄₂ on the flat. 36 officers, 350 men.
As for war-ships, the vessel is under complete control of one man, the Captain, who, with the helmsmen, occupies the fighting-tower. He is informed by indicators of what is going on all over the great craft below him, and his orders to the engineers, to the gun divisions, and to all other parts, are transmitted in the same way. But ordinary speaking-tubes and such matters are not forgotten, in case hostile shot should destroy the other means of communication; while, far below the water-line, is the old-fashioned steering-wheel, secure from shot or shell, to be used in case the more delicate and more exposed steering-gear should be shot away. The number of trained and experienced men which such a complicated machine as a modern war-ship or first-class passenger vessel requires, is very great. There is less need for old-fashioned sailors—who could go aloft in any weather to reef and furl—but there is seamanship still required to navigate, to heave the lead, to man and manage boats, and many other things, beside the mere drilling and working of artillery and small arms. It requires some training even to be able to take care of one’s self in bad weather, especially in a large ship, where places to hold on are far apart. Of course, in a modern ship the engineer’s force, as well as those immediately in charge of dynamos, of electric lights, and of search-lights, comprise a much larger proportion of the whole ship’s company than in former times; and the vigilance, experience, and foresight which have to be displayed in the depths of the vessel is equal to that required upon the spar-deck and bridge.
OFFICERS AND MEN.
Now that our administrations, of both political parties, have for some years committed themselves to a gradual increase of our navy, to consist of the very newest ships and guns, it may be safely supposed that in a few years we shall have a respectable navy, in point of numbers, as it is now in point of quality.
After all, the best ships are of no use without the presence of men trained to manage them, and to conduct successfully the well-being and discipline of a large number of people. In a first-class man-of-war, the elements may be compared to a civil organization in this way: the Captain is the Mayor, except that he has much more power and authority than most mayors; the Lieutenants are the executive and police officers, as well as leaders in battle; the Junior officers are in training for such positions. The Marine officer and his men represent the militia, adding police duties; and the medical staff looks out for the general health. Then there is the Paymaster and his clerk, who attend to financial matters of all kinds; the engineer corps, which keeps the whole thing going, and lights as well as propels the great machine. Lastly, there is a Chaplain, who not only attends to divine service (as required by the Articles of War), but in many ways makes his influence known. The subdivision of duties on board a man-of-war often makes landsmen wonder whether such a course is necessary; but the experience of many generations teaches that it is.
NAVAL ACADEMY.
It may be of interest to our readers to know something about the way in which the officers of the navy are trained for their important duties. For many years after the foundation of the navy, boys of tender years were appointed midshipmen through the influence of friends of the President or the Secretary of the Navy. They then were sent to sea at once, in a cruising man-of-war, and, after five or six years, went to a naval school, as it was called, for a few months. At the end of six years they became passed-midshipmen, if found able to pass a simple examination; after which they had to wait for vacancies in the list above them to become lieutenants, commanders, and captains. The latter was, up to the time of the late civil war, the highest grade in the navy, and corresponded in rank with colonel in the army. Those officers who commanded squadrons or stations were, by courtesy, termed commodores. The manner of education of the young officers who were destined to high command in the navy had long been felt to be faulty, although under it such officers had been reared as Farragut and Rowan, Porter, and John Rodgers; and it was thought that a school something on the lines of West Point, which had long existed for the army, would be of benefit to the service and to the country. About this time a change took place in the manner of appointment of naval cadets, and the Congressmen of the various States had them put in their hands, with a limited number left in the hands of the President, who was apt to bestow them on the sons of worthy officers of the army or navy who had died in the service. This is the usual practice at present. Representatives are notified when an appointment falls due in their district, and some Congressmen put such appointments up for public competition among the lads of proper age and health, who, on going to the Naval Academy to enter, have to pass a close physical examination, as well as one in elementary branches of learning. Many are rejected, from one cause or another, and the custom has arisen of appointing an alternate, who may be examined for the position if the first one fails, either physically or mentally. Those who are successful in the examination receive $500 a year, during their academic course, which is an ample sum for their support at the school. During the course many drop out; some from ill conduct; some from inability to follow the course; and some few from failure of health; although the healthy regimen and good hours often improve boys who are a little delicate or backward. But it must be remembered that it is useless for any lad who is thoroughly lazy and unambitious to enter there, as he is sure to be weeded out. Many classes do not graduate more than half of their original members.
The Naval Academy, at Annapolis, Maryland, was founded in 1845, through the enlightened policy of Mr. Bancroft, the celebrated historian, who was then the Secretary of the Navy, under President Polk. Commander Buchanan (who was afterwards Admiral Buchanan of the Confederate Navy) was the first officer in charge.
The site of the Academy was secured by the transfer from the War to the Navy Department of Fort Severn and its surroundings, one of the defences of Annapolis, at the mouth of the Severn river, near its entrance into Chesapeake bay, and with plenty of water for naval work. In 1849 a Board was organized to make regulations which were to conform, as much as possible, to those of the Military Academy at West Point. In 1851 the course of study was fixed at four years, with annual examinations, and summer cruises in practice ships to familiarize the lads with sea duties. There was also a board of visitors, to be appointed by the President, who reported, annually, upon the annual examinations and the general condition and requirements of the school. This board consisted of Senators and citizens distinguished for their acquirements in science, as well as officers of different corps of the Navy.
Owing to the Civil War the school was transferred, in 1861, to Newport, Rhode Island, where it remained until 1865, when it was returned to Annapolis. The grounds have been greatly enlarged and improvements of every kind made, until now it is one of the most beautiful and perfect establishments in the world. There is no place in Europe, devoted to naval training, which has anything like the space, the buildings and material, and the equable climate which the Annapolis school possesses. Although the country is flat, the fine expanses of water, and the wealth of foliage, give the situation great attractions, while the old and historic town of Annapolis, so connected with the Colonial period and the Revolution, retains its curious plan, and its old church, court-house, and residences, much as they were when Washington resigned his commission.
When the school was re-established at Annapolis the course of studies was rearranged to suit the advance in such matters as steam, gunnery, and mathematics—and has remained much the same ever since—only adopting improved methods as the occasion arose.
The course of instruction is a long one—too long to be given here, but we may mention some of the studies pursued. There are seamanship and naval construction, naval tactics, practical exercises, signals, swimming, gymnastics, etc., ordnance and gunnery, including infantry tactics, field-artillery and boat-howitzer exercise, great guns, mortar practice, and fencing; mathematics up to the calculus; steam engineering, with practical exercise, and the theory, fabrication, and designing of steam engines; astronomy, navigation, and surveying; physics and chemistry; mechanics, and applied mathematics, and theoretical naval architecture; English studies, and history and law; French and Spanish; drawing and chart-making; and other kindred studies.
Any one who shows great aptitude is put into the engineering branch, and enters the Engineer Corps; others enter the Marine Corps, as second lieutenants; and sometimes, when there are no vacancies, those who graduate honorably, although at the foot of their class, are enabled, by Act of Congress, to take an “honorable discharge” from the service, with a year’s pay.
When a lad succeeds in passing the examination and entering the Naval Academy, he is required to sign articles which bind him to serve in the Navy eight years, including his time at the Academy, unless sooner discharged. The system of examination comprises monthly, semi-annual, and annual examinations, which are conducted in writing, the members of a class all receiving the same questions. If a cadet fails to pass the semi-annual or annual examinations he is dropped.
With the theoretical studies there are the sail, spar, boat, gun, and small-arm drills, all of which, with good conduct, go to make up the total of “marks” of the cadet. Misconduct or insubordination leads to the receipt of “demerits,” which may become so numerous as to prevent a cadet from continuing at the Academy, even when distinguished in his studies. Some of the same officers who have charge of the cadets during the scholastic year are detailed for the practice ships during the summer cruise, so that they have complete knowledge of the acquirements of their pupils. The summer cruise of the cadets at Annapolis corresponds to the encampment of the West Point cadets; being almost entirely practical in its nature. The cadet engineer class, instead of a long voyage, go on board a practice steamer, and visit navy-yards, and ship-yards, rolling-mills, foundries, machine-shops, etc., where practical illustration may be had of a part of their studies. The academic grounds, inside the walls, consist of fifty acres, while outside there are one hundred acres more. On this fine property there are a great number of buildings, for quarters, mess-halls, class rooms, armory, steam-building, etc., beside an observatory, all of which are amply provided with models and apparatus. There is a fine library, contained in a lovely old house formerly inhabited by the governor of Maryland; a chapel; and numbers of houses for officers’ quarters. There is also a hospital, and, on the outlaying land one of greater size, which is used in epidemics, and for the seamen of the practice-ships, and the marines of the guard. At large and convenient docks upon the Severn are moored the practice ships, steamers, steam and sailing launches, and cutters, for the use and instruction of the cadets. The average number of these is about two hundred, and they are, as a rule, exceedingly well-trained in battalion drill, so that a dress-parade during the evenings of the spring and fall months, with the faultless drill and evolutions, and the music afforded by the fine band, never fails to attract crowds of strangers, as well as the town’s people and officers’ families.
MARINE CORPS.
It is proper, at this point, to give some account of the United States Marine Corps, of which many persons not familiar with naval affairs have a very vague idea.
They are sea-soldiers, or soldiers enlisted for service either on shore or on board ships-of-war, and who are known as Marines, although all sea-going persons are really marines.
Most powers which possess navies have also marines, France being an exception. They constitute a separate military body from the seamen and other enlisted men of a war-ship, and are trained to fight either as infantry or as artillerists, and especially for participation in naval engagements. They are organized, clothed and equipped very much like soldiers of the army, and their preliminary instruction is the same. In fact, some of their very best service has been on shore; while their being accustomed to the sea makes them doubly valuable for expeditions by water. Their headquarters, barracks and depots are on shore, and from them details are made when required for service on shipboard. These detachments vary in size with the ship, from a dozen men under a sergeant to a hundred under one or more commissioned officers.
The history of sea-soldiers is very ancient, dating back to at least five centuries before the Christian Era, when there was a class of soldiers which constituted the fighting men of a war-ship, while an entirely different class navigated, managing the oars and sails. Some of the most gallant acts which have distinguished our own navy have been performed by the marines, who have served without blemish in every quarter of the world, and in all the wars in which we have been engaged. The marines have generally manned some of the broadside guns whenever hard fighting was going on, and have always been relied upon under the most desperate circumstances; nor have they failed to justify that reliance.
U. S. S. Texas.
Battleship. Twin screw. Main battery, two 12-inch and six 6-inch breech loading rifles. Secondary battery, twelve 6-pounder and six 1-pounder rapid fire guns, one Hotchkiss revolving cannon and two Gatlings. Thickness of armor 12 inches. 30 officers, 362 men.
Our own Congress has nineteen times, by joint resolution, tendered thanks to the marines for their gallant behavior, and some of the greatest generals have added their tributes to those of naval commanders. Napoleon Bonaparte, when viewing the marines of the English ship Bellerophon, where he took refuge after his downfall, exclaimed: “What might not be done with a hundred thousand such men?” General Winfield Scott, when commanding in the Mexican War, said of our marines that he “put them where the heaviest work was to be accomplished, and had never found his confidence misplaced.” General Grant, on the quarter-deck of the Vandalia, which man-of-war was taking him to Egypt, on his voyage round the world, remarked of the marines at their exercise, that they were “as fine soldiers as he had ever seen.”
In our own service the marine corps is as ancient as the navy. In Revolutionary days they wore green coats with white facings, but their uniform has from time to time become more and more assimilated with that of the infantry of the army.
REVENUE MARINE.
Another branch of the public service connected with the sea is the Revenue Marine, of which very little is known outside of maritime States, although it is one of the most important and hard-working branches.
This sea force was organized in 1790, more than a century ago, for the protection of the revenues of the General Government from duties upon imports. The Act of Congress provided for the building and equipping of the revenue cutters, “to be officered and manned by one master and not more than three mates, who should be appointed by the President, and be deemed officers of the customs.”
This was done under the administration of Alexander Hamilton, then Secretary of the Treasury, and one of the shining lights of our early days as a nation. He suggested giving the officers military or naval rank, “which,” he added, “will not only induce fit men to engage, but attach them to their duties by a nicer sense of honor.”
The first vessels built for this service were brigs or schooners, and they were commanded by excellent officers and sailors, who were proud of their position. They had not only to look after the collection of the revenue from imports, but to preserve order in ports, and had many other onerous duties. They had to make returns of all vessels boarded, as well as any special duties which the Secretary of the Treasury might direct. They were to succor vessels in distress—and, to this day, the Revenue vessels cruise on our coasts during the very worst winter weather to succor vessels, and many a cargo, as well as many lives, have been saved by their exertions.
Any one, even those who are not familiar with ships, can tell a revenue vessel by the flag she carries—because, while the union is the same as in other flags of the United States, the stripes run vertically instead of horizontally.
Formerly the revenue cutters were almost always of schooner rig, and generally very neat and trim, and very beautiful and picturesque vessels, especially under sail, but at present and for many years past, the “Cutters” are able sea-going steamers. In former days the revenue cutters, in addition to the protection afforded to commerce, had to attend to the placing of buoys, and the supply of lighthouses, under the direction of Collectors of Customs of districts. But in 1852 the present Light House Board was established—and special vessels devoted to that service, than which there is none better in the world. The Revenue Marine has often taken part with the Navy in operations of various kind, such as the War of 1812; the Florida War; the Mexican War; the Paraguay Expedition; the Civil War; the Seal Fishery patrol, and numerous other occasions, giving the best of service cheerfully and promptly.
