The ships and sailors of old Salem

by Ralph Delahaye Paine

FOOTNOTES:

[25] From “An Account of the Yacht Cleopatra’s Barge.” by Benjamin W. Crowninshield, Historical Collections of the Essex Institute, from which much of the information in this chapter is derived.

[26] (1797) “Aug. 30.—Went to the Market House to see the Elephant. The crowd of spectators forbade me any but a general and superficial view of him. He was six feet four inches high. Of large Volume, his skin black as tho’ lately oiled. A short hair was on every part but not sufficient for a covering. His tail hung one third of his height, but without any long hair at the end of it. His legs were still at command at the Joints but he could not be persuaded to lie down. The Keeper repeatedly mounted him but he persisted in shaking him off. Bread and Hay were given him and he took bread out of the pockets of the spectators. He also drank porter and drew the cork, conveying the liquor from his trunk into his throat. His Tusks were just to be seen beyond the flesh and it was said had been broken. We say his because this is the common language. It is a female, and teats appeared just behind the fore legs.” (From the Diary of Dr. William Bentley.)

[27] “A narrative dated Sept. 18, 1806, is published. It relates that the ship Marquis de Somereulas, Captain William Story, on the coast of Sumatra, had a narrow escape from being surprised by some of the natives. Two proas came alongside with fourteen men who were allowed to come on board. Only five of the ship’s company were left on deck. The mate and rest of the hands were stowing the cargo. The captain, being in the cabin, heard Mr. Bromfield, the clerk who was above, exclaim that he was cresed. The sailmaker ran to his rescue, but was dangerously wounded and jumped down the hatchway. All the hands below were ordered to gain the deck, though they had scarcely any arms. The captain, while endeavoring to ascend the companionway, was attacked with boarding pikes. His men attempted to get up but were repulsed with several of them wounded. They were rallied and another effort was about to be made. The injunction was given that if they did not succeed, and the Malays took possession of the ship, a match should be applied to the magazine to blow her up. In the meanwhile the natives had retreated, which was immediately discovered by the crew who got on deck with the expectation of a deadly contest. Mr. Bromfield was found dead. The carpenter and cook were missing, but these two had escaped in a boat and soon returned to unite with their comrades.” (Felt’s “Annals of Salem.”)

[28] The 19th of February, 1795, was a day of National Thanksgiving ordered by proclamation of President Washington.

CHAPTER XII
THE BUILDING OF THE ESSEX
(1799)

Twentieth century battleships are built at a cost of six or seven millions of dollars with the likelihood of becoming obsolete before they fire a gun in action. It is a task of years to construct one of these mighty fabrics, short-lived as they are in service, and crammed with intricate machinery whose efficiency under stress of war is largely experimental.

One hundred and ten years ago there was launched from a Salem shipyard a wooden sailing frigate called the Essex. She was the fastest and handsomest vessel of the United States navy and a dozen years after she first flew the flag of her country she won immortal renown under Captain David Porter. There is hardly a full-rigged sailing ship afloat to-day as small as the Essex, and in tonnage many modern three-masted coasting schooners can equal or surpass her. Yet her name is one of the most illustrious in the list of a navy which bears also those of the Constitution, the Hartford, the Kearsarge and the Olympia.

It was the maritime war with France at the end of the eighteenth century which caused the building of the Essex. When American commerce was being harried unto death by the frigates and privateersmen of “the Terrible Republic” as our sailors called France, our shadow of a navy was wholly helpless to resist, or to protect its nation’s shipping. At length, in 1797, Congress authorized the construction of the three famous frigates, Constitution, Constellation and United States, to fight for American seamen’s rights. The temper and conditions of that time were reflected in an address to Congress delivered by President John Adams on November 23, 1797, in which he said:

“The commerce of the United States is essential, if not to their existence, at least to their comfort, growth and prosperity. The genius, character and habits of our people are highly commercial. Their cities have been formed and exist upon commerce; our agriculture, fisheries, arts and manufactures are connected with and dependent upon it. In short, commerce has made this country what it is, and it cannot be destroyed or neglected without involving the people in poverty or distress. Great numbers are directly and solely supported by navigation. The faith of society is pledged for the preservation of the rights of commercial and seafaring, no less than other citizens. Under this view of our affairs I should hold myself guilty of neglect of duty if I forebore to recommend that we should make every exertion to protect our commerce and to place our country in a suitable posture of defence as the only sure means of preserving both.”

