FOIOTFIVE TEARS UNDER THE FLAG ^^ , but not with- out having run upon a submerged rock not marked on the chart. She hung for five or ten minutes and tore off some sheathing, but not enough to cause worry. On her way to this point, every inch of the coast between Cape York and Littleton Island had been swept with telescopes for signs, signals, or smoke sure to be made by the missing party. The passage from Disco, through quite seven hundred miles of ice, to Littleton Island, had been a severe trial for the ship and a trying test of endurance to the personnel. The commander did not spare himself, so he felt fully justified in requiring of all others what he imposed as a duty upon him- self in that ceaseless combat, and his officers and men loyally did their duty. From the 17th of June to the 21st there was hardly a moment of relaxation from the strain and anxiety of work in the perils of the ice packs. The commander was rarely out of the "crow's- nest" during these days of danger. The one hope which ani- mated all hands was to reach and rescue the lost expedition be- fore it was too late. It was a race with time. On the afternoon of June 21st the wind had increased to a heavy gale, with blinding snow squalls, which made the work of the searching parties on shore most difficult; but, notwith- standing these hindrances, they succeeded in finding evidences in the imdisturbed caches of provisions left there to indicate that 166 FORTY-FIVE YEAKS UNDER THE FLAG Littleton Island had not been visited by any of the missing expedition. The delay, however, caused by this stormy weather, brought new anxieties. The Bear, which had been parted from at Cape York, had not yet rejoined the Thetis, as was hoped, and the enforced delay of twenty-four hours was one of restless im- patience. Kane Sea was now to be entered to continue the search further north, and it would not have been prudent to set out from Little- ton Island without knowing whether the Bear had escaped the dangers besetting her route from Cape York. The next day, Sunday, at noon, after notices had been deposited on McGarry Isla.nd for Emory and Coffin, the lines of the Thetis were being cast oi£ from a grounded berg, just north of Littleton Island, to set out for Cape Sabine, when the commander saw from the "crow's-nest" the Bear coming up through the rifts in the snow squalls. It was a moment of great delight. Emory came on board the Thetis upon arrival to report the incidents of his cruise after separating from the commander at Cape York on the 19th. As no open water to the northwest had been found, he was obliged to retrace his steps during the day to Cape York, which he found beset with heavy ice, closing all passages of the morning, as the pack had drifted back closing up the lead so opportunely seized that morning by the Thetis to reach Conical Rock. The Bear had two or three narrow escapes while battling with the dense pack off Cape York, and when she did succeed in passing that point she saw the Aurora was in trouble and had lowered her boats as if the danger were serious ; but she was too far away for Emory to get to her, so he continued toward Littleton Island, touching en route, as his orders required, at the Cary Islands. By a piece of good luck the leads along the land had closed up, leaving a bit of open water off shore, and this fact facilitated somewhat his passage to the Cary Islands, where, on his arrival at 8 p. M., June 20th, he found the caches of provisions undis- turbed, thus verifying the information given the Thetis by the Eskimos at Saunders Island. Emory's voyage through the ice to open water was one of much peril, but the gale felt by the Thetis had evidently done its work further south, as three hours RESCUE OF GREELY AND SIX COMPANIONS 167 after the Bear left the Gary Islands she ran into open water and arrived at Littleton Island a little after noon on Sunday, June 22d. The objective point was now Cape Sabine as the next in the line of search, and, although the weather was very bad and the wind blowing with fury during the snow squalls, the sea was tolerably clear of heavy ice. The start was made by the relief ships at or near 2 p. m. for Cape Sabine, where both vessels ar- rived about 9 p. M., impeded a good deal by heavy pack ice ex- tending two or three miles off the land. A passage, however, was forced after some heavy ramming, into the harbor iee of Payer Harbor, where both ships made fast with ice anchors to the ice which had not yet broken up. Parties were detailed to examine simultaneously the cairns on Brevoort Island, Stalknecht Island, the coast line around the bay and Cape Sabine. When these parties had left the ship it was blowing heavily from the south- ward, with biting snow squalls, which impeded somewhat the search. In the meanwhile the commander had gone to his room to take some rest to prepare for the battle through Kane Sea if perchance the search about Cape Sabine should reveal no tidings of the missing expedition. His berth against the ship's side was near the water-line, or, more properly, the ice-line. While no sound could be heard on deck because of the roaring of the wind through the rigging, he distinctly heard what appeared to be cheering. Hastening on deck to inform Lemly, who was the deck officer, he learned from him that he had heard nothing and could see nothing for the falling snow, which shut out the islands and the cape. The commander returned to his room, leaving instruc- tions to keep a sharp lookout. A second time cheering was dis- tinctly heard, and this time unmistakably. The sounds had been borne by the ice against the ship's side almost to the ear. A little thought recalled the excellent conducting qualities of ice and explained all. Returning again to inform Lemly that there was no doubt about hearing cheering, a rift in the squall disclosed seaman Jewell running over the iee from Brevoort Island toward the Thetis, holding up and waving a package. A few minutes later Harlow signalled that Greely's records had been found on Stalknecht Island. 168 rOKTY-FHTE YEARS UNDER THE FLAG The excitement in both ships when this fact became known was most intense, and when seaman Jewell came over the side to deliver the package Taunt's party had found on Brevoort Island, with the information added that the records showed that Lieu- tenant Greely and party were at Cape Sabine, no words could express the surpassing emotions of joy which filled every soul on board. Eealizing that he who rejoices last rejoices best, these rec- ords were carried below to the cabin to be carefully read over to the officers left on board. To the horror of all, they bore date of ' ' Sunday, October 21, 1883, ' ' the last visit made to this cairn by members of the Greely party. This was eight months before the relief ships had arrived. The most disturbing information in the records was that the party would winter under desperate cir- cumstances and in danger of starvation, having only forty days of available rations ! Could they be alive on June 22, 1884 1 The story told in these records was a wonderful one, and so affected most present that there was hardly a dry eye. The next move was a pressing issue only to be solved by immediate action, and to this there was but one answer. No time could be wasted. The