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.
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.
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.
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.
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.
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.”
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.
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.