The material progress of this country has veered so far from seafaring activities that such doctrine as this sounds as archaic as a Puritan edict for bearing arms to church as a protection against hostile savages. One great German or English liner entering the port of New York registers a tonnage equaling that of the whole fleet of ships in the foreign trade of Salem in her golden age of adventurous discovery. Yet the liner has not an American among her crew of five hundred men, and not one dollar of American money is invested in her huge hull. She is a matter of the most complete indifference to the American people, who have ceased to care under what flags their commerce is borne over seas.

On the other hand, the shipping of Salem and other ports was a factor vital to national welfare a century ago. But when John Adams preached the necessity of resorting to arms to protect it, the country was too poor to create a navy adequate for defense. Forthwith the merchants whose ships were being destroyed in squadrons by French piracy offered to contribute their private funds to build a fleet of frigates that should reinforce the few naval vessels in commission or authorized.

It was a rally for the common good, a patriotic movement in which the spirit of ’76 flamed anew. The principles that moved the American people were voiced by James McHenry, Secretary of War in 1789, in a letter to the Chairman of the Committee of the House of Representatives for the Protection of Commerce:

“France derives several important advantages from the system she is pursuing toward the United States. Besides the sweets of plunder obtained by her privateers she keeps in them a nursery of seamen to be drawn upon in conjunctures by the navy. She unfits by the same means the United States for energetic measures and thereby prepares us for the last degree of humiliation and subjection.

“To forbear under such circumstances from taking naval and military measures to secure our trade, defend our territories in case of invasion, and to prevent or suppress domestic insurrection, would be to offer up the United States a certain prey to France ... and exhibit to the world a sad spectacle of national degradation and imbecility.”

The frigate Essex, from the only painting made during her career at sea

In June of the following year, Congress passed an act “to accept not exceeding twelve vessels on the credit of the United States, and to cause evidences of debt to be given therefor, allowing an interest thereon not exceeding six per cent.” It was in accordance with this measure, which confessed that the United States was too poor to build a million dollars’ worth of wooden ships of war from its treasury, that subscription lists were opened at Newbury, Salem, Boston, New York, Philadelphia, Baltimore and Norfolk, the citizens of each of these seaports making ready to contribute a frigate as a loan to the government. Even the infant city of Cincinnati subscribed toward equipping a galley for the defense of the Mississippi against the French.

At Salem, Elias Hasket Derby and William Gray, the two foremost shipping merchants of the town, led the subscription list with the sum of ten thousand dollars each, and in a few weeks $74,700 had been raised in contributions as small as fifty dollars.

The Salem Gazette of October 26, 1798, contained this item: “At a meeting in the Courthouse in this town Tuesday evening last, of those gentlemen who have subscribed to build a ship for the service of the United States, it was voted unanimously to build a Frigate of thirty-two guns and to loan the same to the Government; and William Gray, jr., John Norris and Jacob Ashton, Esqr., Captain Benjamin Hodges and Captain Ichabod Nichols were chosen a committee to carry the same into immediate effect.” Captain Joseph Waters was appointed General Agent, and Enos Briggs, a shipbuilder of Salem, was selected as master builder.

The Master Builder inserted this advertisement in the Essex Gazette:

“The Salem Frigate
“Take Notice.

“To Sons of Freedom! All true lovers of Liberty of your Country. Step forth and give your assistance in building the frigate to oppose French insolence and piracy. Let every man in possession of a white oak tree be ambitious to be foremost in hurrying down the timber to Salem where the noble structure is to be fabricated to maintain your rights upon the seas and make the name of America respected among the nations of the world. Your largest and longest trees are wanted, and the arms of them for knees and rising timber. Four trees are wanted for the keel, which altogether will measure 146 feet in length, and hew 16 inches square. Please to call on the subscriber who wants to make contracts for large or small quantities as may suit best and will pay the ready cash.

“Enos Briggs.

“Salem, November 23, 1798.”