As regards appointment of officers in the Revenue Marine, we may say that the service is entirely separate from the Navy, and controlled by the Treasury Department. This Department appoints cadets, not less than eighteen and not more than twenty-five years of age, who may be promoted to third lieutenants after two years’ service, and after having passed a satisfactory examination. This takes appointments out of the line of personal or political preference. The cadets are first sent on a practice cruise at sea in a revenue cutter, and then trained in practical seamanship and navigation, and during the winter study mathematics and other things necessary to fit them for their duties. If successful in passing as third lieutenants they have a reasonable chance of rising to Captain. Revenue cutters, beside their ordinary duty, are often called upon to make special cruises in search of missing vessels, or to enforce neutrality laws when expeditions may be fitting in our ports against neighboring and friendly governments. Since Alaska has been acquired some of the most remarkable cruises have been made in Arctic waters, not only for the succor of whalers, but for the protection of the natives from smugglers who would try to introduce poisonous spirits. Officers of the revenue service are also detailed as inspectors and assistant inspectors of life-saving stations, in which capacity they have done excellent service, and added much to the value of that noble branch of our public work.
The whole of the Revenue Marine Service is in charge of a chief, called the Chief of the Revenue Marine, in the Treasury Department, at Washington, forming a separate bureau. This chief must be a man of ability, for he has great responsibility, and must have legal and scholarly attainments in order to be able to meet all the calls upon him. In regard to nautical matters he is supposed to avail himself of the advice of competent senior officers of the service, and also as far as the personnel of the Revenue Marine is concerned.
MARINE HOSPITAL SERVICE.
It may be of interest to many persons in the interior of our country, who are not brought in contact with water transportation, or even with river boats of any kind, to know what is meant by the “Marine Hospital Service,” which has existed from our earliest days as a nation, and yet has nothing in common with the Revenue Marine, or with the Naval Service. The Naval Service has its own hospitals, and the Revenue Marine make arrangements for their sick and wounded at proper places. The Marine Hospital Service provides for all sick men who follow the water in the merchant service, whether they are salt water or fresh water men, whether they are on a Mississippi steamboat, or on a vessel just arrived from a China voyage. Its authority, under the law, dates from the year 1798, but it also provided that a tax of twenty cents a month should be exacted from every officer and seaman for the support of hospitals. In the following year the same provision of tax was made for the navy, and all officers and men have paid it for nearly a hundred years; so that the Marine Hospitals and the Naval Hospitals have never cost the nation anything, the money for their support having come purely from this personal tax. Every merchant sailor pays that; and every naval person, from an admiral to a messenger boy, has twenty cents a month deducted from his pay for hospital service.
U. S. S. Chicago.
Protected cruiser. Twin screw. Main battery, four 8-inch, eight 6-inch and two 5-inch breech loading rifles. Secondary battery, nine 6-pounder and four 1-pounder rapid fire guns, two Hotchkiss revolving cannons and two Gatlings. Protected steel deck, 1¹⁄₂ inches. 33 officers, 376 men.
The Marine Hospital Service has of late years been more serviceable than ever, especially in the prevention of the introduction of cholera and of yellow fever into our country.
The organization is complete and excellent. There is a supervising Surgeon-General, who has great powers and great responsibilities, a medical purveyor, surgeons, passed-assistant surgeons, and assistant surgeons. These treat an immense number of cases, and not a few have lost their lives in combating epidemics. These officers are selected by examination and entirely removed from any politics, and are bound to go wherever they are ordered, and obey regulations.
LIGHT HOUSES.
Another interesting and most exceedingly important institution connected with naval affairs is the United States Light House Establishment. From small beginnings this has grown to be one of the most important administrative branches of our government, and one which, we may say with pride, reflects the greatest honor upon us in the eyes of the world at large; for a reliable and thorough system of the kind is a blessing and a safeguard to mariners and travelers of all nationalities.
The first light house built in the country which is now the United States of America is said to have been that at Little Brewster Island, in Boston Harbor, Massachusetts, about 1715. Then followed others, all supported by the Provinces in which they were placed, of course. There were by the year 1789 twenty-five light houses on the Atlantic coast, ranging from Maine to Georgia. They were supported by a tax upon vessels which used them, and the tax was paid as part of the port dues, according to the lights the vessel must have passed in reaching her destination. In 1789, the National Government took charge of such matters, and the collectors of customs appointed by the President had charge of lights, and collected the dues. The service was often unsatisfactory, and so, in May, 1838, Congress created a Board of naval officers to determine where lights were actually needed, and to settle other points in the same connection. This led to increased usefulness, and at last, in 1852, the Light House Board was created by Act of Congress, which has usefully existed ever since, the result of their work being a light house system equal to any.
The new Board consisted of three officers of the navy, three officers of the engineer corps of the army, and three civilians, one of whom was the Secretary of the Treasury, and the remaining two persons of high scientific attainments. Such a constitution took its members out of the pale of political appointment, and enabled them to lay out plans which they could themselves hope to see carried into effect.
This Board divided the Atlantic and Pacific coasts, the Gulf of Mexico, the Great Lakes, and the great western rivers into districts, to each of which an inspector, who is an officer of the navy, and an engineer, who is an officer of the army, is assigned. These, under direction of the Board, keep up the light houses and lights, and are charged with the discipline of the light keepers. They make constant visits and report upon the condition of lights, and of the behavior of the keepers, so that the system is as nearly perfect as it can be made when we consider the exposed position and solitude of many of the lights. The great subject of light ships, of whistling buoys, of gas-lighted buoys, and other warnings to mariners, belongs to the same subject, but would require a large book to treat them properly. Our people at large do not appreciate the service of our light house establishment, not only on the sea coast, but on the great rivers and lakes, because they do not see it. If they did see it, they would see what it has accomplished, and how commerce would be hampered without it.
It is a magnificent work, and now, in our country, the immense number of lights, beacons, lightships, buoys, and fog-signals are kept up entirely by the general government, without making any charge in the way of light duties against ships of any country.
TRAINING SHIPS.
Naval Training Ships, for the education of apprentices, are to be noticed in connection with other matters treated of in this chapter. This was begun at least fifty years ago, when it was thought to be proper to correct the large proportion of foreign seamen in our Navy by training native-born boys to man our squadrons. Many boys were, under the law then enacted, enlisted to serve between the ages of thirteen and twenty-one, and to be brought up as naval sailors. For a time things went very well. A large number of boys became excellent seamen and petty officers before they arrived at twenty-one. But many boys enlisted under the idea that the apprentices were to be made midshipmen, and, as that did not take place, great dissatisfaction occurred, and the system was gradually broken up.
In 1863 a renewed attempt was made at establishing a Naval Apprentice System, and a great deal of labor of brain was spent by officers upon it. There was success, but it was hampered very much by the fact that all the boys put in the apprentice ships took away from the number of men allowed by law to man cruising vessels of the Navy. Still, the officers persevered, and there is now, at New York, and Newport, a well established naval apprentice system, which graduates many lads of intelligence and sufficient education to make them valuable persons on board our modern men-of-war, when they become petty officers.
The Naval Training Ships for Apprentices must not be confounded with the Training Ships belonging to Philadelphia and to New York and Boston, which have been in successful operation for some years. These vessels are loaned by the government to the cities which pay the expense of their maintenances, except the salaries of the officers, who are detailed from the Navy. The “School Ships,” as these are commonly called, are sailing vessels of the old type, without their guns, so that they are more comfortable; and every effort is made to preserve the health of the boys who are received. These ships make—as a general rule—two voyages in the year. One is to Europe, in summer, and one to the West Indies in the winter. In the Philadelphia ship there are generally about eighty or ninety boys, with a sufficient number of old sailors to teach them how to pull and haul. Some of the graduates of this ship, after two years’ service and study, have obtained very good berths in merchant vessels; and are in a fair way to being masters. But it all depends upon themselves and how much they are really worth.
U. S. S. Oregon.
Battleship. Twin screw. Main battery, four 13-inch, eight 8-inch and four 6-inch breech loading rifles. Secondary battery, twenty 6-pounder and six 1-pounder rapid fire guns and four Gatlings. Thickness of armor, 18 inches. 32 officers, 441 men.
A wrong impression has gone out about these training ships, in many quarters, which is that boys who were bad, or unmanageable, went to them. In old times bad boys were sent to sea to be beaten into shape, but they do not take that kind now.
To be admitted on board an apprentice ship a lad has to be physically sound, and to have good certificates as regards his moral character. The great mistake persons make is in regarding these ships as penal institutions for the reform of boys. On the contrary, the moment a lad is convicted of theft, or of any disgraceful proceeding, he is discharged; and the standard on board is kept high in that way. What we have said will be sufficient to indicate the purposes of the Training Ships.
LIFE-SAVING SERVICE.
A most interesting department of the government service connected with nautical matters is the “Life-Saving Service of the United States,” to give it its legal title. This admirable institution was first organized by Act of Congress, in 1878. It is remarkable that it is the only existing government institution of the kind in the world, and our general government is abundantly justified for its creation by the results.
In England, and the British Islands generally, where so many wrecks occur, owing to the large traffic and the uncertain and stormy weathers so frequently met with, the admirable life-boat system is provided and supported by a society, to which society all honor is due. But their life-boats would be of little service on our coasts or lakes, where an entirely different kind of craft is, for the most part, in use. The British life-boat system is of very great interest, but has no place here.
Previous to 1878 the principal systematic efforts in the direction of succoring ship-wrecked persons along our coasts were due to the Massachusetts Humane Society, which, as early as 1789, had caused huts to be erected at some of the most desolate points on that coast for the shelter of ship-wrecked persons who were fortunate enough to reach the shore. The first life-boat station was established by this society at Cohasset, the scene of many dreadful wrecks, in 1807. This society still exists and does much good, although, of course, superseded at some points by the government establishment. In other parts of the country such societies were established, and saved many lives and much property, but are now, for the most part, discontinued. The first step toward a distinctively national life-saving service was taken in 1848, when Congress appropriated $10,000 for providing surf-boats and other appliances for rescuing life and property from shipwreck on the New Jersey coast, where such disasters are so common, owing to the numbers of vessels bound to the great ports, and the nature of the coast. Buildings and apparatus were provided at eight different points along this coast, and the system worked so well that the next year a larger appropriation was made for the coast of Long Island, and to increase the number upon the Jersey coast. Then the system grew very rapidly, extending to Rhode Island, North and South Carolina, Georgia and Texas, as well as the Great Lakes, especially Lake Michigan. It now extends to the Pacific Coast, and even points on our great western rivers. Up to 1878 it was a branch of the Revenue Marine Service, but in that year Congress separated it, and made it a definite establishment under its own head.
As now organized there are twelve districts and more than 200 stations, which are known as life-saving stations, life-boat stations, and houses of refuge. The life-saving stations have quite nice and pretty houses, with wide doors on the ground floor, out of which the life-boat is rolled when about to be put in service, and in another room are stored the life-car, wreck-gun, lines, and other apparatus. Up-stairs there are rooms for the men of the crew, and extra cots for use in emergencies.
At life-boat stations the houses are smaller, being made to accommodate only the life-boat, gear and crew. The houses of refuge are found only on the long, lonely stretches of the Florida coast, and can accommodate 25 persons. Here are stored wood, food for that number for ten days, means of lighting a fire, and other such things, which would allow of ship-wrecked persons who reached there refreshing themselves so as to be able to march. These houses have also a boat-house with a galvanized iron boat and oars.
There are regular inspectors, who are officers of the Revenue Marine, who visit these stations regularly, and see that the men are in good drill, can handle boat and apparatus properly, and that everything is kept in order for instant use.
Each station is in charge of a keeper, who selects his own crew under proper regulations. He is by law an inspector of customs, must prevent smuggling, and take in charge any wrecked property which may come on shore, and is responsible for everything in the station and for the conduct of his men.
The keeper and his men are always hardy and skilled men, familiar with the surf, and the methods of handling a boat in it. At night they patrol the beach with lanterns and night signals, and also keep strict watch by day, especially in bad weather. This system of patroling is a distinctive feature of the United States Life-saving Service, and its proved value in discovering stranded vessels causes it to be maintained with great vigilance and the manner of its performance to be strictly watched. Any evasion of this duty is promptly punished. When stations are only a few miles apart, on such frequented and dangerous coasts as those of New Jersey and Long Island, the patrolmen pass, at night, along the beach until they meet the patrol from the next station; then they exchange tokens to prove that they have met, and set out to return. It is boasted by the Life-saving Service that most lives are saved on wrecked vessels, when it is humanly possible to reach them, either by boat or line; and it is also boasted that no life-boat man has ever shown the “white feather” in the discharge of his duties.
No more interesting or instructive sight can be witnessed on our ocean or lake shores than a life-saving crew at its exercise. During the Columbian Exhibition at Chicago crowds were always attracted when these exercises took place. Especially interesting was the throwing of the line by means of the bomb-gun, the establishment of communication with a supposed wreck, and the bringing safely on shore by this means several men.
THE FLAG.
Perhaps it may be of interest to give some slight sketch of the history of the Flag, in this connection, the flag of which we are all so proud, and which flies over such an extent of country and has penetrated the most remote seas. The hoisting of the “colors,” or national flag, on board a ship-of-war is a matter of considerable ceremony, and the same is the case when it is hauled down at sunset.
When the time for “colors” comes—which is generally at eight o’clock in the morning—the music is called (the band paraded, if there is one), and, as the bell strikes, the flag is run up to the gaff, or the staff, while everyone faces toward it and raises the cap and the band plays one of the national airs. In the evening, as the sun dips below the horizon, the same ceremony takes place. Different-sized flags are used according to the weather; from the “storm-flag,” hardly bigger than a boat-ensign, to the great flag which flies on the Fourth of July and other grand occasions, but always, when in port, a ship-of-war in commission has the flag flying during the day. During the day, also, every boat which leaves a man-of-war for any purpose, must show her flag, and this is especially necessary in foreign ports, where so much of the time of our national vessels is passed. Most persons know that the “stars and stripes,” or “old glory,” as the soldiers used to call it during the civil war, was not at once adopted upon the breaking out of hostilities between England and her American colonies. The national flag of the United States assumed the form which it now has after many experiments, and was the subject of much thought and discussion.