general call of three long whistle blasts from the Thetis was sounded to recall all searching parties. The commander went on board the Bear to hasten on to the wreck camp cache near Cocked Hat Island, about six miles away around Cape Sabine, though in an air-line across the ice-covered mountains it was hardly more than three. The Thetis was left to follow after picking up all the searching parties. The Bear, followed closely by the Thetis, arrived off the wreck camp cache about 10 p. m., and there found Lieutenant Greely and six of his comrades in a tent which the violent gale had blown down over the party as they lay in their sleeping-bags. The other eighteen of his party had perished, some while seeking relief toward Cape Isabella; some drowned while sealing; some had starved to death. The graves of a number were on a little ridge hardly two hundred feet away. The condition of the survivors was desperate in the extreme, while the squalor of the camp as found was heartrending and distressing. One of the whistle blasts, blown to recall the search- ers, was heard in the camp, and Brainard and Long went out to the cliff overlooking Kane Sea to learn what it might mean. To RESCUE OF GREELY AND SIX COMPANIONS 169 their joy, the promise was real : for not long afterward the her- alded ships were in sight. All those rescued were at the last limit of their endurance, as their swollen joints and great weakness indicated only too plainly. Life was a question of a few days at most to that noble band. It is a matter of grave doubt had the relief ships been delayed forty-eight hours whether a living soul would have been found of the party. It is even more certain that if their rescue had de- pended upon the whalers they could not have been reached in time. There were many touching incidents of this memorable night's work in the bleakness of that awful night in the Arctic, and the commander hoped then that he might never again have to look upon a scene of such suffering and sorrow. Doctors Green and Ames nursed these suffering ones back to strength, life and fur- ther usefulness. The success of the relief ships in 1884 was made possible in the fullest measure by the officers and men who shared the dan- gers and exposures with the commander, and who were willing to undergo any privation or to undertake any risk to reach and rescue their imperilled countrymen. They did so with much credit to themselves and with much renown to the Navy and to the Nation. CHAPTER XVII THE RETURN OF THE EXPEDITION 1884 The search having been completed, the relief ships returned to Cape Sabine with the living and the dead of the Lady Franklin Bay Expedition on board. After the strenuous work of the past twenty-four hours, a rest of six hours was ordered for all hands. The day following the rescue the Bear was directed to return to the wreck camp with Sebree, Melville, and Crosby, to make a second search, covering a wider area to the eastward and west- ward of the camp, with a view to recovering anything that the search of the day before might have overlooked. This was neces- sary, as none of the rescued party had sufficiently recovered from their deplorable physical and mental state to give any definite idea of their belongings, or whether any material matter had been left behind. This second search did not add a scrap of in- formation, nor an additional article to those found and brought on board through the thoroughness of the first day 's search under Emory's direction. The region searched, however, embraced an area of more than two miles outside the camp and the snow-house that had been occupied by Greely and his party since October of 1883. The gale of the past two or three days had subsided somewhat, and the ice in Kane Sea, held to the northward of Cape Sabine, began moving south ; so that the Bear, in returning, had a fortu- nate escape from the crush of ice as it impinged upon that rocky headland just after she had passed to join .the Thetis at Payer Harbor. The moment Emory reported the result of this second search both ships were forced to hurry to Littleton Island to escape being cut ofi: by the densely packed ice fast closing down on them from Kane Sea. At Littleton Island six of the dead were transferred to the Bear, and directions were given to prepare their bodies for trans- 170 THE RETURN OF THE EXPEDITION 171 portation home. In both ships this was carefully and tenderly done by the surgeons and a detail of officers, who identified per- fectly each body from the last photograph taken of the party be- fore it had sailed from home on this ill-fated journey. The prob- able effect of a change of temperature in going south suggested their preservation in alcohol as the best means of getting them home safely to friends. Before this operation could be completed the ominous "ice blink" to the north indicated the sure approach of the pack moving south. This warned the commander that another retreat must be made past Cape Olsen to Foulke Fiord, but on arriving there the ice in the bay had not yet broken up. It was evident, therefore, that the relief ships must begin to retrace their course toward Northumberland and Hakluyt islands to watch for a break in the pack in the direction of Cape Parry. Much the same ice conditions met by the Thetis were again encountered by the Thetis and Bear, now in company, and, that Emory might know the commander's intentions, he was in- structed to keep as close to the Thetis as wind, weather and ice would allow ; but if any misadventure separated the ships he was to proceed to Upernavik, which was the appointed rendezvous. Just north of Northumberland Island, the same broad belt of ice- bergs was again fallen in with, but the weather was a little more favorable at this time for passing this formidable barrier, yet, in passing through, it was necessary once or twice to brace the Thetis' s yards "sharp up," to squeeze by one or two of these immense mountains of ice. Arriving in the vicinity of Northumberland Island, the ice appeared to be closed up as if it had never been open. The Bear was beset about a half mile north of the position chosen by the Thetis in the pack between the two islands. A change of tide and wind later loosened the ice about the Bear, thus permitting her to work in near the Thetis and await further developments. These came early on June 25th, when small openings to the south- west of Hakluyt Island tempted the relief ships to a position that was not altogether safe, if the tide and wind had set the ice toward the land. Fortunately, the changes that did occur dis- closed patches of open water six miles from Cape Parry, and an- other ramming experience past the south side of Northumber- land Island enabled the ships to reach that cape about 10 p. m. 172 FORTY-FIVE YEAHS UNDER THE FLAG The records left at this point were taken up, and a new one left, informing Coffin of the successful rescue, with directions to re- turn to Upernavik, the appointed rendezvous. This same course was pursued at Wostenholme Island and at Conical Rock, as the relief ships in time and turn reached and passed them. Soon after midnight of June 26th, as the relief ships were steaming south through the leads near Saunders Island toward the looser ice, several whalers were sighted from the