So enthusiastic was the response to the call for material that Master Builder Enos Briggs was obliged to have this advertisement printed:

“The Salem Frigate

“Through the medium of the Gazette the subscriber pays his acknowledgements to the good people of the county of Essex for their spirited exertions in bringing down the trees of the forest for building the Frigate. In the short space of four weeks the complement of timber has been furnished. Those who have contributed to their country’s defence are invited to come forward and receive the reward of their patriotism. They are informed that with permission of a kind Providence, who hath hitherto favored the undertaking,

Next September is the time

When we’ll launch her from the strand

And our cannon load and prime

With tribute due to Talleyrand.

“Enos Briggs.

“Salem, Jan. 1, 1799.”

The great timbers for the ship’s hull were cut in the “wood lots” of Danvers, Peabody, Beverly and other nearby towns of Essex county and hauled through the snowy streets of Salem on sleds drawn by slow-moving oxen, while the people cheered them as they passed. The keel of the frigate was laid on the 13th of April, 1799, and she was launched five months and seventeen days later, on the 30th of September, Master Builder Briggs saving his reputation as a prophet by the narrowest possible margin.

The Essex was a Salem ship from keel to truck. Her cordage was made in three rope walks. Captain Jonathan Haraden, the most famous Salem privateersman of the Revolution, made the rigging for the mainmast at his factory in Brown Street. Joseph Vincent fitted out the foremast and Thomas Briggs the mizzenmast in their rigging lofts at the foot of the Common. When the huge hemp cables were ready to be carried to the frigate, the workmen who had made them conveyed them to the shipyard on their shoulders, the procession led by a fife and drum. Her sails were cut from duck woven for the purpose at Daniel Rust’s factory in Broad Street, and her iron work was forged by the Salem shipsmiths. Six months before she slid into the harbor her white oak timbers were standing in the woodlands of Massachusetts.

The glorious event of her launching inspired the editor of the Salem Gazette to this flight of eulogy:

“And Adams said: ‘Let there be a navy and there was a navy.’ To build a navy was the advice of our venerable sage. How far it had been adhered to is demonstrated by almost every town in the United States that is capable of floating a galley or a gunboat.

“Salem has not been backward in this laudable design. Impressed with a sense of the importance of a navy, the patriotic citizens of this town put out a subscription and thereby obtained an equivalent for building a vessel of force. Among the foremost in this good work were Messrs. Derby and Gray, who set the example by subscribing ten thousand dollars each. But alas, the former is no more—we trust his good deeds follow him.

“Such was the patriotic zeal with which our citizens were inspired, that in the short space of six months they contracted for the materials and equipment of a frigate of thirty-two guns, and had her complete for launching. The chief part of her timber was standing but six months ago, and in a moment as it were, ‘every grove descended’ and put in force the patriotic intentions of those at whose expense she was built.

“Yesterday the Stars and Stripes were unfurled on board the frigate Essex and at 12 o’clock she made a majestic movement into her destined element, there to join her sister craft in repelling foreign aggressions and maintaining the rights and liberties of a ‘Great, Free, Powerful and Independent Nation.’

“The concourse of spectators was immense. The heart-felt satisfaction of the beholders of this magnificent spectacle was evinced by the concording shouts and huzzas of thousands which reiterated from every quarter.

“The unremitting zeal of Mr. Briggs, the architect of this beautiful ship, cannot be too highly applauded. His assiduity in bringing her into a state of such perfection in so short a time entitles him to the grateful thanks of his Country and we fondly hope his labors have not been spent in vain, for we may truly say that he has not ‘given rest to the sole of his foot’ since her keel was first laid. At least he will have the consolation of reflecting on the important service he has rendered his country in this notable undertaking.”

The guns of the frigate had been planted on a nearby hill, and as she took the water they thundered a salute which was echoed by the cannon of armed merchant vessels in the harbor. This famous frigate, literally built by the American people, their prayers and hopes wrought into every timber of her with the labor of their own hands, cost a trifle less than $75,000 when turned over to the Government. The Essex was a large vessel for her time, measuring 850 tons. She was 146 feet in length “over all,” while her keel was 118 feet long. Her beam was 37 feet and her depth of hold 12 feet 3 inches. The height between her gun deck and lower deck was only 5 feet 9 inches. Her mainmast was 85 feet long with a head of 12 feet. Above this was a topmast 55 feet long with a head of 7½ feet, and towering skyward from the topmast her topgallant mast of 40 feet with a head of 15 feet. Her mainyard was 80 feet long.