The flags used by the Colonies before their separation from the mother country would naturally be those of England, and these were mostly borne during such times as the French and Indian wars. But it was not always the case, for several flags, differing more or less from those of the kingdom, were adopted by some of the Colonies at different times previous to the Revolution which was followed by independence. But the Colonies, as a rule, used what was called the “Union Flag,” which was the cross of St. George and that of St. Andrew combined, and typifying the union of England and Scotland.
When the Colonies revolted a committee was appointed by the Continental Congress to consider the subject of a proper flag. Dr. Franklin was the chairman of the committee, which assembled in the camp at Cambridge, on January 1, 1776. They selected and displayed the flag of the “United Colonies.” It was composed of seven red and six white stripes, with the red and white crosses of St. George and St. Andrew conjoined on a blue field in the corner, denoting the union of the Colonies. This was the basis of our present national colors, but it was some time before these were adopted.
In the beginning of the hostilities the Connecticut troops had standards displaying the arms of the Colony, with the motto. The flag displayed by General Putnam had a red field with the motto of Connecticut: “Qui transtulit sustinet” (“He who transplanted us will sustain us”), on one side; on the other, “An appeal to Heaven.” The floating batteries at the same time had a flag with a white ground, a tree in the middle, and the motto “Appeal to Heaven.”
Trumbull, who was both soldier and artist, in his celebrated picture of the battle of Bunker Hill, represents our troops as displaying a flag combined of the two last mentioned—a red flag with a pine tree on a white field in the corner—and it is probable that just such a flag was used in that battle.
When, in 1775, South Carolina displayed a flag at the taking of Fort Johnson by Colonel Moultrie, it is described as one having a crescent in the quarter of a blue field. There were various others, but they were soon supplanted by the “Great Union Flag” we have spoken of already.
In 1776, a flag was presented to Congress by Colonel Gadsden for the use of the infant navy. It had a yellow field, a rattlesnake with thirteen rattles, coiled to strike, and the motto, “Don’t tread on me.” The device of a rattlesnake was a favorite one with the colonists at this period, and was frequently adopted as a heading by the newspapers of the day; being represented as cut into thirteen parts, and the initial of one of the colonies on each, with the motto “Join or die.” The British used to make great fun in those times of many peculiarities of the Rebels, as they were called, and one of the jokes was directed against the fondness of the Americans for the number thirteen, which was suggested, of course, by the number of the Colonies. Some of the witticisms in this connection were personal and rather vulgar, but one was that “every well-organized rebel household has thirteen children, all of whom expect to be generals and members of the high and mighty Congress of the thirteen United States when they attain thirteen years; that Mrs. Washington has a mottled tom cat (which she calls in a complimentary way Hamilton) with thirteen yellow rings round his tail, and that his flaunting it suggested to the Congress the adoption of the same number of stripes for the rebel flag.”
The Province of Massachusetts adopted a flag to be worn by the cruisers of that Colony, which was white, with a green pine tree in the middle, and the inscription “Appeal to Heaven;” being the same as that used on the floating batteries. The great Union flag, without the crosses, and with a rattlesnake and “Don’t tread on me,” was also used as a naval flag. Different corps also carried different flags, with many devices, in the land service, but the “Great Union Flag,” which was first unfurled on the first of January, 1776, over the new Continental army at Cambridge, was particularly the banner of the United States.
The stars and stripes, substantially as we see them to-day, were not adopted for the standard of the United States until some time after the Declaration of Independence. On the 14th of June, 1777, Congress passed a resolution, which was not made public until the following September, that the “flag of the thirteen United States be thirteen stripes, alternate red and white, that the union be thirteen stars, white in a blue field, representing a new constellation.” The new constellation, which it was intended should be represented, is supposed to be Lyra, which in ancient times was the symbol of harmony and unity among men. The difficulty of representing a constellation on a standard probably led to a modification of the plan, and a circle of thirteen stars was chosen, signifying union and eternal endurance. Red is the emblem of courage and fortitude; white, of purity; and blue, of constancy, love, and faith.
The flag, as thus authorized, was used at the surrender of Burgoyne at Saratoga, October, 17th, 1777. Admiral George Preble, whose history of the flag is the greatest and most exhaustive work upon the subject, says: “It will probably never be known who designed our union of stars, the records of Congress being silent upon the subject, and there being no mention or suggestion of it in any of the voluminous correspondence or diaries of the time, public or private, which have been published. It has been asked why the stars on our banner are five-pointed, while those on our coins are six-pointed, and always have been so. The answer is, that the designer of our early coins followed the English, and the designer of our flag, the European custom. In the heraldic language of England, the star has six points; in the heraldry of Holland, France, and Germany, the star is five-pointed.”
U. S. S. Cincinnati.
Protected cruiser. Twin screw. Main battery, ten 5-inch and one 6-inch rapid fire guns. Secondary battery, eight 6-pounder and two 1-pounder rapid fire guns and two Gatlings. Thickness of protective deck, 2¹⁄₂ inches on slopes, 1 inch on the flat. 20 officers, 202 men.
But, in the same work, an account is given, which is of the highest interest, in regard to the actual manufacture of the flag which we know so well, and revere so greatly.
In June, 1776, almost a year before the present flag was adopted by solemn resolution of Congress, General Washington was in Philadelphia for about a fortnight, being called on from New York to advise with Congress on the state of affairs just previous to the Declaration of Independence.
At that time there lived in Philadelphia a Mrs. Ross, whose house is still standing at what was formerly No. 89, and now 239 Arch street. It is little changed to-day from its general appearance of more than a century ago.
Mrs. Ross was a well-known upholsterer, and a committee, which had been considering the important question of a flag, visited her, in company with General Washington, as the most likely person to be able to carry out their views, and asked her to make a flag from a certain design of which they produced a rough drawing. At her suggestion, it is said, this was redrawn by General Washington in pencil in Mrs. Ross’ back parlor. From this she made a specimen flag, which was afterwards adopted by Congress. Mr. Canby, who wrote a paper about this origin of the actual flag, which he read before the Pennsylvania Historical Society, in 1870, was a descendant of Mrs. Ross on the mother’s side, and at the time he wrote the paper there were three daughters of Mrs. Ross living, and a niece, then ninety-five, who all relied for their accounts of the transaction upon what Mrs. Ross had told them. They said that when “Colonel George Ross and General Washington visited Mrs. Ross and asked her to make the flag, she said: “I don’t know whether I can, but I’ll try;” and directly suggested to the gentlemen that the design was wrong, the stars being six-cornered and not five-cornered (pointed), as they should be. This was altered and other changes made.”
Whether this account is correct or not has been made a matter of much discussion by persons interested in the early history of our country. There is one thing certain; it came from report of three people, reduced to writing, and not from tradition. Mr. Canby said that he was eleven years old when Mrs. Ross died in his father’s house, and he well remembered her telling the story. The mother and two of the sisters of Mr. Canby were then living and in good memory. One of his aunts succeeded to the business, and continued making flags for the navy-yard and arsenals, and for the mercantile marine for many years, until, being conscientious on the subject of war, she gave up the government business, but continued the mercantile until 1857.
It is altogether probable that General Washington, with Colonel Ross, who was no relation of Mrs. Ross, and Robert Morris, did call upon Mrs. Ross to make flags, for General Washington knew Mrs. Ross very well. In fact, she made his shirt ruffles and many other things, especially while he resided in Philadelphia as President of the United States.
The first change in the flag provided by the Act of Congress which we have quoted was in the year 1794. Then Congress passed a resolution: “That from and after the first day of May, Anno Domini one thousand seven hundred and ninety-five, the flag of the United States be fifteen stripes, alternate red and white. That the union be fifteen stars, white in a blue field.” This was approved on January 13th, 1794. Already new States had been formed.
The next change was in 1818; when the resolution of Congress was that: “From and after the fourth day of July next, the flag of the United States be thirteen horizontal stripes, alternate red and white; that the union be twenty stars, white on a blue field; and that, on the addition of a new State into the Union, one star be added to the union of the flag; and that such addition shall take effect on the fourth day of July next succeeding such admission.” The present arrangement of the stars on the flag is well known, and the arrangement is such as to admit of addition when a new State is admitted.
In regard to the use of flags in the navy we may say that there are no admirals or vice-admirals at present allowed by law. Our navy now has only rear-admirals. When the three grades existed the distinguishing flags were of blue bunting, bearing four, three, or two stars, according to the rank of the officer: and, in the same way, carried at the main, fore, or mizzen.
Sometimes it happens that two or more admirals are in company, and then the senior flies the blue flag, the next in rank the red, and the last the white, each with the stars as described. The Secretary of the Navy, when on aboard a vessel of the navy always flies a flag peculiar to his office—being a blue flag with the stars—in other words, the union of the national flag.
When the President embarks in a naval vessel the fact is denoted by hoisting the national colors at the main, he being Commander-in-chief of the Army and Navy.
The courtesy of the flag on board a man-of-war embraces so many points that they would be wearisome to the ordinary reader. We may only say that, in the case of two vessels meeting at sea, the national flag is always displayed. If one ship is a warship and the other a merchant vessel of another country, or of her own, and she does not respond, the man-of-war is apt to compel her to do so, especially under any suspicious circumstances. When a man-of-war leaves a harbor at an earlier hour than that usual for hoisting the colors she always hoists hers first as she proceeds seawards, and each ship lying in the port hoists her ensign until the outgoing vessel has passed, when it is hauled down again, to await the regular hour for hoisting it with the honors.
In seaports, when the flag of a newly-arrived man-of-war is saluted, that flag is always shown at the fore, of the saluting vessels at the first gun, and promptly hauled down when the last gun of the salute is fired.
U. S. S. Newark.
Protected steel cruiser. Twin screw. Main battery, twelve 6-inch breech loading rifles. Secondary battery, four 6-pounder, four 3-pounder and two 1-pounder rapid fire guns, four Hotchkiss revolving cannons and four Gatlings. 34 officers, 350 men.
VESSELS OF THE UNITED STATES NAVY.