masthead. It was 3 A. M. when the relief ships came up with them and an- nounced the successful rescue of Greely, with full details of the incident. This point was more than two hundred miles below Cape Sabine, and was the most northerly point that any of this Dundee whaling fleet had reached six days after the Thetis passed north. If, by any chance, the relief ships had been dis- abled in the struggle, it would have been too late when the whaling fleet arrived at Cape Sabine to have saved Greely or any of his party alive, for their lease of life on June 22d was not more than forty-eight hours, according to the most liberal estimate of the surgeons of the relief ships. On reaching Saunders Island the weather outlook was bad, with the barometer only a little above 29 inches. It was decided to remain a few hours in this better anchorage to await develop- ments from the moderate northerly gale then blowing. The weather continuing the same, notwithstanding the low barometer, a further advance was made toward Conical Rock, but before arriving there the wind changed to the southward, packing the ice so densely that some unimportant mishaps occurred to the Thetis. After some delay she arrived on the morning of June 27th. After a short sojourn at that point, the ships were off again for Cape York and the passage of Melville Bay to Upernavik. Ap- proaching the vicinity of Cape York, dense fog and snow en- veloped the relief ships, compelling them to follow leads wher- ever these appeared to offer the least obstruction up to Cape York, where the ice pack had jammed in against the coast, forcing a detour of about eighteen or twenty miles to reach the Bushnan Islands, which lie east of the headland. The passage across Melville Bay was confronted with almost as much diiBculty as in going north. It was realized that as much care was to be taken to reach and hold a place in the open water THE RETURN OV THE EXPEDITION 173 as when passing the other way. Icebergs had lost their terror, however, for us now, as we had used them so often as a barrier against the drifting floes, or as secure moorings when all else ap- peared to be moving. Ramming the ice was of daily occurrence. The Thetis and Bear had shown great capacity for this work, but an experience of the Thetis on the afternoon of June 29th, when about sixty or seventy, miles to the southeast of Cape York, in attempting to force a passage through some stubborn ice, re- sulting in knocking everyone down on deck and nearly throwing the commander from the "crow's-nest," suggested that it would be wiser to wait for the winds and tide to do their work. Sebree reseeured the rudder-head, injured in clearing a false lead in Melville Bay on the way north during the delay this stubborn obstruction occasioned. On the following day, June 30th, the change of wind to the east caused the ice to ease off to the westward, leaving open leads in which, however, there were strings of tough ice through which the relief ships rammed their way toward the Devil 's Thumb and the Sugar Loaf Mountain, in sight on the Greenland coast north of the Duck Islands. It was felt that the worst of the dangers had been passed, although there were yet two hundred miles or more of ice to be worked through. Late on the afternoon of June 30th the Alert and Loch Garry were sighted from the "crow's-nest," beset in the pack off the Devil's Thumb, in latitude 74° 30' north, exposed to the dangers of the Melville Bay ice. It was early in the season for a vessel of the Alert's small engine power to have worked so far along in the pack, hampered as she was by the iron collier. Loch Garry. Much credit was due to Commander Coffin for the energy and courage he had shown in venturing so early within this zone of danger with a vulnerable collier. Commander Coffin's report to the commander on his arrival near the Alert, showed how contin- ous the work of himself, his officers and men, had been to ad- vance safely in the face of such difficulties, and often how rapidly ice-docks had to be resorted to, in order to save the Loch Garry from being crushed in nips. As soon as all details of the rescue had been explained, and the plans for the return of the vessels arranged with Coffin and Emory, the relief squadron set out for Upernavik with the Thetis 174 roRTY-nvE years under the flag leading. The wind being from the southward, and the tide flood- ing, all leads were closed up, and to these difficulties a dense fog was added, which arrested any further movement to the south. This fact obliged the squadron to anchor to the floe ice until the conditions should change. From this moment until the squadron's arrival at Upernavik in the forenoon of July 2d, there had been several changes in the places of the ships, with a view to facilitating their passage of the ice. The Thetis, being the most powerful ice-breaker, was in the lead of the column, the Bear, usually next^ was assigned to different positions, as the Alert or Loch Garry was found to do better following closely the Thetis, or, if jammed by the ice closing in the wake of the leader, the Bear could best break them out. After a tedious passage, winding in and out among ice- bergs and through leads in the floes over this dangerous un- charted region, the Bear had the misfortune to strike another group of rocks and to injure her sore fore-foot still further ; but after a couple of hours of work she was pulled off by the Thetis and Alert. Her leak had increased only a very small amount from this second misadventure, so it gave no serious concern. During the passage from Cape Sabine to Upernavik the res- cued members of the Greely party improved with each day, except poor Elison, whose condition grew graver. The mani- festation of sjrmptoms of blood poisoning, originating in the limbs that had been frozen, gave the attending surgeons serious alarm. The hope to be able to bring him home alive, alas, was not to be realized. On the passage through Melville Bay, as strength was gained physically and mentally little by little, the story of the experiences of the sufferers during those last months at the wreck camp cache was gathered together. It was a won- derful story of heroic incidents, and still more heroic deaths, in the face of Arctic desolation. Whether the Lady Franklin Bay expedition accomplished much or little, or whether it was wise to venture beyond regions ordinarily accessible, matters not ; the heroic courage with which its brave fellows faced all perils, even that of the last enemy, will live in the song and verse of the language. On arriving in the vicinity of Upernavik, where the anchoring ground was limited, the Alert and Loch Garry were directed to THE RETURN OF THE EXPEDITION 175 proceed onward to Godhaven to await the arrival of the Thetis and the Bear. In going north, a quantity of coal had been landed at Upernavik as a reserve, and as soon as this was taken on board and the Eskimo pilot discharged, a good-by was said to Governor Elborg and the settlement at Upernavik on the after- noon of July 3d. As the relief ships steamed out of the harbor, the Governor honored their departure with a salute of six guns, which had to be acknowledged by steam whistles and by dipping the colors as there were no cannon on board. Although the ice had not