Rigged as a three-masted ship, with an unusual spread of canvas, the Essex must have been a rarely beautiful marine picture when under way. The handling of such a majestic fabric as one of these old-time men-of-war is mirrored in the song of “The Fancy Frigate” which describes how such a ship as this noble Essex was manned by the hundreds of tars who swarmed among her widespread yards:

“Now my brave boys comes the best of the fun,

All hands to make sail, going large is the song.

From under two reefs in our topsails we lie,

Like a cloud in the air, in an instant must fly.

There’s topsails, topgallant sails, and staysails too,

There is stu’nsails and skysails, star gazers so high,

By the sound of one pipe everything it must fly.

Now, my brave boys, comes the best of the fun,

About ship and reef topsails in one.

All hands up aloft when the helm goes down,

Lower way topsails when the mainyard goes round.

Chase up and lie out and take two reefs in one,

In a moment of time all this work must be done.

Man your head braces, your haulyards and all,

And hoist away topsails when it’s ‘let go and haul,’

As for the use of tobacco all thoughts leave behind,

If you spit on the deck then your death warrant sign.

If you spit overboard either gangway or starn

You are sure of six dozen by way of no harm.”

But before this “fancy frigate” of the American navy could get to sea, there was much to be done. Captain Richard Derby of Salem had been selected to command her, but he was abroad in one of his own ships and could not return home in time to equip the frigate for active service. Therefore, Captain Edward Preble of the navy was offered the command, which he accepted and hastened to Salem to put his battery and stores aboard and recruit a crew. It is related that when Captain Preble saw the armament that had been prepared for his ship he found the gun carriages not at all to his liking.

“Who built those gun carriages,” he angrily demanded of Master Builder Briggs.

“Deacon Gould,” was the answer.

“Send for Deacon Gould to meet me at the Sun tavern this evening,” ordered Captain Preble.

Deacon Gould made his appearance and found Captain Preble waiting with somewhat of irritation in his demeanor. The deacon was a man of the most dignified port and he asked:

“What may be your will, Captain Preble?”

“You do not know how to make gun carriages, sir,” exclaimed the fighting sailor.

“What’s that you say, Captain Preble. What’s that you say?” thundered Deacon Gould. “I knew how to make gun carriages before you were born, and if you say that word again I will take you across my knee and play Master Hacker[29] with you, sir.”

Both men were of a hair-trigger temper and a clash was prevented by friends who happened to be in the tavern. Captain Preble proceeded to have the gun carriages cut down to suit him, however, as may be learned from the following entry in his sea journal kept on board the Essex:

“26 12-pound cannon were taken on board for the main battery; mounted them and found the carriages all too high; dismounted the cannon and sent the carriages ashore to be altered.”

The battery of the Essex consisted of 26 12-pounders on the gun decks; 6 6-pounders on the quarter deck; 32 guns in all. During his first cruise at sea Captain Preble recommended to the Secretary of the Navy that 9-pounders replace the 6-pound guns on the quarterdeck which he thought strong enough to bear them, a tribute to honest construction by Master Builder Enos Briggs.

The official receipt of the acceptance of the Essex in behalf of the Government of the United States which Captain Preble gave the Salem committee reads as follows:

“The Committee for building a frigate in Salem for the United States having delivered to my charge the said frigate called the Essex, with her hull, masts, spars and rigging complete, and furnished her with one complete suit of sails, two bower cables and anchors, one stream cable and anchor, one hawser, and kedge anchor, one tow line, four boats and a full set of spare masts and spars except the lower masts and bowsprit, I have in behalf of the United States received the said frigate Essex and signed duplicate receipts for the same.

“Edward Preble, Captain, U. S. N.

“Salem, Dec. 17, 1799.”

This receipt was not given until Captain Preble had taken time to make a thorough examination of the vessel, for his first letter to the Secretary of the Navy concerning the Essex was written on November 17th, more than a month earlier than the foregoing document. He reported on this previous date:

“Sir. I have the honor to inform you that I arrived here last evening and have taken charge of the Essex. She is now completely rigged, has all her ballast on board, and her stock of water will be nearly complete by to-morrow night.... I am much in want of officers to attend the ship, and the recruiting service. I shall be obliged to open a rendezvous to-morrow to recruit men sufficient to make the ship safe at her anchors in case of a storm. I presume the Essex can be got ready for sea in thirty days if my recruiting instructions arrive soon. The agent, Mr. Waters, and the Committee are disposed to render me every assistance in their power.