| Name and Class. | Keel Laid. | Dis- place- ment, Tons. | Speed, Knots. | Horse- power. | Cost. | Batteries. | |
|---|---|---|---|---|---|---|---|
| Main. | Secondary. | ||||||
| ARMORED VESSELS. | |||||||
| Seagoing Battleships. | |||||||
| Indiana | 1891 | 10,288 | 15.54 | 9,738 | $3,020,000 | 4 13 in. B L R 8 8 in. B L R 4 6 in. B L R | 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings. |
| Iowa | 1893 | 11,410 | 16 | 11,000 | 3,010,000 | 4 12 in. B L R 8 8 in. B L R 6 4 in. B L R | 20 6 pdr. and 4 1 pdr. R F, 4 Gatlings. |
| Maine | 1888 | 6,682 | 17.4 | 9,293 | 2,500,000 | 4 10 in. B L R 6 6 in. B L R | 7 6 pdr. and 8 1 pdr. R F. |
| Massachusetts | 1891 | 10,288 | 15 | 9,000 | 3,020,000 | 4 13 in. B L R 8 8 in. B L R 4 6 in. B L R | 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings. |
| Oregon | 1891 | 10,288 | 15 | 9,000 | 3,180,000 | 4 13 in. B L R 8 8 in. B L R 4 6 in. B L R | 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings. |
| Texas | 1889 | 6,315 | 17 | 8,000 | 2,500,000 | 2 12 in. B L R 6 6 in. B L R | 6 1 pdr. R F, 4 37 mm. H R C, 2 Gatlings. |
| Kearsarge | 1896 | 11,525 | 16 | 10,000 | 3,150,000 | 4 13 in. B L R 4 8 in. B L R | 14 5 in., 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings, 1 Field Gun. |
| Kentucky | 1896 | 11,525 | 16 | 10,000 | 3,150,000 | 4 13 in. B L R 4 8 in. B L R | 14 5 in., 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings, 1 Field Gun. |
| Alabama | ... | 11,000 | 16 | ... | 3,750,000 | 4 13 in. B L R 14 6 in. B L R | 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 Field Gun. |
| Illinois | ... | 11,000 | 16 | ... | 3,750,000 | 4 13 in. B L R 14 6 in. B L R | 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 Field Gun. |
| Wisconsin | ... | 11,000 | 16 | ... | 3,750,000 | 4 13 in. B L R 14 6 in. B L R | 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 Field Gun. |
| Armored Cruisers. | |||||||
| Brooklyn | 1893 | 9,271 | 20 | 16,000 | 2,986,000 | 8 8 in. B L R 12 5 in. R F | 12 6 pdr. and 4 1 pdr. R F, 4 Gatlings. |
| New York | 1890 | 8,200 | 21 | 17,401 | 2,985,000 | 6 8 in. B L R 12 4 in. R F | 8 6 pdr. and 4 1 pdr. R F, 4 Gatlings. |
| Ram. | |||||||
| Katahdin | 1891 | 2,155 | 17 | 4,800 | 930,000 | ... | 4 6 pdr. R F. |
| Dbl. Turret Mons. | |||||||
| Amphitrite | 1874 | 3,990 | 12 | 1,600 | 3,178,046 | 4 10 in. B L R 2 4 in. R F | 2 6 pdr. and 2 3 pdr. R F, 2 37 mm. H R C, 2 1 pdr. R F C. |
| Miantonomoh | 1874 | 3,990 | 10.5 | 1,426 | 3,178,046 | 4 10 in. B L R | 2 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C. |
| Monadnock | 1874 | 3,990 | 14.5 | 3,000 | 3,178,046 | 4 10 in. B L R 2 4 in. R F | 2 6 pdr. and 2 3 pdr. R F, 2 37 mm. H R C, 2 1 pdr. R F C. |
| Monterey | 1889 | 4,084 | 13.6 | 5,244 | 1,628,950 | 2 12 in. B L R 2 10 in. B L R | 6 6 pdr. R F, 2 Gatlings, 4 1 pdr. R F C. |
| Puritan | 1875 | 6,060 | 12.4 | 3,700 | 3,178,046 | 4 12 in. B L R 2 4 in. R F | 6 6 pdr. R F, 4 Gatlings, 2 37 mm. H R C. |
| Terror | 1874 | 13,990 | 12 | 1,600 | 3,178,046 | 4 10 in. B L R | 2 6 pdr. and 2 3 in. R F Gatling, 2 37 mm. H R C. |
| Sing. Turret Mons. | |||||||
| Ajax | 1862 | ... | 5 to 6 | 340 | 626,582 | 2 15 in. S B | ... |
| Comanche | 1862 | ... | 5 to 6 | 340 | 613,164 | ... | ... |
| Canonicus | 1862 | ... | 6 | 340 | 622,963 | 2 15 in. S B | 2 12 pdr. H. |
| Catskill | 1862 | ... | 6 | 340 | 427,766 | 2 15 in. S B | ... |
| Jason | 1862 | ... | 5 to 6 | 340 | 422,766 | 2 15 in. S B | ... |
| Lehigh | 1862 | ... | 5 to 6 | 340 | 422,766 | 2 15 in. S B | ... |
| Mahopac | 1862 | ... | 6 | 340 | 635,374 | 2 15 in. S B | ... |
| Manhattan | 1862 | ... | 6 | 340 | 628,879 | 2 15 in. S B | ... |
| Montauk | 1862 | ... | 5 to 6 | 340 | 423,027 | 2 15 in. S B | ... |
| Nahant | 1862 | ... | 5 to 6 | 340 | 413,515 | 2 15 in. S B | ... |
| Nantucket | 1862 | ... | 5 to 7 | 340 | 408,091 | 2 15 in. S B | ... |
| Passaic | 1862 | ... | 5 to 6 | 340 | 423.171 | 2 15 in. S B | ... |
| Wyandotte | 1862 | ... | 6 | 340 | 633,327 | 2 15 in. S B | ... |
| UNARMORED STEEL VESSELS. | |||||||
| Atlanta. | 1883 | 3,000 | 15.6 | 4,030 | 617,000 | 6 in. B L R 2 8 in. B L R | 2 6 pdr. and 4 3 pdr. R F, 4 1 pdr. R F C, 2 47 mm. H R C, 2 Gatlings. |
| Baltimore | 1887 | 4,413 | 20.09 | 10,064 | 1,325,000 | 4 8 in. B L R 6 6 in. B L R | 4 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 4 37 mm. H R C, 2 Gatlings. |
| Boston | 1883 | 3,000 | 15.6 | 4,030 | 619,000 | 6 6 in. B L R 2 8 in. B L R | 2 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 2 47 mm. H R C, 2 Gatlings. |
| Charleston | 1887 | 3,730 | 18.2 | 6,666 | 1,017,500 | 2 8 in. B L R 6 6 in. B L R | 4 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 4 37 mm. H R C, 2 Gatlings. |
| Chicago | 1883 | 4,500 | 15.10 | 5,084 | 889,000 | 4 8 in. R L R 8 6 in. B L R 2 5 in. B L R | 9 6 pdr. R F. 4 1 pdr. R F C, 2 37 mm. H R C, 2 Gatlings. |
| Cincinnati | 1890 | 3,213 | 19 | 10,000 | 1,100,000 | 10 5 in. R F G 1 6 in. R F G | 8 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings. |
| Columbia | 1891 | 7,375 | 22.8 | 18,509 | 2,725,000 | 2 6 in. R F G 8 4 in. R F G 1 8 in. B L R | 12 6 pdr. R F, 4 1 pdr. R F C, 4 Gatlings. |
| Minneapolis | 1891 | 7,375 | 23.7 | 20,362 | 2,690,000 | 1 8 in. B L R 2 6 in. R F G 8 4 in. R F G | 12 6 pdr. R F, 4 1 pdr. R F C, 4 Gatlings. |
| Newark | 1888 | 4,098 | 19 | 8,869 | 1,248,000 | 12 6 in. B L R | 4 6 pdr. R F, 4 3 pdr. R F C, 4 37 mm. H R C, 4 Gatlings. |
| Olympia | 1891 | 5,870 | 21.6 | 17,313 | 1,796,000 | 4 8 in. B L R 10 5 in. R F G | 14 6 pdr. R F, 6 1 pdr. R F C, 4 Gatlings. |
| Philadelphia | 1888 | 4,324 | 19.6 | 8,815 | 1,350,000 | 12 6 in. B L R | 4 6 pdr. R F, 4 2 pdr. R F C, 3 37 mm. H R C, 4 Gatlings. |
| Raleigh | 1889 | 3,213 | 19 | 10,000 | 1,100,000 | 10 5 in. R F G 1 6 in. R F G | 8 6 pdr. R F, 4 1 pdr. R F C, 2 Gatlings. |
| San Francisco | 1888 | 4,098 | 19.5 | 9,913 | 1,428,000 | 12 6 in. B L R | 4 6 pdr. and 4 3 pdr. R F, 2 1 pdr. R F C, 3 37 mm. H R C, 4 Gatlings. |
| Cruisers. | |||||||
| Detroit | 1890 | 2,089 | 18.7 | 5,227 | 612,500 | 9 5 in. R F G | 6 6 pdr. R F, 2 1 pdr. R F C, 1 Gatling. |
| Marblehead | 1890 | 2,809 | 18.4 | 5,451 | 674,000 | 9 5 in. R F G | 6 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings. |
| Montgomery | 1890 | 2,089 | 19.5 | 5,580 | 612,500 | 9 5 in. R F G | 6 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings. |
| Gunboats. | |||||||
| Bennington | 1888 | 1,710 | 17.5 | 3,436 | 490,000 | 6 6 in. B L R | 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R C, 2 Gatlings. |
| Castine | 1891 | 1,177 | 16 | 2,199 | 318,500 | 8 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Concord | 1888 | 1,710 | 16.8 | 3,405 | 490,000 | 6 6 in. B L R | 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R C, 2 Gatlings. |
| Helena | 1894 | 1,392 | 13 | 1,600 | 280,000 | 8 4 in. R F G | 4 6 pdr. R F, 4 1 pdr. R F G, 2 Gatlings. |
| Machias | 1891 | 1,177 | 15.4 | 2,046 | 318,000 | 8 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G, 2 1 pdr. R F G. |
| Nashville | 1894 | 1,371 | 14 | 1,750 | 280,000 | 8 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G, 2 Gatlings. |
| Petrel | 1887 | 892 | 11.7 | 1,095 | 247,000 | 4 6 in. B L R | 1 1 pdr. R F G, 2 37 mm. H R C, 2 Gatlings. |
| Wilmington | 1894 | 1,392 | 13 | 1,600 | 280,000 | 8 4 in. R F G | 4 6 pdr. R F, 4 1 pdr. R F G, 2 Gatlings. |
| Yorktown | 1887 | 1,710 | 16.14 | 3,392 | 455,000 | 6 6 in. B L R | 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R C, 2 Gatlings. |
| Annapolis | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Vicksburg | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Newport | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Princeton | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Marietta | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Wheeling | 1896 | 1,000 | 12 | 800 | 230,000 | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Special Class. | |||||||
| Bancroft | 1891 | 839 | 14.3 | 1,213 | 250,000 | 4 4 in. R F G | 2 6 pdr. and 2 3 pdr. R F, 1 1 pdr. R F C, 1 37 mm. H R C, 1 Gatling. |
| Dispatch Boat. | |||||||
| Dolphin | 1883 | 1,488 | 15.5 | 2,253 | 315,000 | 2 4 in. R F G | 2 6 pdr. R F, 2 47 mm. H R C, 2 Gatlings. |
| Dynamite Cruisers. | |||||||
| Vesuvius | 1887 | 929 | 21.4 | 3,794 | 350,000 | 3 15 in. Dynamite Guns | 3 3 pdr. R F. |
| Torpedo Cruiser | ... | ... | ... | ... | ... | ... | ... |
| Torpedo Boats. | |||||||
| Cushing | 1888 | 105 | 22.5 | 1,720 | 82,750 | ... | 3 1 pdr. R F, 3 18 in. W T. |
| Ericsson | 1892 | 120 | 24 | 1,800 | 113,500 | ... | 3 1 pdr. R F, 3 18 in. W T. |
| Stiletto | ... | 31 | 18.2 | 359 | 25,000 | ... | ... |
| Foote | 1896 | 142 | 24.5 | 2,000 | 97,500 | ... | 3 1 pdr. R F, 3 18 in. W T. |
| Rodger | 1896 | 142 | 24.5 | 2,000 | 97,500 | ... | 3 1 pdr. R F, 3 18 in. W T. |
| Winslow | 1896 | 142 | 24.5 | 2,000 | 97,500 | ... | 3 1 pdr. R F, 3 18 in. W T. |
| Porter | 1896 | 130 | 27.5 | ... | 147,000 | ... | 4 1 pdr. R F, 3 18 in. W T. |
| Du Pont | 1896 | 180 | 27.5 | ... | 147,000 | ... | 4 1 pdr. R F, 3 18 in. W T. |
| Rowan | 1896 | 182 | 26 | 3,200 | 150,000 | ... | 4 1 pdr. R F, 3 18 in. W T. |
| Plunger (Submarine) | 1896 | 168 | 8 | 1,200 | 150,000 | ... | 2 W T. |
| Dahlgren | 1897 | 146 | 30.5 | 4,200 | 194,000 | ... | 4 1 pdr. R F, 3 18 in. W T. |
| T. A. M. Craven | 1897 | 146 | 30.5 | 4,200 | 194,000 | ... | 4 1 pdr. R F, 3 18 in. W T. |
| Farragut | 1897 | 273 | 30 | 5,600 | 227,500 | ... | 6 6 pdr. R F, 3 18 in. W T. |
| Davies | 1897 | 128 | 22.5 | 1,750 | 81,546 | ... | 2 1 pdr. R F, 2 18 in. W T. |
| Fox | 1897 | 128 | 22.5 | 1,750 | 85,000 | ... | 2 1 pdr. R F, 4 18 in. W T. |
| Morris | 1897 | 103 | 22.5 | 1,750 | 89,000 | ... | 3 1 pdr. R F, 4 18 in. W T. |
| Talbot | 1887 | 46.5 | 20 | 850 | 39,000 | ... | 1 1 pdr. R F, 3 18 in. W T. |
| Gwin | 1897 | 46.5 | 20 | 850 | 39,000 | ... | 1 1 pdr. R F, 2 18 in. W T. |
| MacKensie | 1897 | 65 | 20 | 850 | 48,500 | ... | 1 1 pdr. R F. 2 18 in. W T. |
| McKee | 1897 | 65 | 20 | 850 | 45,000 | ... | 1 1 pdr. R F, 2 18 in. W T. |
| Stringham | 1897 | 340 | 30 | 7,200 | 236,000 | ... | 7 6 pdr. R F, 2 18 in. W T. |
| Goldsborough | 1897 | 247.5 | 30 | 7,200 | 214,500 | ... | 4 6 pdr. R F, 2 18 in. W T. |
| Bailey | 1897 | 235 | 30 | 5,600 | 210,000 | ... | 4 6 pdr. R F, 2 18 in. W T. |
| OLD NAVY VESSELS | |||||||
| Old Iron Vessels. | |||||||
| Alarm | 1874 | 800 | 10 | 600 | ... | ... | ... |
| Alert | 1873 | 1,020 | 10 | 365 | ... | 2 9 in. S B 1 6 pdr. B L R | 2 6 pdr. R F G, 2 37 mm. H R C, 1 Gatling. |
| Monocacy | 1863 | 1,370 | 11.2 | 850 | ... | 4 8 in. S B 2 60 pdr. B L R | 1 3 pdr. R F, 1 3 in. B L H, 1 12 pdr. S B, 2 Gatlings, 4 37 mm. and 2 47 mm. H R C. |
| Michigan | 1844 | 685 | 10.5 | 305 | ... | 4 30 pdr. B L R | 3 3 pdr. B L H, 2 Gatlings. |
| Pinta | 1865 | 550 | 8.5 | 190 | ... | 2 12 pdr. S B H | 1 Gatling. |
| Ranger | 1873 | 1,020 | 10 | 365 | ... | 2 9 in. S B 1 8 in. S B 1 60 pdr. B L R | 1 3 pdr. B L H, 1 Gatling, 2 37 mm. H R C. |
| Old Wooden Vessels. | |||||||
| Adams | 1874 | 1,375 | 9.8 | 550 | ... | ... | ... |
| Alliance | 1873 | 1,375 | 9.9 | 668 | ... | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Enterprise | 1873 | 1,375 | 11.4 | 790 | ... | 6 4 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G, 2 3 in. B L R. |
| Essex | 1874 | 1,375 | 10.4 | 505 | ... | 13 5 in. R F G | 4 6 pdr. R F, 2 1 pdr. R F G. |
| Hartford | 1858 | 2,780 | 12 | 2,000 | ... | 10 5 in. R F G 25 in. B L R | 4 6 pdr. R F, 2 1 pdr. R F G, 4 Gatlings, 2 37 mm. H R C. |
| Lancaster | 1858 | 3,250 | 9.6 | 733 | ... | ... | ... |
| Marion | 1871 | 1,900 | 11.2 | 753 | ... | 4 32 pdr. | 2 3 pdr. B L H. |
| Mohican | 1872 | 1,900 | 10.6 | 613 | ... | 8 9 in. S B 1 8 in. M L R 1 60 pdr. R | 1 3 pdr. B L H, 2 20 pdr. B L R, 1 Gatling, 2 37 mm. H R C. |
| Thetis | ... | 1,250 | 7.5 | 490 | ... | ... | 1 53 mm. H R C. |
| Yantic | 1864 | 900 | 8.3 | 225 | ... | 2 9 in. S B 1 8 in. M L R 1 60 pdr. R | 1 12 pdr. R F, 1 3 pdr. B L H, 1 Gatling. |
The above are steam vessels. In addition to the old Navy vessels enumerated above, are the following sailing vessels: Receiving-ship Constellation, 10 guns, built 1854; Training-ships Monongehela, 12 guns, built 1862, and Portsmouth, 15 guns, built 1843; and School-ships Jamestown, St. Mary’s, and Saratoga.