disappeared, the passage south was not much interrupted as far as the Waigat Straits. The day following was July 4th, our natal day as a nation, and at noon, although it was snowing, the national flags were displayed at the mastheads. Passing Waigat Straits the ice was left behind, and with it the sensation of striking and butting the pack ice to which all hands had grown so accustomed in the 1,300 miles of work in the ice-fields which had been passed through. It must be ad- mitted that it took some time to become used to the ships in pass- ing into the open sea, where the rising and falling of waves was a more familiar and agreeable movement. The Thetis and Bear arrived at Godhaven on the early morning of July 5th, and rejoined the Alert and Loch Garry. At this time, poor Elison's condition had become so grave that the surgeons, after consultation, decided that the only chance for his life was to amputate his feet first and, after a sufficient interval, when the patient had recovered from the shock, his hands. Exposure to extraordinary conditions for the long interval at Cape Sabine, together with the depletion of his reserve of strength owing to lack of proper food, had done its fatal work, and, despite the skill and care of the surgeons, poor Elison died quietly and apparently unconscious the third day after the operation. Christiansen, the Eskimo, who had perished during the win- ter at Cape Sabine, was buried at Disco in accordance with the desire of Inspector Andersen, who received the body at the land- ing, accompanied the funeral cortege to the little church and afterward to the little cemetery, where an Eskimo minister com- mitted the body to the tomb after an eloquent and beautifully simple discourse. The injury to the rudder of the Thetis had been repaired 176 FORTY-FIVE YEARS UNDER THE FLAG only temporarily in Melville Bay and was too serious to venture to sea without shipping in its place the spare one on board. The smooth water in the completely landlocked harbor of Godhaven facilitated the operation of unshipping the old and shipping the spare rudder and was improved for this purpose while cer- tain necessary repairs to the Alert's engines were being made by her own mechanics. The 9th of July, the day appointed for the departure for St. John's, came and, at six o'clock in the morning, the relief squadron, after delivering some two hundred rations to the inspector to relieve a stress brought about by the non-arrival of the usual supply ship from Denmark, bade fare- well to the kindly Greenlanders and sailed away. Passing the latitude of Cape Farewell and over on the Labra- dor side in the polar current, which sets south, the squadron fell in with and passed a large number of stately icebergs, as they floated majestically onward to the warmer waters of the Atlantic about Cape Race. During clear weather the scene was superb, as the glints of sunlight were reflected in prismatic colors in the halo of the mist about them. But during foggy weather these mon- sters constituted a danger which required constant vigilance to avoid. Fortunately, however, we had learned something about icebergs during the weeks passed in their company in the ice regions, where, as they were moved about, it was observed that they dropped off patches of ice which strung out from them and were known as "tailings." When these "tailings" were met going south in fogs a sheer of the helm always carried the ships clear. Off the Funk Islands a gale sprang up in the night, accom- panied by a heavy fog, separating the Thetis and Bear from the Alert. Although the speed of the squadron had been reduced to two or three knots an hour, and the steam whistles were sounded to keep touch with each other, the Alert fell astern and could not be picked up the next evening at the appointed ren- dezvous, twenty-five miles northeast of Cape Spear. From the Funk Islands onward to St. John's the fog was dense. The course of the relief squadron carried it directly on to a rock- bound, dangerous coast, and this fact obliged the most cautious navigation. On the morning of July 17th the town clock in St. John's THE llETURN OF THE EXPEDITION 177 was heard striking nine, and as there was only one place imme- diately opposite the narrow opening where the clock could be heard outside, the Thetis was headed directly for this opening. Within ten minutes she was in the entrance within plain sight of the town and passed in out of the dense fog bank. Before sailing from New York, it was realized that the news which the relief squadron was to bring back would be anxiously awaited. An arrangement had been made through Mr. Cyrus W. Field to the eif ect that if the squadron should return in the fall, or if it should be sighted to the north of St. John's at any time, the cable to New York should be held by the agent at St. John 's so as to give despatches to the Government the preference over all others referring to the squadron's work, or the news it was to bring of the missing expedition. This arrangement was made and faithfully kept. The first telegram sent that morn- ing was one to Washington, as follows : St. John's, N. F., July 17, 1884. Hon. Wm. E. Chandler, Secretary of the Navj', Washington, D. C: Thetis, Bear, and Loch Garry arrived here to-day from West Greenland, all well, separated from Alert yesterday 150 miles north. At 9 P. M., June 22d, five mUes west of Cape Sabine, in Smith Sound, Thetis and Bear rescued, alive, Lieutenant A. W. Greely, Sergeant Brainard, Sergeant Fredericks, Sergeant Long, Hospital Steward Bierderbick, Sergeant Elison, and Private Connell, the only survivors of the Lady Franklin Bay Expedition. Sergeant Elison had lost both hands and feet by frost bite, and died at Godhaven, July 8th, three days after amputation, which had become impera- tive. Seventeen of the twenty-five persons composing the expedition perished by starvation at the Point where found; one was drowned while seeking to procure food. Twelve bodies of the dead were recovered and are now on board the Thetis and Bear. One Eskimo, Frederick, was buried at Disco in accordance with the desire of the Inspector of North Greenland. Five bodies buried on the ice foot near the camp were swept away to sea by winds and currents before my arrival and could not be recovered: Names of the dead recovered with date of death as follows: Sergeant Cross, January 18, 1884; Frederick, Eskimo, April 5th; Sergeant Linn, April 6th; Lieutenant Ijockwood, April 9th; Sergeant Jewell, April 12th; Private Ellis, May 19th; Sergeant Ralston, May 23d; Private Whistler, May 24th; Sergeant Israel, May 27th; Lieutenant Kislingbury, June 1st; Private Henry, June 6th; Private Schneider, June 18th. Names of the dead buried on the ice foot, with date of death, whose bodies were not recovered, as follows: Sergeant 178 FORTY-FIVE YEARS UNDER THE FLAG Rice, AprUe, 1884; CorporalSalor, June 3d; Private Bender, June 6th; A. A. Surgeon Pavy, June 6th; Sergeant Gardiner, June 12th. Drowned by break- ing through newly formed ice while sealing: Jens Edwards, Eskimo, April 24th. I would urgently suggest that bodies now on board be placed in metallic cases here for safe and better transportation in a seaway. This appears to me imperative. Greely abandoned Fort Conger August 9, 1883, reached Baird