“Very respectfully,
“Your obedient servant,
“Edward Preble, Capt.

“To the Hon. Secretary of the Navy, etc., etc.”

In another letter with the foregoing address Captain Preble wrote:

“I beg leave to recommend Mr. Rufus Low of Cape Ann for Sailing Master of the Essex. He has served as captain of a merchant ship for several years and has made several voyages to India and sustains a good reputation. His principal inducement for soliciting this appointment is the injuries he has sustained by the French.”

The crew of the Essex, officers and men, numbered two hundred and fifty when she went to sea. It was a ship’s company of Americans of the English strain who had become native to the soil and cherished as hearty a hatred for the mother country as they did the most patriotic ardor for their new republic. There were only two “Macs” and one “O’” on the ship’s muster rolls, and men and boys were almost without exception of seafaring New England stock. In a letter of instructions to Captain Preble, the Secretary of the Navy, Benjamin Stoddard, wrote of the proposed complement of the Essex:

“Sixty able bodied seamen, seventy-three ordinary seamen, thirty boys, fifty marines including officers. Able seamen $17 per month, ordinary seamen and boys $5 to $17.”

Captain Preble was greatly pleased with the behavior of the frigate in her first “trying out” run from Salem to Newport. He wrote from sea to Joseph Waters:

“The Essex is a good sea boat and sails remarkably fast. She went eleven miles per hour with topgallant sails set and within six points of the wind.”

He also wrote the Secretary of the Navy after leaving Newport:

“I have the honor to acquaint you that the Essex in coming out of the harbor sailed much faster than the Congress, and is, I think, in every respect a fine frigate.”

Nor was this admiration limited to her own officers, for from the Cape of Good Hope, on her first deep-water cruise, Captain Preble wrote home:

“The Essex is much admired for the beauty of her construction by the officers of the British Navy.”

In company with the frigate Congress the Essex sailed in January, 1800, for Batavia to convoy home a fleet of American merchantmen. Six days out the Congress was dismasted in a storm which the Essex weathered without damage and proceeded alone as the first American war vessel to double the Cape of Good Hope. Ten months later she reached the United States with her merchantmen. The Essex had not the good fortune to engage the enemy, for a treaty of peace with France was signed in February, 1801.

Captain Preble left the ship because of ill health, and in command of Captain Wm. Bainbridge, she joined the Mediterranean squadron of Commodore Richard Dale. She made two cruises in this service until 1805, and played a peaceful part on the naval list until the coming of the War of 1812. At that time the eighteen-gun ship Wasp was the only American war vessel on a foreign station. A small squadron was assembled at New York under Commodore Rodgers, comprising the President, Hornet and Essex. Captain David Porter had been given command of the Essex and he sailed with this squadron which was later reinforced by the ships assembled with the pennant of Commodore Decatur. The Essex took several prizes, and fought a fierce single-ship action with H. B. M. ship Alert of twenty guns and 100 men, which he captured.

The immortal cruise of the Essex under David Porter began when he was ordered to meet Bainbridge’s ships, the Constellation and Hornet in South American waters. Failing to find the squadron at the rendezvous in the South Atlantic, in April David Porter headed for Cape Horn and the Pacific in search of British commerce. Early in 1813 he was able to report:

“I have completely broke up the British navigation in the Pacific; the vessels which had not been captured by me were laid up and dared not venture out. I have afforded the most ample protection to our own vessels which were on my arrival very numerous and unprotected. The valuable whale fishery there is entirely destroyed and the actual injury we have done them may be estimated at two and a half million dollars, independent of the vessels in search of me.

“They have furnished me amply with sails, cordage, cables, anchors, provisions, medicines, and stores of every description; and the slops on board have furnished clothing for my seamen. I have in fact lived on the enemy since I have been in that sea, every prize having proved a well-found store ship for me.”