The following-named steel, iron, and wooden steam tugs are a part of the Naval Force: Fortune, Leyden, Nina, Rocket, Standish, Triton, Iwana, Wahneta, Narketa, Traffic, Unadilla, and No. 5. Their horse-power varies from 147 to 500 each.
The following old wooden ships are not fit for further sea service: Receiving-ships Franklin, Wabash, Minnesota, Constitution, Independance, Dale, Omaha, Pensacola, Richmond, Iroquois, and Vermont. The St. Louis, Nipsic, and New Hampshire are wooden naval reserve ships.
Abbreviations.—M., Monitor. 1-t, 2-t, one turret, 2 turrets; B. S., Battleship; C. Cruiser; R. S., Receiving-Ship; C. D., Coast Defense; T., Training-Ship: A. C., Armored Cruiser; P. C., Protected Cruiser; D. C., Dynamite Cruiser; N. R., Naval Reserve; D. B., Dispatch Boat; G. B., Gunboat; B. L. H., Breech-loading Howitser; B. L. R., Breech-loading Rifle; T. B., Torpedo Boat; C. G. B., Composite Gunboat; Gat., Gatling Gun; R. F. G., Rapid Fire Gun; R., Rifle when in main battery, Ram when referring to class; H. R. C., Hotchkiss Revolving Cannon; R. F., Rapid Fire; S. B., Smooth Bore; S. B. H., Smooth Bore Howitser; M. L. R., Muzzle-loading Rifle; pdr., pounder; mm., millimetres; W. T., Whitehead Torpedo Tubes; S. T. B. Submarine Torpedo Boat; R. F. C., Rapid Fire Cannon.
NAVY-YARDS.
- 1. Brooklyn Navy-Yard, Brooklyn, N. Y.
- 2. Charlestown Navy-Yard, Boston, Mass.
- 3. Gosport Navy-Yard, near Norfolk, Va.
- 4. Kittery Navy-Yard, opp. Portsmouth, N. H.
- 5. League Island Navy-Yard, 4 miles from City Hall, Philadelphia, Pa.
- 6. Mare Island Navy-Yard, near San Francisco, Cal.
- 7. Pensacola Navy-Yard, Pensacola, Fla
- 8. Washington City Navy-Yard, Washington, D. C.
There are naval stations at New London, Ct.; Port Royal, S. C.; Sidney, Wash., and Key West, Fla., and a torpedo station and naval war college at Newport, R. I.
VESSELS OF THE UNITED STATES NAVY.—Continued.
| Vessels. | Length on Load Water Line. | Ex- treme Breadth. | Mean Draught. | Type of Screw. | Normal Coal Sup- ply. | Bunker Capac- ity. | No. of Tor- pedo Tubes. | Armor. | Comple- ment. | ||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Sides. | Tur- rets. | Bar- bettes. | Slope of Deck. | Flat of Deck. | Offi- cers. | Men. | |||||||||||||||||||||||
| Ft. | In. | Ft. | In. | Ft. | In. | Tons | Tons | In. | In. | In. | In. | In. | |||||||||||||||||
| Alabama | 368 | 0 | 72 | 0 | 23 | 6 | T S | 450 | 1,200 | 4 | 16 | ¹⁄₂ | 17 | 15 | 5 | ¹⁄₂ | 2 | ³⁄₄ | 50 | 535 | |||||||||
| Amphitrite | 259 | 6 | 55 | 10 | 14 | 6 | T S | 250 | 250 | ... | 9 | 7 | .5 | 11 | .5 | ... | 1 | ³⁄₄ | 26 | 145 | |||||||||
| Atlanta | 271 | 3 | 42 | 1 | 16 | 10 | S S | ... | 490 | ... | ... | ... | ... | 1 | ¹⁄₂ | 1 | ¹⁄₂ | 19 | 265 | ||||||||||
| Baltimore | 327 | 6 | 48 | 7 | 19 | 6 | T S | 400 | 1,144 | 4 | ... | ... | ... | 4 | 2 | ¹⁄₂ | 36 | 350 | |||||||||||
| Bancroft | 188 | 0 | 32 | 0 | 11 | 6 | T S | 100 | 200 | 2 | ... | ... | ... | ⁵⁄₁₆ | ¹⁄₄ | 10 | 120 | ||||||||||||
| Bennington | 230 | 0 | 36 | 0 | 14 | 0 | T S | 200 | 403 | 6 | ... | ... | ... | ³⁄₈ | ³⁄₈ | 16 | 181 | ||||||||||||
| Boston | 271 | 3 | 42 | 1 | 16 | 10 | S S | ... | 496 | ... | ... | ... | ... | 1 | ¹⁄₂ | 1 | ¹⁄₂ | 19 | 265 | ||||||||||
| Brooklyn | 400 | 6 | 64 | 8 | 24 | 0 | T S | 900 | 1,753 | 5 | 3 | 5 | .5 | 8 | 6 | 3 | 40 | 501 | |||||||||||
| Castine | 204 | 0 | 32 | 1 | 12 | 0 | T S | 125 | 192 | .6 | 1 | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 11 | 143 | |||||||||||
| Charleston | 312 | 0 | 46 | 2 | 18 | 7 | T S | 328 | 758 | 4 | ... | ... | ... | 3 | 2 | 20 | 280 | ||||||||||||
| Chicago | 325 | 0 | 48 | 2 | 19 | 0 | T S | ... | 832 | ... | ... | ... | ... | 1 | ¹⁄₂ | 1 | ¹⁄₂ | 33 | 376 | ||||||||||
| Cincinnati | 300 | 0 | 42 | 0 | 18 | 0 | T S | 350 | 460 | 4 | ... | ... | ... | 2 | ¹⁄₂ | 1 | 20 | 292 | |||||||||||
| Columbia | 412 | 0 | 58 | 2 | 22 | 6 | TrS | 750 | 1,670 | 5 | ... | ... | ... | 7 | 2 | ¹⁄₂ | 40 | 429 | |||||||||||
| Concord | 230 | 0 | 36 | 0 | 14 | 0 | T S | 200 | 401 | 6 | ... | ... | ... | ³⁄₈ | ³⁄₈ | 13 | 180 | ||||||||||||
| Cushing | 139 | 0 | 14 | 3 | 4 | 11 | T S | ... | 36 | 3 | ... | ... | ... | ... | ... | 3 | 20 | ||||||||||||
| Detroit | 257 | 0 | 37 | 0 | 14 | 7 | T S | 200 | 340 | 3 | ... | ... | ... | ⁷⁄₁₆ | ⁵⁄₁₆ | 20 | 257 | ||||||||||||
| Dolphin | 240 | 0 | 32 | 0 | 14 | 3 | S S | ... | 274 | ... | ... | ... | ... | ... | ... | 7 | 108 | ||||||||||||
| Ericsson | 149 | 0 | 15 | 6 | 4 | 9 | T S | 9 | 36 | 3 | ... | ... | ... | ... | ... | 3 | 20 | ||||||||||||
| Illinois | 368 | 0 | 72 | 0 | 23 | 6 | T S | 450 | 1,200 | 4 | 16 | ¹⁄₂ | 17 | 15 | 5 | ¹⁄₂ | 2 | ³⁄₄ | 50 | 535 | |||||||||
| Indiana | 348 | 0 | 69 | 3 | 24 | 0 | T S | 400 | 1,640 | 6 | 18 | 15 | { | 17 8 | } | ... | 2 | ³⁄₄ | 38 | 427 | |||||||||
| Iowa | 360 | 0 | 72 | 2 | 24 | 0 | T S | 625 | 1,780 | 6 | { | 14 3 | } | 15 | { | 15 6 | } | ... | 2 | ³⁄₄ | ... | 444 | |||||||
| Katahdin | 250 | 9 | 43 | 5 | 15 | 0 | T S | 175 | 193 | ... | 6 | ... | ... | ... | ... | 30 | 91 | ||||||||||||
| Kearsarge | 368 | 0 | 72 | 5 | 23 | 6 | T S | 400 | 1,210 | 5 | 15 | 17 | 15 | 5 | 2 | ³⁄₄ | 40 | 480 | |||||||||||
| Kentucky | 368 | 0 | 72 | 5 | 23 | 6 | T S | 400 | 1,210 | 5 | 15 | 17 | 15 | 5 | 2 | ³⁄₄ | 40 | 480 | |||||||||||
| Machias | 204 | 0 | 32 | 1 | 12 | 0 | T S | 125 | 192 | .6 | 1 | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 11 | 143 | |||||||||||
| Maine | 318 | 0 | 57 | 0 | 21 | 6 | T S | 400 | 896 | 4 | 12 | 8 | 12 | ... | 2 | 29 | 370 | ||||||||||||
| Marblehead | 257 | 0 | 37 | 0 | 14 | 7 | T S | 200 | 340 | 3 | ... | ... | ... | ⁷⁄₁₆ | ⁵⁄₁₆ | 20 | 254 | ||||||||||||
| Massachusetts | 348 | 0 | 69 | 3 | 24 | 0 | T S | 400 | 1,640 | 6 | 18 | 15 | { | 17 8 | } | ... | 2 | ³⁄₄ | ... | 424 | |||||||||
| Miantonomoh | 259 | 6 | 55 | 10 | 14 | 6 | T S | 250 | 250 | ... | 7 | 11 | .5 | ... | ... | 1 | ³⁄₄ | 13 | 136 | ||||||||||
| Minneapolis | 412 | 0 | 58 | 2 | 22 | 6 | T S | 750 | 1,670 | 5 | ... | ... | ... | 4 | 2 | ¹⁄₂ | 40 | 456 | |||||||||||
| Monadnock | 259 | 6 | 55 | 10 | 14 | 6 | T S | 250 | 250 | ... | 9 | 7 | .5 | 11 | .5 | ... | 1 | ³⁄₄ | 26 | 145 | |||||||||
| Monterey | 256 | 0 | 59 | 0 | 14 | 10 | T S | 200 | 236 | ... | 13 | { | 8 7.5 | } | { | 14 11.5 | } | ... | 3 | 19 | 172 | ||||||||
| Montgomery | 257 | 0 | 37 | 0 | 14 | 7 | T S | 200 | 340 | 3 | ... | ... | ... | ⁷⁄₁₆ | ⁵⁄₁₆ | 20 | 254 | ||||||||||||
| Newark | 310 | 0 | 49 | 2 | 18 | 9 | T S | 400 | 809 | 6 | ... | ... | ... | 3 | 2 | 37 | 350 | ||||||||||||
| New York | 380 | 6 | 64 | 10 | 23 | 3 | T S | 750 | 1,290 | 3 | 4 | 5 | .5 | 10 | 6 | 3 | 40 | 526 | |||||||||||
| Olympia | 340 | 0 | 53 | 0 | 21 | 6 | T S | 400 | 1,093 | 6 | ... | ... | ... | 4 | ³⁄₄ | 2 | 34 | 395 | |||||||||||
| Oregon | 348 | 0 | 69 | 3 | 24 | 0 | T S | 400 | 1,640 | 6 | 18 | 15 | { | 17 8 | } | ... | 2 | ³⁄₄ | ... | 424 | |||||||||
| Petrel | 176 | 0 | 31 | 0 | 11 | 7 | T S | 100 | 200 | ... | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 10 | 122 | ||||||||||||
| Philadelphia | 327 | 6 | 48 | 7 | 19 | 2 | T S | 400 | 1,032 | 4 | ... | ... | ... | 4 | 2 | ¹⁄₂ | 34 | 350 | |||||||||||
| Puritan | 289 | 6 | 60 | 1 | 18 | 0 | T S | 100 | 410 | ... | 14 | 8 | 14 | ... | 2 | 27 | 195 | ||||||||||||
| Raleigh | 300 | 0 | 62 | 0 | 18 | 0 | T S | 350 | 460 | 4 | ... | ... | ... | 2 | ¹⁄₂ | 1 | 20 | 292 | |||||||||||
| San Francisco | 310 | 0 | 49 | 2 | 18 | 9 | T S | 350 | 628 | 6 | ... | ... | ... | 3 | 2 | 33 | 350 | ||||||||||||
| Stiletto | 88 | 6 | 11 | 0 | 3 | 0 | S S | ... | ... | ... | ... | ... | ... | ... | ... | 1 | 5 | ||||||||||||
| Terror | 259 | 6 | 55 | 10 | 14 | 6 | T S | 250 | 250 | ... | 7 | 11 | .5 | ... | ... | 1 | ³⁄₄ | 15 | 136 | ||||||||||
| Texas | 301 | 4 | 64 | 1 | 22 | 6 | T S | 500 | 850 | 4 | 12 | 12 | ... | ... | 2 | ... | 362 | ||||||||||||
| Vesuvius | 252 | 0 | 26 | 6 | 10 | 1 | T S | ... | 152 | ... | ... | ... | ... | ³⁄₁₆ | ³⁄₁₆ | 6 | 64 | ||||||||||||
| Wisconsin | 368 | 0 | 72 | 0 | 23 | 6 | T S | 450 | 1,200 | 4 | 16 | ¹⁄₂ | 17 | 15 | 5 | ¹⁄₂ | 2 | ³⁄₄ | 50 | 535 | |||||||||
| Yorktown | 230 | 0 | 36 | 0 | 14 | 0 | T S | 200 | 380 | 6 | ... | ... | ... | ³⁄₈ | ³⁄₈ | 14 | 178 | ||||||||||||
| Helena | 250 | 9 | 40 | 1³⁄₈ | 9 | 0 | T S | 100 | 279 | 1 | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 10 | 160 | ||||||||||||
| Nashville | 220 | 0 | 38 | 3 | 11 | 0 | T S | 150 | 400 | 1 | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 11 | 158 | ||||||||||||
| Wilmington | 250 | 9 | 40 | 1³⁄₈ | 9 | 0 | T S | 100 | 279 | ... | ... | ... | ... | ³⁄₈ | ⁵⁄₁₆ | 10 | 160 | ||||||||||||
| Annapolis | 168 | 0 | 36 | 0 | 12 | 0 | S S | 100 | 238 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Vicksburg | 168 | 0 | 36 | 0 | 12 | 0 | S S | 100 | 238 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Newport | 168 | 0 | 36 | 0 | 12 | 0 | S S | 100 | 238 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Princeton | 168 | 0 | 36 | 0 | 12 | 0 | S S | 100 | 238 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Wheeling | 174 | 0 | 34 | 0 | 12 | 0 | T S | 120 | 236 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Marietta | 174 | 0 | 34 | 0 | 12 | 0 | T S | 120 | 236 | ... | ... | ... | ... | ... | ... | 11 | 135 | ||||||||||||
| Foote | 160 | 6 | 16 | 0 | 5 | 0 | T S | 9 | 42 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Rodgers | 160 | 0 | 16 | 0 | 5 | 0 | T S | 9 | 42 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Winslow | 160 | 4 | 16 | 0 | 5 | 0 | T S | 9 | 42 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Porter | 175 | 9 | 17 | 0 | 5 | 6 | T S | 9 | 56 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Du Pont | 175 | 7 | 17 | 0 | 5 | 6 | T S | 9 | 46 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Rowan | 170 | 6 | 17 | 0 | 5 | 6 | T S | 12 | 60 | ... | ... | ... | ... | ... | ... | 4 | 16 | ||||||||||||
| Plunger | 85 | 0 | 11 | 6 | ... | ... | T S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Dahlgren | 147 | 0 | 16 | 4 | 4 | 7 | T S | ... | 32 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| T. A. M. Craven | 147 | 0 | 16 | 4 | 4 | 7 | T S | ... | 32 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Farragut | 210 | 0 | 20 | 4 | 6 | 0 | T S | ... | 76 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Davis | 146 | 0 | 15 | 3 | 5 | 4 | T S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Fox | 146 | 0 | 15 | 3 | 5 | 4 | T S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Morris | 147 | 3 | 15 | 6 | 4 | 6 | T S | ... | 28 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Talbot | 100 | 0 | 12 | 6 | 3 | 6 | S S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Gwin | 100 | 0 | 12 | 6 | 3 | 6 | S S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| MacKenzie | 106 | 6 | 12 | 6 | 4 | 3 | S S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| McKee | 106 | 6 | 12 | 6 | 4 | 3 | S S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Stringham | 225 | 0 | 22 | 0 | 6 | 6 | T S | 35 | 120 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Goldsborough | 191 | 8 | 20 | 5 | 5 | 0 | T S | 20 | 131 | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
| Bailey | 205 | 0 | 19 | 0 | 6 | 0 | T S | ... | ... | ... | ... | ... | ... | ... | ... | ... | ... | ||||||||||||
Abbreviations: T. S.—Twin Screw. H. C.—Horizontal Compound. I. C.—Inclined Compound. H. T. E.—Horizontal Triple Expansion. V. T. E.—Vertical Triple Expansion. C. O. B.—Compound Overhead Beam. V. C.—Vertical Compound. Tr. S.—Triple Screw. V. Q. E.—Vertical Quadruple Expansion. S. S.—Single Screw.