Inlet Sep- tember 29th following, with party all well. Abandoned all his boats and was adrift for thirty days on ice floe in Smith's Sound. His permanent camp was es- tablished October 21 , 1883, at point where he was found. During nine months this party had to live upon a scant allowance of food brought from Fort Conger, that cached at Payer Harbor and Cape Isabella by Sir George Nares, in 1875, but found much damaged by lapse of time; that cached by Beebe at Cape Sabine in 1882; and the small amount saved from the wreck of the Proteus in 1883, and landed by Lieutenants Garhngton and Colwell on beach where Greely's party was found camped. When these provisions were consumed, party was forced to live upon boiled sealskin strips from their sealskin clothing, lichens and shrimps procured in good weather when they were strong enough to make exertion. As 1500 shrimps were required to fill a gill measure, the labor was too exhausting to depend upon them to sustain life entirely. Channel between Cape Sabine and Littleton Island did not close, on account of violent gales, all winter; so that 240 rations at latter point could not be reached. All Greely's -records and all instruments brought by him from Fort Conger are recovered and are on board. From Hare Island to Smith's Sound I had a constant and furious struggle with ice. Impassable floes and solid barriers were overcome bj' watchfulness and patience; no opportunity to advance a mile escaped me, and for several hundred miles ships were forced to ram their way from lead to lead through ice ranging in thickness from three to seven feet and, where rafted, much greater. Thetis and Bear reached Cape York June 18th after passage of twenty days in Melville Bay, with two advance ships of the Dundee whaling fleet, and continued to Cape Sabine. Returning seven days later, fell in with seven others of the fleet off Wostenholme Island, and announced Greely's rescue to them that they might not be delayed from their fishing grounds nor tempted into the dangers of Smith's Sound in view of the reward of $25,000 offered by Congress. Returning across Melville Bay, fell in with Alert and Loch Garry off Devil's Thumb, struggling through heavy ice. Commander Coffin did admirably to get so far along with transport so early in the season, before an opening had occurred. Lieutenant Emory with the Bear has supported me throughout with great skilfulness and unflinching readiness in accomplishing the great duty of relieving Greely. I would ask instructions about the Loch Garry as the charter party held by her master differs in several important particulars from mine. Greely party are much improved in health since rescue, but condition was critical in extreme when found and for some days after. Forty-eight THE RETURN OF THE EXPEDITION 179 hours' delay in reaching them would have been fatal to all now living. Season north is late and closest for years. Kane Sea was not open when I left Cape Sabine. Winter about Melville Bay most severe for thirty years. This great result is entirely due to the prompt action and unwearied energy of yourself and Secretary of War in fitting this expedition for the work it has had the honor to accomplish. W. S. Schley, Commander. This telegram was transmitted to the Secretary of the Navy, who, at the time, was at West Point, on the Hudson, and replied to it as follows : July 17, 1884. Commander W. S. Schley : Receive my congratulations and thanks for yourself and your whole command for your prudence, perseverance, and courage in reaching our dead and dying countrymen. The hearts of the American people go out with great affection to Lieutenant Greely and the few survivors of his deadly peril. Care for them unremittingly and bid them be cheerful and hopeful on account of what life has yet in store for them. Preserve tenderly the heroic dead; pre- pare them according to your judgment and bring them home. William E. Chandler, Secretary of the Navy. The news of the expedition's successful search was soon flashed over the country and throughout the world, and before the sun had set that day hundreds of telegrams from the cham- bers of commerce of the several large cities and from many prominent national and State officials were received congratulat- ing the expedition upon its splendid work. All day long the ships were visited by the kind people of St. John's, anxious to say one word to the rescued of the pleasure they felt that good fortune had favored the expedition in reaching them in time. Sir John Glover, the governor, and Lady Glover, together with the other officials and principal residents of St. John's, were bountiful in their courtesy and attention. During the week of the relief ships' stay in port, it would have been impossible to find time to accept the many invitations to dinners, dances, receptions, and teas tendered to the officers and men by those hospitable people. Our consul, Mr. Molloy, and his wife took Greely under their hospitable roof for a few days. On the 26thj when the squadron sailed from St. John's for home, it was escorted out of port by a fleet of steam vessels of 13 180 FORTY-FIVE YEARS UNDER THE FLAG all sizes loaded down with the kind islanders, who took this method of testifying their great interest and respect for those who had been rescued. When the relief ships were well out toward Cape Spear, the accompanying fleet passed in succes- sion around the relief squadron, sounding their whistles, dip- ping their flags as a salute, and giving it a farewell cheer on its way home. It was the intention to reach Portsmouth, N. H., on the 2d of August, reasonable allowance having been made for the contrary southwesterly winds, usual in the summer along the North American coast; but after passing Cape Race the wind shifted into the east and, blowing fresh for a day or two, set the squadron a day ahead of the time announced to arrive. Nearing the har- bor, it was observed that the North Atlantic Squadron, Rear Admiral S. B. Luce, commanding, reinforced by the Training Squadron, were at anchor in the lower harbor. On arriving within the port, it was learned that the Secretary of the Navy and the Chief Signal Officer of the Army were present to greet and give official welcome to the survivors. The presence of the North Atlantic Squadron was to give evidence of the honor felt throughout the service at the distinguished success of its repre- sentatives in the relief squadron. During the brief stay of three or four days the relief ships attracted much attention from the many visitors from all parts of the country. The city of Portsmouth honored the occasion by extending the freedom of the city to the officers and men of the relief ships, and by giving a grand civic reception to the res- cued and rescuers, which grew into an enthusiastic ovation as the procession of bluejackets and marines and citizen soldiery passed through its streets. At night a formal public reception was tendered the officers and men of the relief squadron by the city officials. Senator Eugene Hale, General B. F. Butler, Sec- retary W. E. Chandler, and other distinguished officials present made eloquent and touching addresses of welcome and congratu- lation. On August 5th the squadron sailed for New York under the secretary's instructions, and not long