In letters from Valparaiso Captain Porter was informed that a British squadron commanded by Commodore James Hillyar was seeking him. This force comprised the frigate Phoebe of thirty-six guns, the Raccoon and Cherub, sloops of war, and a store ship of twenty guns. “My ship, as it may be supposed after being near a year at sea,” wrote Captain Porter, “required some repairs to put her in a state to meet them; which I determined to do and to bring them to action if I could meet them on nearly equal terms.”

With this purpose in mind Captain Porter went in search of the British squadron. In his words: “I had done all the injury that could be done the British commerce in the Pacific, and still hoped to signalize my cruise by something more splendid before leaving that sea.”

“Agreeably to his expectation,” as Captain Porter phrased it, the Phoebe appeared at Valparaiso shortly after the arrival of the Essex in that port. But instead of offering a duel on even terms between the two frigates, the British Commodore brought with him the Cherub sloop of war. These two British vessels had a combined force of eighty-one guns and 500 men, as compared with the thirty-six guns and fewer than 300 men of the Essex. “Both ships had picked crews,” said Captain Porter, “and were sent into the Pacific in company with the Raccoon of 32 guns and a store ship of 20 guns for the express purpose of seeking the Essex, and were prepared with flags bearing the motto, ‘God and Country; British Sailors Best Rights; Traitors Offend Both.’ This was intended as reply to my motto, ‘Free Trade and Sailors’ Rights,’ under the erroneous impression that my crew were chiefly Englishmen, or to counteract its effect on their own crew.... In reply to their motto, I wrote at my mizzen: ‘God and Our Country; Tyrants Offend Them.’”

Alongside the Essex lay the Essex, Junior, an armed prize which carried twenty guns and sixty men. For six weeks the two American vessels lay in harbor while the British squadron cruised off shore to blockade them, “during which time, I endeavored to provoke a challenge,” explained Captain Porter, “and frequently but ineffectually to bring the Phoebe alone to action, first with both my ships, and afterwards with my single ship with both crews on board. I was several times under way and ascertained that I had greatly the advantage in point of sailing, and once succeeded in closing within gun shot of the Phoebe, and commenced a fire on her, when she ran down for the Cherub which was two miles and a half to leeward. This excited some surprise and expressions of indignation, as previous to my getting under way she hove to off the port, hoisted her motto flag and fired a gun to windward. Com. Hillyar seemed determined to avoid a contest with me on nearly equal terms and from his extreme prudence in keeping both his ships ever after constantly within hail of each other, there were no hopes of any advantages to my country from a long stay in port. I therefore determined to put to sea the first opportunity which should offer.”

On the 28th of March, 1813, the day after this determination was formed, the wind blew so hard from the southward that the Essex parted her port cable, and dragged her starboard anchor out to sea. Not a moment was to be lost in getting sail on the ship to save her from stranding. Captain Porter saw a chance of crowding out to windward of the Phoebe and Cherub, but his main-topmast was carried away by a heavy squall, and in his disabled condition he tried to regain the port. Letting go his anchor in a small bay, within pistol shot of a neutral shore, he made haste to repair damages.

The Phoebe and Cherub bore down on the Essex, which was anchored in neutral water, their “motto flags,” and union jacks flying from every masthead. The crippled Essex was made ready for action, and was attacked by both British ships at three o’clock in the afternoon. Describing the early part of the engagement Captain Porter reported to the Navy Department:

“My ship had received many injuries, and several had been killed and wounded; but my brave officers and men, notwithstanding the unfavorable circumstances under which we were brought to action and the powerful force opposed to us, were in no way discouraged; and all appeared determined to defend their ship to the last extremity, and to die in preference to a shameful surrender. Our gaff with the ensign and the motto flag at the mizzen had been shot away, but ‘Free Trade and Sailors’ Rights’ continued to fly at the fore. Our ensign was replaced by another and to guard against a similar event an ensign was made fast in the mizzen rigging, and several jacks were hoisted in different parts of the ship.”

After hauling off to repair damages both the Phoebe and the Cherub stationed themselves on the starboard quarter of the Essex where her short carronades could not reach them and where her stern guns could not be brought to bear, for she was still at her forced anchorage. All the halyards of the Essex had been shot away, except those of the flying jib and with this sail hoisted the cable was cut and the stricken Yankee frigate staggered seaward with the intention of laying the Phoebe on board and fighting at close quarters.