Naval Militia.
The Naval Militia is now organized in seventeen States, as follows: Massachusetts, Captain J. W. Weeks; Rhode Island, Lieutenant-Commander W. M. Little; Connecticut, Commander E. G. Buckland; New York, Captain J. W. Miller; Pennsylvania, Commander F. S. Brown; Maryland, Commander J. E. Emerson; North Carolina, Lieutenant-Commander G. L. Morton; South Carolina, Commander R. H. Pinckney; Georgia, Lieutenant F. H. Aiken; California, Captain L. H. Turner; Illinois, Commander D. C. Dagget; Michigan, Lieutenant-Commander Gilbert Wilkes; New Jersey, Captain W. H. Jaques; Louisiana, Commander John S. Watters; Ohio, Lieutenant-Commander A. U. Betts; Florida, Lieutenant-Commander J. A. Fitzgerald and Virginia, Lieutenant C. W. Cake.
The duty of the Naval Militia in time of war will be to man the coast and harbor defence vessels, thus leaving free the regular force to carry on offensive operations at sea. The Naval Militia will also operate in boat squadrons with torpedoes against any hostile fleet in our waters.
All matters relating to Naval Militia come under the cognizance of the Assistant Secretary of the Navy. Total enlisted force of petty officers and men, 3,871. The Navy Department transacts all its business with the Naval Militia through the Governors of the States and the Adjutants-General. The officer of the Navy Department at Washington having cognizance of Naval Militia matters is Lieutenant J. H. Gibbons, U. S. N.
THE EXPLOSION OF THE MAINE.
February 15, 1898.
The U. S. S. Maine, Captain Charles D. Sigsbee commanding, entered the port of Havana, Island of Cuba, on the morning of January 25, 1898, and was assigned an anchorage by the harbor authorities.
The occasion for the presence of an American ship in those waters was the desire on the part of the United States to impress upon the Spanish Government her friendly attitude towards Spain. The usual visits of ceremony between the officers of the visiting ship and the Spanish officials followed.
At 9.40 on Tuesday evening, February 15th, an explosion occurred in the forward part of the Maine, so terrific in its character that it was heard for miles. Subsequently, Captain Sigsbee, in writing of the explosion, said: “I find it impossible to describe the sound or shock, but the impression remains of something awe-inspiring, terrifying—of noise, rending, vibrating, all-pervading. There is nothing in the former experience of anyone aboard to measure the explosion by.”
The whole city was shaken by the force of the explosion, lights were put out in the streets, and the bay was illuminated by the flames of the burning ship.
The quarters of the crew were forward, and the destruction of life among them was appalling; of the 354 men and officers on board the Maine, only 101 escaped death, and many of those were severely wounded. Lieutenant Jenkins and Engineer Merritt were among the lost.
Copyright L. M. Palmer.
Blowing up of the U. S. S. Maine in Havana Harbor.
The ship went down very soon, bow first, and many of the crew were drowned in their quarters; the officers succeeded in getting three boats into the water, both captain and crew acting in the coolest and bravest manner conceivable.
Immediately after the explosion, the Spanish warship Alfonso XII. and the passenger steamers in the harbor lowered boats and all that was possible was done to save the few victims of the explosion scattered over the waters.
Captain Sigsbee, who commanded the Maine, telegraphed to the Secretary of the Navy: “Maine blown up in Havana harbor 9.40, and destroyed. Many wounded and doubtless more killed and drowned. Wounded and others on board Spanish man-of-war and Ward Line steamer. Send lighthouse tender from Key West for crew and few pieces of equipment still above water. No one had clothes other than those upon him.”
The news of the disaster was spread broadcast over the length and breadth of the land.
The Maine was a battleship of the second class, and was regarded as one of the best ships in the new navy. She was built at the Brooklyn Navy Yard, and was 318 feet long, 57 feet broad, 21.6 feet mean draught, and 6682 tons displacement.
She had two ten-inch vertical turrets and two military masts, and her motive power was furnished by twin screw vertical expansion engines, having a maximum horse-power of 9293, capable of making a speed of 17.45 knots. She carried four ten-inch and six six-inch breech-loading guns in her main battery and seven six-pounders and eight one-pound rapid-fire guns and four Gatlings in her secondary battery, and four Whitehead torpedoes.
The officers of the Maine were: Captain, Charles D. Sigsbee, commanding; Lieutenant-Commander, Richard Wainwright; Lieutenants, George F. W. Holman, John Hood, and Carl W. Jungen; Lieutenants (junior grade), George P. Blow, John G. Blandin, and Friend W. Jenkins; Naval Cadets, Jonas H. Holden, Walt T. Cluverius, Amon Bronson, and David F. Boyd, Jr.; Surgeon, Lucien G. Heneberger; Paymaster, Charles W. Littlefield; Chief Engineer, Charles P. Howell; Passed Assistant Engineer, Frederick C. Bowers; Assistant Engineers, John R. Morris and Darwin R. Merritt; Naval Cadets (engineer division), Pope, Washington, and Crenshaw; Chaplain, John P. Chidwick; First Lieutenant of Marines, Albertus W. Catlin; Boatswain, Francis E. Larkin; Gunner, Joseph Hill; Carpenter, George Helms.
Upon receipt of Captain Sigsbee’s telegram, Secretary Long sent orders to the lighthouse tenders at Key West to proceed at once to Havana. Their orders were in plain language, thus avoiding the delay that would have arisen from the use of cipher.
Divers were also sent from the United States to Havana, and on the Sunday following brought up Captain Sigsbee’s money, papers, and keys. The only question which arose between the Spanish and American authorities was in regard to the right of the former to send divers down to investigate the condition of the ship; and that was promptly settled by an amicable arrangement that American divers should first do what was possible in the way of interior examination and salvage, and that Spanish divers should then be permitted to join them in the work outside the vessel.
The most thoroughly equipped wrecking apparatus in the country was sent to the scene of the disaster, but, after consultation between the expert wreckers and the naval officers on the spot, it was decided that all that could be done was to recover as many of the guns and other valuable appurtenances of the Maine as possible, and then leave in Havana harbor the smoke-begrimed wreck above which floated pathetically the ensign of the United States. There was indeed little to save. The great ship was literally riven apart from her keel up and from her sharp-spurred prow to a point aft of her midship section. There was scarcely a plate in her frame that was not sprung or shivered so severely as to preclude the hope that she could ever be made worthy of reconstruction. Work on the wreck was continued until early in April, when the flag which had been kept flying over the remains of the ill-fated ship was hauled down and the U. S. S. Maine declared out of commission.
Immediately after the receipt of Captain Sigsbee’s telegram, the administration ordered an investigation. The order was issued by Admiral Sicard on Febuary 19th, and appointed a Court of Inquiry consisting of Captain William T. Sampson, commanding the Iowa; Captain French E. Chadwick, and Lieutenant-Commander William P. Potter, with Lieutenant-Commander Adolph Marix as judge advocate.
The court met on February 21st, on board the United States lighthouse tender Mangrove, in the harbor of Havana. The first day was taken up with the examination of Captain Sigsbee. The second and third days were largely taken up in the examination of survivors of the explosion, giving their personal experience, and in detail explaining the precautions taken at all times, and particularly while in Havana, against any possible accident.
At the close of the third day, Ensign W. V. N. Powelson, serving on board the lighthouse tender Fern, lying in the harbor of Havana, appeared and gave the first testimony about the condition of the ship as disclosed by the divers. Mr. Powelson is a young man who graduated from Annapolis in 1895. He had paid special attention to construction, and in spite of his youth was detailed to look after the divers. All that he said on the first day was that apparently the explosion had taken place on the port side, forward of amidships, and that the vessel had been shifted by the explosion from port to starboard; that is, from left to right. He was asked to continue his investigation, and the examination of survivors continued, lasting for several days, and including witnesses who were not on board the Maine at the time. The testimony showed that there were two explosions, the first lifting the forward part of the vessel considerably out of the water, and the second, which almost immediately followed, was much louder and longer.
Diver Olsen then appeared and told of what he had been able to discover. As he was not an educated man, and was not familiar with construction, his testimony was not entirely intelligible. An arrangement was then made by which all the divers were to report to Mr. Powelson, who was to summarize their findings and to testify to the same in the presence of the divers themselves.
U. S. S. Katahdin.
Steel harbor defense ram. Twin screw. No main battery. Secondary battery, four 6-pounder rapid fire guns. Thickness of armor 6 inches at top, 3 inches at bottom. 7 officers, 91 men.
The testimony of some of the survivors was thrilling in the extreme. Such hair-breadth escapes as some of them told seemed almost impossible of belief. The court sat only six days in Havana, and then adjourned on February 26th, to meet in Key West on February 28th, to take the testimony of the survivors who had been sent there. In the meantime, Mr. Powelson was directed to continue his work and report when the court resumed.
The testimony at Key West occupied only three days, during which time testimony was taken of the survivors and others which confirmed the previous statement that there were two explosions, the first of which lifted the Maine and the second destroyed her forward part.
On March 6th the court resumed its session in the harbor of Havana, and Ensign Powelson was enabled to give testimony which showed conclusively that the Maine was blown up by a submarine mine, and that this resulted in the partial explosion of two or more magazines within the ship, which completely destroyed the forward part of the Maine.
From the 10th to the 18th day, inclusive, the court again met in the harbor of Havana, during which time Mr. Powelson produced a great deal of corroborative testimony. It was shown that the boilers were in fair condition in the after-part of the ship and had not exploded. These were the only boilers under which there was fire at the time of the explosion. Several of the divers found a deep hole near the ship’s ram, but whether it was caused by the submarine mine or dug out by the end of the ram as the forward part of the vessel sunk and turned over on its side could not be definitely ascertained. Around the vessel was found a great deal of powder mixed with the mud. When this was brought up and fired it burned freely. It was the testimony of experts that if the original explosion had taken place inside the Maine all of the powder would have been consumed, or at least all of it would have been consumed in those magazines which were affected. As a matter of fact, it was found that in two magazines part of the powder had exploded and a part of it had not, showing that the explosion did not take place until the vessel was sinking and the powder in some places was wet. A great many powder cans, as already stated, were found containing a little powder, and many which had burst at the seams and had allowed the powder to dissolve in the water.