after passing Cape Ann was enveloped in a dense fog which lasted almost without inter- ruption until Fire Island light was sighted, in consequence of THE RETURN OF THE EXPEDITION 181 which the squadron was delayed more than twenty-four hours in reaching New York, where it arrived on the morning of August 8th. As the squadron approached Governor's Island, the military headquarters of the Department of the East, it was received with a salute of twenty-one guns from Fort Columbus. The bodies of the rescued dead were delivered to Major Gen- eral Winfield Scott Hancock, commanding; the Secretary of War, the Hon. Robert T. Lincoln ; Lieutenant General Philip H. Sheridan, Brigadier General Wm. B. Hazen, Commodore T. Scott Pillebrown, and many other distinguished officers being present. The bodies were received by a battery of the Fourth and one of the Fifth Artillery, and a salute of minute guns. The work of the relief ships having been concluded, they proceeded to the Navy-Yard, where they were put out of com- mission, the ofScers detached, and the crews discharged. During the year 1886 the Legislature of Maryland spread upon its journal a "joint resolution of thanks," and voted a gold chronometer watch, bearing a beautiful inscription of its appreciation of this service of the commander, who was a resi- dent of that commonwealth. The Massachusetts Humane So- ciety awarded the commander a first-class gold medal, to express its approval of the duty done in saving life. CHAPTER XVIII CHIEF OF BUREAU IN WASHINGTON 1885-1889 A FEW days before the relief ships went out of commission President Arthur came to New York^ taking quarters at the Fifth Avenue Hotel, where the commander and other officers of the three relief ships were received in special audience, being presented to his Excellency by the Hon. Wm. E. Chandler, the Secretary of the Navy, and the Hon. Robert T. Lincoln, Secre- tary of War, under whose joint supervision the expedition had been equipped for the work it had just completed so triumph- antly. President Arthur thanked the officers and men, and added those of the nation, for their zealous devotion, and for their successful performance of the duties with which he had charged them. After a pleasant chat of a half hour, he in- formed the commander that he had directed the secretary to promote him to the position of chief of the Bureau of Equip- ment and Recruiting in the Navy Department, just vacated by the assignment of Rear Admiral Earl English to the European station. At the same time, the President informed the com- mander that he had instructed the secretary to give to Com- mander Coffin and to Lieutenant Emory any duty they preferred as most pleasing to them commensurate with their rank. This information, so far as it related to the commander, came with so much surprise that, in thanking the President, he stam- mered in effect the suggestion that he was being rewarded far beyond what his services merited. The President, with great courtliness and dignity, replied that he believed he was the better judge, and that he only wished the law permitted him to reward the commander more substantially. Coffin asked assignment to equipment duty at the Navy- Yard, New York, in order to afford to his beautiful young daughter 183 CHIEF OF BUREAU IN WASHINGTON 183 just budding into sweet maidenhood the advantages of the su- perior schools of that great metropolis. Emory asked assignment to the command of the Despatch, used at that time as the President's yacht, but urged the point that he did not wish the command until the term of duty of his friend. Lieutenant Reeder, had expired. Both assignments were ordered by the secretary as nearly coincident as possible with the commander's assignment as chief of the Bureau of Equipment and Recruiting. When the relief ships had been put out of commission, the officers and men were granted the respite they so much needed after the taxing strain and trying exposure of their duties in the fields of ice and snow in high northern latitudes. The new field to which the President had assigned the com- mander embraced duties that were new and almost unknown to him. They were approached with some misgivings, lest this post of honor, with its multifarious ramifications, might tran- scend the business capacity of the new appointee ; but some com- fort was derived from the secretary's assurance that he had full faith that the new duties yould be fulfilled as acceptably as those which had passed into history with such credit to the Navy. The duties, as well as the personnel, of the bureau had to be studied with some care before changes could be made, or its sys- tems of business modified in any particular. In time, however, the laws governing the administration of its business had be- come familiar and the scale of worth of the clerks had been decided. Some changes in duties took place for the better transaction of the bureau's business, but no changes in the per- sonnel were necessary. A notable feature which first impressed the new chief was the absence of any plan of indexing, recording and filing the bureau's large correspondence of many thousands of letters received annually, embracing almost every subject, with a view to readily recall what had been done. It was not possible to remember the action taken in many thousands of cases; there- fore a system had to be devised, or borrowed, by which the set- tlement reached in all cases could be expeditiously turned to, with all the papers referring to the subject. Some months of inquiry and examination resulted in the adop- 184 FORTY-FIVE YEARS UNDER THE FLAG tion of a scheme which made the indexing, numbering, filing and recording of this voluminous correspondence so simple that only a few moments were necessary to decide what the bureau's action upon any matter had been, and the exact spot where hands could be laid upon it. In the fall of the year 1884 the presidential election took place, the contest being between the Hon. Grover Cleveland, Democrat, and the Hon. James G. Blaine, Republican. The con- test was one of unusual activity and excitement, and much as it was to be regretted, personalities and abuse of both candidates increased as the campaign advanced. The result was a defeat of the Republican candidate, whose brilliant, magnetic person- ality and commanding connection with the policy and politics of his party for thirty years had made him hosts of friends as well as enemies. Mr. Cleveland was inaugurated on the 4th of March, 1885, and the Hon.' W. C. Whitney succeeded the Hon. W. E. Chandler as Secretary of the Navy. Long control of the Government by the Republican party and the supposed excesses growing up under it, led to an investigation of the affairs in the Navy Department, but revealed nothing wrong in the adminis- tration of its responsibilities. The construction of the new Navy, begun in 1882 under the Republican administration, was advanced and given additional impetus under President Cleveland, during whose administra- tion a number of formidable vessels were added to the Navy list. The bureau's connection with these new vessels embraced every- thing relating to their rigging, 'galley and furniture, anchors, chains, sails, awnings, hangings and furnishings of officers' quarters, coal, enlistment