For only a short time was Porter able to use his guns to advantage, however, for the Cherub was able to haul off at a distance and pound the Essex while the Phoebe picked her own range and shot the helpless frigate to pieces with her long eighteen-pounders. In the words of David Porter which seem worthy of quotation at some length:

“Many of my guns had been rendered useless by the enemy’s shot, and many of them had their whole crews destroyed. We manned them again from those which were disabled and one gun in particular was three times manned—fifteen men were slain in the course of the action. Finding that the enemy had it in his power to choose his distance, I now gave up all hope of closing with him and as the wind for the moment seemed to favour the design, I determined to run her on shore, land my men, and destroy her.”

But the wind shifted from landward and carried the Essex toward the Phoebe, “when we were again exposed to a dreadful raking fire. My ship was now totally unmanageable; yet as her head was toward the enemy and he to leeward of me, I still hoped to be able to board him.” This attempt failed, and a little later, the ship having caught fire in several places, “the crew who had by this time become so weakened that they all declared to me the impossibility of making further resistance, and entreated me to surrender my ship to save the wounded, as all further attempt at opposition must prove ineffectual, almost every gun being disabled by the destruction of their crew.

“I now sent for the officers of division to consult them and what was my surprise to find only acting Lieutenant Stephen Decatur M’Knight remaining ... I was informed that the cockpit, the steerage, the wardroom and the berth deck could contain no more wounded, that the wounded were killed while the surgeons were dressing them, and that if something was not speedily done to prevent it, the ship would soon sink from the number of shot holes in her bottom. On sending for the carpenter he informed me that all his crew had been killed or wounded....

“The enemy from the smoothness of the water and the impossibility of reaching him with our carronades and the little apprehension that was excited by our fire, which had now become much slackened, was enabled to take aim at us as at a target; his shot never missed our hull and my ship was cut up in a manner which was perhaps never before witnessed; in fine, I saw no hopes of saving her, and at 20 minutes after 6 P. M. I gave the painful order to strike the colours. Seventy-five men, including officers, were all that remained of my whole crew after the action capable of doing duty and many of them severely wounded, some of them whom have since died. The enemy still continued his fire, and my brave, though unfortunate companions were still falling about me. I directed an opposite gun to be fired to show them we intended no farther resistance, but they did not desist; four men were killed at my side, and others at different parts of the ship. I now believed he intended to show us no quarter, that it would be as well to die with my flag flying as struck, and was on the point of again hoisting it when about 10 minutes after hauling down the colours he ceased firing.”

Of a crew of 255 men who went into action, the Essex lost in killed, wounded, and missing no fewer than 153 officers, seamen and marines, including among the list of “slightly wounded” no less a name than that of “David G. Farragut, midshipman,” who was destined to serve his country a full half century longer on the sea before his great chance should come to him on the quarterdeck of the Hartford in the Civil War.

Captain David Porter had been overmatched, fighting his crippled ship against hopeless odds until his decks were such an appalling scene of slaughter as has been recorded of few naval actions in history. But the Salem-built frigate Essex had fulfilled her destiny in a manner to make her nation proud unto this day of the men who sailed and fought her in the harbor of Valparaiso, many thousand miles from the New England shipyard where a patriotic town of seafarers had united with one common purpose to serve their country as best they could.

There was grief and indignation beyond words when the tidings reached Salem that the Essex had been taken, and bitter wrath against England was kindled by the conviction, right or wrong, that Commodore Hillyar had not played the part of an honorable foe in pitting both his fighting ships against the Yankee frigate. This impression was confirmed by that part of Captain Porter’s official report which read:

“We have been unfortunate but not disgraced—the defence of the Essex had not been less honourable to her officers and crew than the capture of an equal force; and I now consider my situation less unpleasant than that of Com. Hillyar, who in violation of every principle of honour and generosity, and regardless of the rights of nations, attacked the Essex in her crippled state within pistol shot of a neutral shore, when for six weeks I had daily offered him fair and honourable combat on terms greatly to his advantage. The blood of the slain must rest on his head; and he has yet to reconcile his conduct to heaven, to his conscience, and to the world.”

In a later letter to the Secretary of the Navy Captain Porter added these charges:

“Sir: There are some facts relating to our enemy and although not connected with the action, serve to shew his perfidy and should be known.