The court left the harbor of Havana on March 14th and convened March 17th, on board the battleship Iowa, off Key West, where it met for five days, going over the testimony and preparing the report. This report was signed March 21st and sent to Admiral Sicard on board the flagship New York, who approved it on the 22d of March and forwarded it to the Secretary of the Navy, who in turn handed it to the President, who sent it with a special message to Congress on March 28th. The court was formally dissolved on the fifth day of April. As the report was of great importance, it is here given in full:
U. S. S. IOWA, FIRST RATE.
KEY WEST, Fla., Monday, March 21, 1898.—After full and mature consideration of all the testimony before it, the court finds as follows:
ONE. That the United States battleship Maine arrived in the harbor of Havana, Cuba, on the twenty-fifth day of January, eighteen hundred and ninety-eight, and was taken to buoy No. 4, in from five and a half to six fathoms of water, by the regular government pilot.
The United States Consul-General at Havana had notified the authorities at that place, the previous evening, of the intended arrival of the Maine.
TWO. The state of discipline on board the Maine was excellent; and all orders and regulations in regard to the care and safety of the ship were strictly carried out.
All ammunition was stowed in accordance with prescribed instructions, and proper care was taken whenever ammunition was handled.
Nothing was stowed in any one of the magazines or shell-rooms which was not permitted to be stowed there.
The magazines and shell-rooms were always locked after having been opened, and after the destruction of the Maine the keys were found in their proper place in the captain’s cabin, everything having been reported secure that evening at 8 P. M. The temperatures of the magazines and shell-room were taken daily and reported. The only magazine which had an undue amount of heat was the after ten-inch magazine, and that did not explode at the time the Maine was destroyed. The forward boilers were wrecked by the inner explosion.
The torpedo warheads were all stowed in the after-part of the ship under the ward-room, and neither caused nor participated in the destruction of the Maine.
The dry gun-cotton primers and detonators were stowed in the cabin aft and remote from the scene of the explosion.
Waste was carefully looked after on board the Maine to obviate danger. Special orders in regard to this had been given by the commanding officer.
Varnishes, dryers, alcohol and other combustibles of this nature were stowed on or above the main deck and could not have had anything to do with the destruction of the Maine.
The medical stores were stowed aft under the ward-room and remote from the scene of the explosion.
No dangerous stores of any kind were stored below in any of the other store-rooms.
The coal bunkers were inspected daily. Of those bunkers adjacent to the forward magazine and shell-rooms four were empty, namely, “B 3,” “B 4,” “B 5,” “B 6.”
“A 5” had been in use that day, and “A 16” was full of new river coal. This coal had been carefully inspected before receiving it on board. The bunker in which it was stowed was accessible on three sides at all times, and the fourth side at this time, on account of bunkers “B 4” and “B 6” being empty. This bunker, “A 16,” had been inspected Monday by the engineer and officer on duty.
The fire-alarms in the bunkers were in working order, and there had never been a case of spontaneous combustion of coal on board the Maine.
The two after boilers of the ship were in use at the time of the disaster, but for auxiliary purposes only, with a comparatively low pressure of steam and being tended by a reliable watch. These boilers could not have caused the explosion of the ship. The four forward boilers have since been found by the divers and are in a fair condition.
On the night of the destruction of the Maine everything had been reported secure for the night at 8 P. M., by reliable persons, through the proper authorities, to the commanding officer. At the time the Maine was destroyed the ship was quiet and, therefore, least liable to accident caused by movements from those on board.
EXPLOSIONS.
THREE. The destruction of the Maine occurred at 9.40 P. M., on the 15th day of February, eighteen hundred and ninety-eight, in the harbor of Havana, Cuba, she being at the time moored to the same buoy to which she had been taken upon her arrival.
There were two explosions, of a distinctly different character, with a very short, but distinct, interval between them, and the forward part of the ship was lifted to a marked degree at the time of the first explosion.
The first explosion was more in the nature of a report, like that of a gun; while the second explosion was more open, prolonged and of greater volume. This second explosion was, in the opinion of the court, caused by the partial explosion of two or more of the forward magazines of the Maine.
CONDITION OF THE WRECK.
FOUR. The evidence bearing upon this, being principally obtained from divers, did not enable the court to form a definite conclusion as to the condition of the wreck, although it was established that the after-part of the ship was practically intact and sank in that condition a very few minutes after the destruction of the forward part.
The following facts in regard to the forward part of the ship are, however, established by the testimony:
That portion of the port side of the protective deck which extends from about frame 30 to about frame 41 was blown up aft and over to port. The main deck, from about frame 30 to about frame 41, was blown up aft and slightly over to starboard, folding the forward part of the middle superstructure over and on top of the after-part.
This was, in the opinion of the court, caused by the partial explosion of two or more of the forward magazines of the Maine.
FIVE. At frame 17 the outer shell of the ship, from a point eleven and one-half feet from the middle line of the ship and six feet above the keel, when in its normal position, has been forced up so as to be now about four feet above the surface of the water; therefore about thirty-four feet above where it would be had the ship sunk uninjured. The outside bottom plating is bent into a reversed V-shape, the wing of which, about fifteen feet broad and thirty-two feet in length (from frame 17 to frame 25), is doubled back upon itself against the continuation of the same plating extending forward.
At frame 18 the vertical keel is broken in two, and the flat keel bent into an angle similar to the angle formed by the outside bottom plating. This break is now about six feet below the surface of the water, and about thirty feet above its normal position.
In the opinion of the court, this effect could have been produced only by the explosion of a mine situated under the bottom of the ship at about frame 18, and somewhat on the port side of the ship.
SIX. The court finds that the loss of the Maine, on the occasion named, was not in any respect due to fault or negligence on the part of any of the officers or members of the crew of said vessel.
SEVEN. In the opinion of the court, the Maine was destroyed by the explosion of a submarine mine, which caused the partial explosion of two or more of her forward magazines.
EIGHT. The court has been unable to obtain evidence fixing the responsibility for the destruction of the Maine upon any person or persons.
W. T. SAMPSON, Captain, U. S. N.,
President.
A. MARIX, Lieutenant-Commander, U. S. N.,
Judge Advocate.
The court, having finished the inquiry it was ordered to make, adjourned at 11 A. M., to wait the action of the convening authority.
W. T. SAMPSON, Captain, U. S. N.,
President.
A. MARIX, Lieutenant-Commander, U. S. N.,
Judge Advocate.
U. S. Flagship New York,
March 22, 1898.
Off Key West, Florida.
The proceedings and findings of the Court of Inquiry in the above case are approved.
M. SICARD,
Rear Admiral, Commander-in-Chief of the United States Naval Force on the North Atlantic Station.
This in brief is the story of how the causes of the disaster were reached. Too much credit cannot be given to young Ensign Powelson for his intelligence and energy in proving to a mathematical demonstration that the Maine was blown up by a submarine mine.
The Spanish officials in Cuba made a perfunctory investigation. Altogether, their divers were down below about five hours, during which time they made a most cursory examination. This court then reported that the Maine had been blown up as the result of an interior explosion, one of the principal reasons for this being that no dead fish were found in the harbor afterwards. Our own experts testified that an explosion underneath the water would not necessarily kill fish, nor would it throw up a great volume of water, as the Spaniards claim.
When the news of the terrible calamity reached the United States, public feeling reached the highest pitch of excitement. Rumors of all kinds were in the air. Enormous editions of the great journals were printed, and the one topic of conversation was the cause of the disaster and the effect of the occurrence upon our relations with Spain. Hourly bulletins were displayed at the newspaper offices.
The provocation to excitement caused by the appalling disaster was great, but the country bore the news with a calmness and steadiness which indicated its inherent strength, and greatly impressed foreign observers. Great credit was given to Captain Sigsbee, who, in that terrible moment when, in a foreign port, surrounded by what must be regarded as a hostile population, his ship sunk under him as the result of a mysterious and deadly blow, showed not only intrepidity, but perfect self-possession. His quiet, dignified, self-restrained dispatch, with its calm statement that any judgment upon the cause of the disaster must be postponed, gave a fine example, which was instantly responded to by the Government and the nation.
Most hearty were the words of praise for Chaplain Chidwick of the Maine, who, day after day, worked incessantly among the ghastly spectacles as the dead were brought to shore, identifying the bodies, performing short religious rites over each, making records of all clues to identity, and in the intervals consoling the wounded at the hospitals.
As time wore on, each succeeding day bringing its rumors of retaliation and intervention in Cuban affairs, and in the midst of war preparations on an unprecedented scale, which were being carried on by the War and Navy Departments, President McKinley and his advisers, and both branches of Congress, acted as strong men act under great blows and great provocation. There was no hasty denunciation. The spirit of the brave men at Havana and of the heads of the Government at Washington was fully shared by the people at large. The United States had a President in whom they trusted.
Admiral Dewey and his Flagship Olympia.
DEWEY’S ACTION AT MANILA.
May 1st, 1898.
A few months prior to this action, one would have been thought beside himself if he had predicted that the first serious encounter between Spain and the United States would take place at the very antipodes—in the Philippine Islands. And this is what did occur, and with perfect success on the part of the American Squadron, the after events in that region having nothing to do with the history of the naval engagement of the First of May.
Commodore Dewey was ordered to “capture or destroy” the Spanish men-of-war in the East, and this he did most effectually; but before giving any relation of his engagement, it would perhaps be well to give some account of the Island in which it occurred.
On this side of the globe, we are little given to considering the great extent of the Philippine group, the total area of which is about 120,000 square miles, and Luzon alone is three times as large as Cuba. The natives of these islands are of very diverse origin. Wild tribes, some of them ferocious, still inhabit the mountains of the interior—some of which are active volcanoes. Among them are the Negritos—black dwarfs, and Malay tribes much akin to the Dyaks of Borneo. But the whole may be generally divided into Tagalos of Luzon, and the Bisayans, inhabiting the great chain to the South. Then there are a very large number of Chinese—who have great influence from their wealth and commercial ability, and Mestizos of Spanish and Chinese origin, numbering two or three hundred thousand in Luzon alone. The whole population is about six or seven millions.
The Philippines were discovered by Magellan in 1520, and, after repeated expeditions, several of which proved most disastrous, were finally annexed to the Spanish dominions, and were called after Philip the Second. They were, at that time, looked upon as a field of missionary, rather than commercial enterprise, and it was publicly given out that this was to be an atonement, if possible, for unheard of cruelties practiced by the Spaniards in America, and which had, in a very few years, wiped off the earth the tribes which inhabited Cuba on its discovery.
On this account the religious orders have had great influence in the establishments and institutions of the colony, from the very first. To them a great part of the cultivated land belongs, and monks, priests and friars are seen everywhere. In 1762 Manila was taken by a British fleet, and held for some time, but eventually restored. With the loss of her great possessions on the continent of America—North and South, the Philippines have been of increasing importance to Spain; as from them she draws a large portion of her revenue. The weather is always hot in these islands, and cholera frequently makes itself felt. There are also earthquakes, some of which are very destructive. They occur more frequently upon Luzon than upon the more southern islands. The city of Manila lies near a bay of the same name which opens westward into the China Sea, 14.30 S. 121 East Longitude. The city proper is in the shape of the segment of a circle, on one side of the River Pasig. The old city is walled, in the style of three hundred years ago, and above the walls appear the roofs and towers of churches and monasteries and nunneries, quite in the mediæval style. An American could hardly be landed in a more thoroughly foreign scene than that afforded by Manila, with its old fortified towns on one hand and the Binondo suburb on the other.
On the other side of the Pasig, which forms a broad canal for mercantile purposes, but which cannot be approached by vessels of any great draft, is the Binondo, a suburb where most of the foreigners live, especially those in business. This suburb is much more populous than the city proper. The Pasig has many smaller branches by which it enters the bay, on which are placed the houses of the natives or Tagalos, very generally built on piles, over the water, or partly so, in the manner that experience has taught the whole Eastern people to be the best for them.
In these branches of the Pasig are to be seen, in the early morning especially, men, women and children bathing and washing their long, jet-black hair with a bark, which has the effect of soap. They are a very clean people, and their cotton and piña clothing is always beautifully neat.
It was not until 1810 that foreigners had a right to reside and trade in Manila or in the other Islands. The Spaniards always carried on a most lucrative trade, however, in sugar, tobacco, indigo, the fiber known as Manila hemp, gold dust, birds-nest, coffee, sapan-wood, hats, mats, hides, cotton and many other things. The beautiful stuff called piña, from the fiber of the pineapple, has no equal in the world as a tissue. The bay of Manila is very large, but very shoal in some parts, so vessels of draft lie some two miles from the mouth of the Pasig. The entrance of the Bay is open to the westward, or the China Sea. Almost in the middle of the entrance, rather to the north, is Corregidor Island, the head-quarters for the coast guard, and with batteries, lately of some power, but formerly merely meant to bring to merchant vessels.
When the bay begins to open out, Cavite is seen to the right, a town of respectable size, sought after by many in Manila on account of its comparative healthfulness, on a sort of peninsula, jetting into the Bay, and the seat of all naval activity of the Spanish East Indies, for it has an arsenal and a small dock, besides a marine railway. In a military point of view it is much more important than Manila itself.
As for the engagement at Manila, we may first say that never in the history of naval battles, was a whole squadron more completely destroyed.
Even at the battle of the Nile, where the French ships were moored in line, two ships got away. At the Manila fight the American vessels, though fighting in foreign waters which were shoal, and which were particularly fitted for torpedo work, had a certain advantage over the Spanish forces for several reasons:
1st. The Spanish were at anchor (under the protection of the Cavité batteries, to be sure,) but they would have been much more effective under way. In other words, they were surprised. There were many heavy guns at Corregidor, which should have disputed the passage, and should have warned the people of Cavité of the approach of the enemy.