of men, and many other details con- nected with the outfits of naval supplies and stores for them. With the demand for increased space in the new vessels came also the need of reducing the weight of outfits carried and a decrease in the sizes of all rigging supporting spars which forced the substitution of steel where iron had formerly been used. The specifications setting forth the physical characteristics of this newer material, possessing the minimum of size with the maxi- mum of strength, occasioned some friction between the depart- ment officials and the manufacturers, who, in some instances, ex- pressed the belief that what the department demanded could not CHIEF OF BUREAU IN WASHINGTON 185 be produced in the United States. Some ventured the opinion that the department officials did not know anything of the diffi- culties to be met in making what was required under the high standards specified. In plainer English, some thought these department officials "didn't know what they were talkin' about." It resulted that the manufacturers produced the material re- quired, and it was not long before they were asking for harder conditions still, and met them with the same skill and prompt- ness. Under the administration of Mr. Whitney the matter of uni- forming the men of the service was suggested, the idea prominent in the suggestion being to cheapen the outfit to the men as well as to standardize the colorings of cloths used in the Navy uni- form, and to simplify the system of the grade marks that the ranks of the non-commissioned petty officers might be more easily distinguished; in other words, to adopt a smart uniform for the men as a means to better discipline to grow out of their increased self-respect in wearing it. A board of officers was ordered by Mr. Whitney to consider the matter and to report the conclu- sions reached, which were in effect in accordance with the sug- gestions made at the outset of the matter. A fully illustrated book of regulations of the uniform was published, containing plates, grade marks, colors of all articles, and every essential needed to standardize the uniform for officers and men. On the 26th of June, 1885, President Cleveland directed the chief of equipment and recruiting to perform, in addition to his own duties, those of the chief of the Bureau of Provisions and Clothing. This assignment naturally brought under review the living conditions of the men on board ship and the consideration of the component elements of the Navy ration, which for many years had varied little. The improvements and variety in the systems of preparing and preserving meats, vegetables, flours, milks, etc., then in vogue, gave larger scope to interpret what was meant by preserved meats, or flours, or vegetables, in the law which specified these elements. The purpose in view was to include many things which the newer preparations made avail- able, in order that the diet supplied by the Government to its sailors might be more palatable and nutritious because it was more varied. It was not alone in this one direction that inter- 186 FOETY-riVE YEARS UNDEE THE FLAG est was manifested in the sailor's welfare. The law which allowed honorably discharged men the advantage of three months' pay, as if continuously in service, reenlisting for three years within three months from the date of discharge, appeared to justify the effort to secure for such men the privilege of living on board receiving-ships whenever they might elect dur- ing this period, subject to existing regulations^ a ration to be authorized each day while so living. • , To encourage the habit of thrift and saving among the crews of ships, and, as well, to throw around them the protecting care of the Government, Congress was aslssd to and did enact the law authorizing enlisted men to deposit all earnings they might save with the paymaster of the ship in which they were serving, the Government allowing, interest at 4 per cent, per annum upon all sums so deposited, to be paid 'upon discharge of the men. To encourage the young apprentice who entered the service intend- ing it to be his career, and to avoid the discouragement of a load of debt for outfit of clothing in beginning his service. Congress granted an outfit of clothes not to exceed in value $40. This amount was sufficient to clothe the lad on beginning his service. Supplementing this by one ration a day, the beginner immedi- ately began to earn a small daily stipend. It was held, too, that in a republican government there should be no discrimination against the advancement to any position the lad might be able to attain; that the restriction which lim- ited the promotion of" seamen to the grade of warrant officer should be removed, to permit the worthy to pass from the fore- castle to the quarter-deck annually in certain limited numbers. This view was sustained by the fact that, in the monarchical countries of Europe, it was possible for the enlisted man to attain conunissioned grades through some heroic devotion to duty whereby the country's glory was enhanced. In the Army this recognition of merit had long been the rule ; hence the discrimination against the Navy appeared only the more unjust. Letters were written to the chairman of the Naval Com- mittee, at that time the Hon. Hilary A. Herbert, afterward Sec- retary of the Navy, with the approval of President Cleveland and Secretary Whitney, advocating legislation to this end; but service opposition to the measure at that period overthrew action CHIEF OF BUREAU IN WASHINGTON 187 and it was not until the Spanish- American war occurred and the splendid work of the "men behind the guns" became world- renowned, that the needed legislation was had removing the bar- rier. It was suggested, too, in the interest of a higher efficiency, and to attach men to the Navy in that same sense of loyalty as the officer, to pension them after a certain term of continuous service when no longer able to work. This was all the more im- portant from the fact that their companions in arms in the Army enjoyed this bounteous provision of a grateful Government when full of years honorably served for home and country. This legislation occurred as well after the war of 1898 had attracted the nation's attention to the value of the sailor's service to his country. Be it said to the honor of these noble public servants that the flag in their keeping has never gone down in defeat from 1776 to 1898. These things, to the advantage of the men, were advocated a little before the Navy, usually conservative, was ready for them ; but there was so much confidence felt in the spirit of fairness of the American people and their dignified common sense in adopt- ing all questions when fairly presented that the earlier advocate felt sure that success was merely a matter of time. With the new ships building for the Navy, wherein "coal- whips" had replaced "tacks and sheets," it was apparent that a change in the system of educating men for this change was at hand. To meet this new condition, a school of instruc- tion was established at the Washington Navy-Yard, and at the torpedo station at Newport. One hundred and fifty men annually were sent to these schools, to become familiar with gun construction and to acquire skill in the manufacture and handling of