“On Com. Hillyar’s arrival at Valparaiso he ran the Phoebe close alongside the Essex, and inquired politely after my health, observing that his ship was cleared for action and his men prepared for boarding. I observed: ‘Sir, if you by any accident get on board of me, I assure you that great confusion will take place; I am prepared to receive you and shall act only on the defensive.’ He observed coolly and indifferently. ‘Oh, sir, I have no such intention’; at this instant his ship took aback of my starboard bow, her yards nearly locking with those of the Essex, and in an instant my crew was ready to spring on her decks.

“Com. Hillyar exclaimed in great agitation: ‘I had no intention of coming so near you; I am sorry I came so near you.’ His ship fell off with her jib-boom over my stern; her bows exposed to my broadside, her stern to the stern fire of the Essex, Junior, her crew in the greatest confusion, and in fifteen minutes I could have taken or destroyed her. After he had brought his ship to anchor, Com. Hillyar and Capt. Tucker of the Cherub visited me on shore; when I asked him if he intended to respect the neutrality of the port: ‘Sir,’ said he, ‘you have paid such respect to the neutrality of this port that I feel myself bound in honour, to do the same.’”

The behavior of Commander Hillyar after the action was most humane and courteous, and the lapse of time has sufficed to dispel somewhat of the bitterness of the American view-point toward him. If he was not as chivalrous as his Yankee foeman believed to be demanded of the circumstances, he did his stern duty in destroying the Essex with as great advantage to himself as possible. Captain Porter had shown no mercy toward English shipping, and he was a menace to the British commerce, which must be put out of the way. The inflamed spirit of the American people at that time, however, was illustrated in a “broadside,” or printed ballad displayed on the streets of Salem. This fiery document was entitled:

“Capture of the Essex
“Free Trade and Sailors’ Rights.

“Or, the In-glorious victory of the British with the Phoebe, Frigate, of 36 guns and 320 men and the Cherub, sloop of war, with 28 guns, and 180 men over the unfortunate Essex, Frigate of 32 guns and 255 men. Commanded by Captain David Porter. An action fought two hours and 57 minutes against a double complement of Men and force, by an enterprising and veteran Crew of Yankees.”

The closing verses of this superheated ballad were:

“The Essex sorely rak’d and gall’d;

While able to defend her

The Essex Crew are not appall’d

They Die but don’t Surrender!

They fearless Fight, and Fearless Die!

And now the scene is over;

For Britain, Nought but Powers on high

Their Damning Sins can Cover.

They Murder and refuse to save!

With Malice Most infernal!!

Rest, England’s Glory in the Grave,

’Tis Infamy—Eternal!!!

Brave Hull and Lawrence fought your Tars

With honorable dealings;

For great as Jove and brave as Mars

Are hearts of Humane Feelings

Our tears are render’d to the brave,

Our hearts’ applause is given;

Their Names in Mem’ry we engrave,

Their spirits rest in Heaven;

Paroled see Porter and his crew

In the Essex Junior coasting;

They home return—hearts brave and true,

And scorn the Britons boasting—

Arrived—by all around belov’d,

With welcome shouts and chanting,

Brave Tars—all valiant and approv’d,

Be such Tars never Wanting.

Should Britain’s Sacrilegious band

Yet tell her in her native land

Her Deeds are like her Daring,

That should she not with Wisdom haste

Her miscreant Crimes undoing,

Her Crown, Wealth, Empire, all must waste

And sink in common Ruin.”

One of the seamen of the Essex returned to his home at the end of the cruise and told these incidents of his shipmates as they have been preserved in the traditions of the town:

“John Ripley after losing his leg said: ‘Farewell, boys, I can be of no use to you,’ and flung himself overboard out of the bow port.

“John Alvinson received an eighteen-pound ball through the body; in the agony of death he exclaimed: ‘Never mind, shipmates. I die in defence of ‘Free Trade and Sailors’ Rights’ and expired with the word ‘Rights’ quivering on his lips.

Broadside ballad published in Salem after the news was received of the loss of the Essex

“James Anderson had his left leg shot off and died encouraging his comrades to fight bravely in defence of liberty. After the engagement Benjamin Hazen, having dressed himself in a clean shirt and jerkin, told what messmates of his that were left that he could never submit to be taken as a prisoner by the English and leaped into the sea where he was drowned.”