Manila Bay, the Scene of Admiral Dewey’s Victory.
2d. They surprised the Spanish squadron, the commander of which probably supposed that they would not come in without some preliminary reconnoitering. Although there were heavy guns on Corregidor, they ran into the bay in the night, without regard to torpedoes, and appeared at daylight in front of Cavité.
3d. When the engagement began they shot straight and true, in consequence of long drill, and every shot told somewhere, while those of the Spanish ships and batteries seem to have been very wild.
The history of the engagement is rendered more curious by the fact that Dewey’s squadron retired for a time, after partial destruction had been effected, to the other side of the bay, for the purpose of giving his men breakfast, as they had been at quarters for twelve hours or more. Although he does not say so in his report, it was also probable that he wished to give the opposing force an opportunity to realize that they were beaten and should surrender. As they did not do so he resumed the engagement and finished the matter—destroying the rest of the vessels and compelling the surrender of Cavité.
That evening he sent the following dispatch:
Manila, May 1st.
“The squadron arrived at Manila at daybreak this morning, immediately engaged the enemy and destroyed the following vessels: Reina Christina, Castilla, Don Antonio de Ulloa, Isla de Luzon, Isla de Cuba, General Lezo, Marques de Duero, El Cano, Velasco, Transport Isla de Mindinao and another vessel, and water battery at Cavite. Squadron is uninjured. Only few men slightly wounded.”
Geo. Dewey.
To return to the details of the action at Manila. On the 25th of April, 1898, Congress declared that a state of war existed. The Spanish Minister, Polo y Bernabe, had demanded his passport on 20th in consequence of the Cuban Intervention Resolution by Congress. An ultimatum, embracing the provisions of the Intervention Resolutions, was forwarded to Madrid on the same day. The next day Spain gave Mr. Woodford his passport, thus severing all diplomatic relations between the two governments.
When Congress declared a state of war, on April 25th, Commodore Geo. Dewey, in command of our China squadron, was warned by cable of the state of affairs, and was also ordered to capture or destroy the Spanish squadron at the Philippines. The term “capture or destroy” may seem a little strange to persons not conversant with naval history, but those very words have been used in instructions to naval officers since, at least, the year 1600.
Fortunately, these orders found the right man in the right place, for Dewey was a man of experience in the civil war (in which he had, although very young, acted a conspicuous part,) and had afterwards served in various places of trust, as well as in command at sea.
By cabled authority he was enabled to buy, in Hong Kong, (where he was then lying with the squadron under his command,) the Nanshan and the Zafiro, two English merchant steamers of considerable size, with the understanding that they should be cleared of their cargos, and delivered to him within twenty-four hours. They were then laden with stores and coal to accompany the squadron; and so energetic were the measures that they caused the admiration of all at Hong Kong; and, when the proclamation of neutrality made it necessary for Dewey to leave the English port, he was enabled to withdraw, in good condition, to Mirs Bay, about twenty miles to the north of Hong Kong, to complete his preparations. China had not yet declared neutrality, and, in fact, did not do so until after Dewey had left Mirs Bay.
Dewey would have had no port of refuge nearer than San Francisco, if he had not captured one himself upon leaving China.
Timing his route perfectly, and steaming at the most economical rate, he arrived near the entrance of Manila Bay on the night of April 30th. With him, in addition to the Olympia, his flag-ship, a protected cruiser, first rate, were the Baltimore, the Boston and the Raleigh, all three protected cruisers of the second rate; the Concord, third rate and the Petrel, fourth rate. In addition he had the McCulloch, a revenue vessel and the two store ships; but these did not take any active part in the engagement, for the store ships were unarmed and the revenue vessel was unprotected.
Before daylight on Sunday, May 1st, the Olympia led the squadron through the entrance of Manila Bay without being perceived from Corregidor Island and from the batteries there until they were nearly past, when a few inefficient shots were fired.
The Battle of Manila, May 1, 1898.—The American Fleet.
The Battle of Manila, May 1, 1898.—The Spanish Fleet.
Steaming straight for the little promontory of Cavité, under the protection of the batteries of which the Spanish squadron was lying, he at once opened fire, as has already been said, and with the result that, in the course of the morning, he destroyed the Reina Christina, a cruiser of 3000 tons, mounting nineteen Hontoria guns, from six to four inches in calibre, two machine guns and five torpedo tubes; Castilla, 2350 tons, ten Krupp guns and four revolving cannon, with three torpedo tubes; Don Antonio de Ulloa, 1152 tons, eight Hontoria guns, one machine gun and two torpedo tubes; Isla de Cuba, 1040 tons, twelve guns and three torpedo tubes; Marques del Duero, gunboat, 500 tons, three guns and one torpedo tube; El Cano, gunboat, 525 tons, three guns, three machine guns and one torpedo tube; Velasco, cruiser, 1139 tons, five guns and two machine guns; and the Isla de Mindinao, an armed transport of 4195 tons.
There were several other small gun boats, and one which came into the harbor some days after the battle and was taken. The batteries at Cavité were silenced at the same time that the force afloat was destroyed.
Our loss was limited to eight wounded by an explosion on board the Baltimore, while Commodore Dewey reported the Spanish loss as not fully known, but certainly one hundred and fifty killed, including the captain of the Reina Christina. After Cavité was possessed he reported two hundred and fifty sick and wounded within his lines.
Before the battle had been long going on the Reina Christina, the flag-ship of Admiral Montijo was struck by a shell which set her on fire, forward. As they were soon compelled by the flames to abandon her, the Admiral transferred his flag to the Isla de Cuba, and soon after this time the Don Antonio de Ulloa burst into flames. The Spanish stuck well to their guns, but seemed to lack practice, as their aim was for the most part bad, and their shot either fell short or went clean over the American vessels. The guns on shore, at Cavité, were also badly served, and did no harm to the assailants, although the Spaniards fought with great courage to the last. When these were silenced a small force was landed from the Petrel to occupy the place, and the medical officers landed to assist the Spanish wounded.
On Monday, the 2d of May, the American squadron went up opposite Manila and anchored. Of course it was impossible for Commodore Dewey to occupy a place extending over so much ground without a land force, but he held the city completely under his guns.
The news of the action was received with great joy all over our country, and on the day the news was received the Secretary of the Navy sent the following message, along with a confidential despatch to the Commander in Chief of the Asiatic Squadron:
Washington, May 7th.
Dewey, Manila:—
“The President, in the name of the American people, thanks you and your officers and men for your splendid achievement and overwhelming victory. In recognition he has appointed you an Acting Admiral, and will recommend a vote of thanks to you by Congress.”
Long.
The thanks of Congress were promptly voted, with a sword for Commodore Dewey, and a medal for each officer and man who took part in the engagement. Congress also increased the number of Rear Admirals from six to seven, so that the president might appoint Dewey a Rear Admiral, which was done at once, and the appointment confirmed by the Senate.
In considering this action it must be remembered that, although Dewey’s vessels were more powerful than those of the Spanish Navy, he had the disadvantage of advancing into strange waters, where shoals existed, and where, for all he knew, torpedoes and mines were laid. In fact two of the latter were exploded in front of the squadron, but so hurriedly as to do no harm. He had also the shore batteries to contend against, which made the opposing weight of metal more than equal to his. “The Spanish admiral” says a contemporary journal, “though he must have been aware that the American squadron was somewhere in the vicinity, could not bring himself to believe that the American commodore would have the audacity to steam into a mined harbor in the night time, with forts on both sides, and the Spanish squadron ready to receive him. But Dewey took the chances, and his being beforehand was half the victory. Many men, equally as brave in action, would have delayed to reconnoitre, and thereby have given time for the enemy to make additional preparations to receive him.
In consequence of Dewey’s disregard of possible danger, he found the Spanish ships in a cramped position where they could best be attacked.
There is also another thing to be noticed about the engagement at Manila Bay, and that is in regard to torpedo boats. It certainly seems that they are not the danger they are supposed to be, if used in daylight. Two of the Spanish torpedo boats from Cavite were directed against the Olympia, and were seen as soon as they started. They escaped several large projectiles directed at them by the great guns of the flag-ship, but they were easily destroyed when the six-pounder rapid firers got trained upon them. In daylight the torpedo boat is no longer to be feared. What a night attack will do, under the glare of the search lights, is more uncertain. For harbor defense torpedo boats may be very useful, but they are too wearing, on both officers and men, for any prolonged sea service.
Dewey’s action has taught us several things, for, except the Japan-China war, there had been no fighting with the new ships, and Dewey’s victory was a glorious one in its conduct and its results. It has also been useful in teaching the nations what they did not know before, and in impressing more strongly what they had some apprehension of. It showed that originality and dash, after careful planning and adequate preparation, will generally succeed. With several fortified positions on shore the advantage should have certainly been with the Spanish forces, but in spite of the great risk that every officer and every man must have known was being taken, “there was not a faint heart in all that squadron, but an enthusiasm and esprit du corps that could not but win with such a leader.”
As far as a naval action went, that at Manila was a “clean cut” thing. Nothing can take away from the small, well-drilled, well-manned and well-officered East Indian Squadron the credit they have so thoroughly well earned.
Rear Admiral Dewey was born in Montpelier, Vt., in 1838. Dr. Julius Y. Dewey, the father of the admiral, was a cultured gentleman of the old school, honored for his stalwart integrity and stern force of character. Admiral Dewey’s mother was celebrated throughout Vermont, her native state, for remarkable beauty of person and grace of manner.
The handsome colonial mansion in Montpelier was long a center of New England hospitality, and the Deweys were paramount among the first families of Vermont.
When Dewey was fourteen years old, a desire for a sea-faring life took possession of him, but his father did not take kindly to the thought of his son’s becoming a sailor; so a compromise was effected, and young Dewey left the Montpelier public school and entered the Norwich University at Northfield, Vt. This being a military school the youthful enthusiasm of the boy was temporarily appeased by musket practice and drill; but after two years had passed, Dr. Dewey decided that if his son must follow the sea, he should do so in a manner consistent with the Dewey stock.
An appointment to the Naval Academy placed the future Admiral at Annapolis in 1858. Upon his graduation, in 1858, he cruised for a few years as midshipman on the steam frigate Swatara in the Mediterranean and then returned to Montpelier.
On April 19, 1861, Dewey was commissioned Lieutenant, and for two years served on the steam sloop Mississippi, taking part in the action of the West Gulf Squadron. The Mississippi grounded, and was riddled by the shore batteries at Port Hudson. The officers and men were landed on the opposite side by boats; Captain Smith and Lieutenant Dewey being the last to leave the ship. In 1863 the young Lieutenant was in the thick of the fight with the gunboats that met the Confederates below Donaldsonville, and subsequently served on the steam gunboat Agawam, Captain Rhind, of the North Atlantic Squadron, and participated in two attacks on Fort Fisher in 1864-1865.
Dewey was commissioned Lieutenant Commander March 3, 1865, and a year later became executive officer of the famous Kearsarge. He also served on the frigate Colorado, flagship of the European Squadron.
On returning to the United States in 1868, he was detailed for duty at Annapolis, remaining for two years.
Dewey received his first command—the Narragansett—in 1870, and was engaged in special service till 1875, two years of which he had charge of the Pacific Survey. Meantime he became a Commander.
Commander Dewey became Light House Inspector in 1876, and was Secretary of the Light House Board from 1877 to 1882, when he was assigned to the command of the Juniata, of the Asiatic Squadron. In 1884 he was promoted to be Captain, and took command of the Dolphin, one of the first craft of the new Navy, and afterwards of the Pensacola, flagship of the European Squadron.
In 1888 Captain Dewey served as Chief of the Bureau of Equipment and Recruiting, with rank of Commodore. He was commissioned Commodore February 28, 1896. From 1893 to 1895 Commodore Dewey was a member of the Light House Board. In 1896 and 1897, he was President of the Inspection and Survey Board. On November 30, 1897, he was assigned to the command, of the Asiatic Squadron, and assumed his duties January 3, 1898.
In recognition of his splendid achievement at Manila, Commodore Dewey was appointed a Rear Admiral in May, 1898.
Admiral Dewey married the daughter of the celebrated Governor Goodwin, War Governor of New Hampshire—a fighter of the old school. Mrs. Dewey did not long survive the birth of her only son, George Goodwin Dewey.
Admiral Dewey made his home in Washington after his wife’s death. He was fond of horseback exercise, being never without a thoroughbred animal, and he treated them with a considerate kindness that was characteristic of the man.
Admiral Dewey was an early riser, and spent most of his time in the public service. He was temperate to the degree of abstemiousness. He was Life President of the Metropolitan Club, of Washington, member of the University Club, of New York, and for some time a member of the Somerset Club, of Boston. During his earlier residence in Washington, he was a member of the Maryland Hunting Club, but later his active public service prevented him indulging his taste for gunning.
Admiral Dewey’s son said of him: “Father has always been an extremely active man. He has been a lifelong student of everything connected with the sea. He is a constant reader, but in his studies he seldom goes outside of nautical science, or some collateral branch, such as Naval History. He made a study of harbors, too, and is a thorough geographer. I attribute his success at Manila in part to his knowledge of the harbor. He undoubtedly knew just what he was doing and where he was going when he made that midnight dash which seems to be so amazing to people who don’t know him. He knows how to navigate; he never carried a pilot all the time he was captain. He did his own navigating.
“Then, too, father had every confidence in his men, and the feeling was reciprocal, which was another strong element that contributed to his success. He knew what they could do. The cardinal principle of my father has been: ‘Whatever is worth doing is worth doing well.’”
This was the keynote of the life of George Dewey, whose name in a day was placed with those of John Paul Jones, Decatur, Farragut, and others who have shone in Naval History.