auxiliary engines used for so many purposes on board modern ships. At Newport their instruction embraced high explosives, torpedoes, the management and control of dyna- mos, electric lighting, the care, preservation and manufacture of gun-cotton, nitro-glycerine, etc. The year of instruction being- concluded they were graded in merit as seaman-gunners, .pass- ing back into the general service, where farther advancement depended upon practical competence, reliability and good conduct. From this beginning infinite good to the service has resulted 188 FORTY-FIVE YEARS UNDER THE FLAG and mucli of the high efBeiency of its enlisted personnel is due. It is a matter of deep satisfaction, in the later years of life, to have been identified with measures of such vital consequences in bettering some of the conditions in the life of the enlisted men of the service, and to have helped in improving the status under which they serve ; for, after all, it is on their skill behind the gun, or before the furnace, that we are to depend for victory in the combats of the future. The business connections of the bureau and a residence in Washington necessarily brought its chief into personal and offi- cial relations with many of the prominent men of that period. It broadened the horizon of observation and enlarged oppor- tunities for observing men and motives in the great arena of political life. As a center, Washington is the Mecca of all Americans. Most of the distinguished statesmen of the coun- try and men of eminence in the various professions, as well as the noted men in the naval and military services, are met in the Capital. Kings and queens of other countries are not visitors, though princes representing the royal houses of Europe have visited the city. Foreigners of almost every other grade have been visitors to study our methods and customs and to contrast them with those of older peoples of Europe. The science of popular govern- ment in full operation is there to be witnessed by them, and from time to time it has been discussed in the foreign monthlies, not always in fairness. But the nation has grown so phenomenally great in numbers, in wealth and in culture, that it invites critical comparison with composure. It surely is the one place in America where discussions of business, or the price of stocks, are fully intermixed with all the other subjects that are interesting to the people. As an intellectual center it attracts the scientific men of the nation and world. Its museums and galleries are replete with subjects for the student of art and science and literature. It was the chief's privilege to meet and know at different times the notable men of civil and military life living in Wash- ington or who visited it. The list included a large number of those who had been prominent in Congress, in the Cabinets, in the great departments, and in the sister military service. CHIEF OF BUREAU IN WASHINGTON 189 Among these latter were Generals Sherman, Sheridan, Hancock, Schofield, Miles, Johnston, Longstreet, Gordon, and many others who had distinguished themselves in the great Civil War; and, in his own profession, its foremost captains, like Admirals Por- ter, Worden, Jouett, Roe, Rodgers, and many others who had won renown. At close range all these men were accessible, pleas- ing in conversation, interesting in relating experiences, simple in their modes of life, and forceful in character. At their enter- tainments there were gathered about the tables the most distin- guished men and women of the day. On one occasion an incident recalled to General Sheridan the anniversary of the battle of Five Forks, and his charmingly simple admission astonished one of the party. He was asked what his sensations were in that fierce onslaught when the air seemed filled with whizzing bullets. This lion-hearted little warrior, the Murat of the Civil War, replied that "if anybody supposed he liked it, or was undisturbed in that or any other fight in which he had taken part, it was a mistake ! ' Why, my heart used to thump pretty hard, and I think it was about the same with us all ! ' " Bayard Taylor says, ' ' The bravest are the tenderest, the loving are the daring." He could have said, the real hero is always simple, always modest, always truthful. During the writer's service in Washington he had frequent opportunities to meet and to know and admire General Sheridan, as did every one who came within his range ; and when he passed over into the shades of the other shore at Nonquit, Mass., in August, 1888, the nation was in mourning, so profoundly had he graven his name and his fame on the hearts of the people. In the term of service in Washington, another presidential election came round, with President Cleveland the Democratic and General Benjamin Harrison the Republican candidates, re- sulting in General Harrison's election. Being in the caldron of politics at that time, though in no way connected with the issues, the writer saw political excitement run up to the high-water mark. The personalities of the previous campaign were dis- carded and discouraged, much to the satisfaction of the leaders of both factions; and when the election was decided all excite- ment disappeared the day following and the people quietly returned to business. 190 FORTY-FIVE YEAES UNDER THE FLAG On the 4th of March, 1889, President Harrison was inaugu- rated, and General B. F. Tracy, of New York, replaced Mr. Whitney as Secretary of the Navy. Mr. Tracy was a distin- guished lawyer of New York; his great reputation and high personal character had preceded him. Like most laymen, in taking up the cares and responsibilities of a technical depart- ment, he entertained some misgivings as to his capacity to master the duties of this important place, except with the loyal help of his commodores, as chiefs of bureaus were then known. Dur- ing a call made upon him at the Hotel Arno the day after his arrival, he intimated this doubt, but when the suggestion was made that he would find no difficulties in his way, if he studied to be as good a judge as he was an advocate, he seemed to derive more confidence. Mr. Tracy, like Mr. Whitney, was an excel- lent secretary, and left an abiding impression upon the Navy, which they both did so much to build up to a greatness com- mensurate with that of the nation. As the chief of the Bureau of Equipment had striven hard, working with conscientious devotion to the duties of his office for more than four years, helping three secretaries with all his energy to equip and fit for active service the new vessels ap- pearing from month to month, the desire to get back to the sea life and in touch with the changing conditions developing in it impelled him to ask for service on that element where so many years had been spent. His desire was supplemented by considerations of a personal nature which were pleaded for the relief sought. The secretary kindly considered them. The writer had been promoted in April of 1888 to the lineal grade of captain by President Cleveland, and in September of that year was renominated and confirmed as chief of bureau for another term of four years. But after the accession of Sec- retary Tracy a high sense of loyalty to him prompted a reten- tion of the office until the new secretary had acquired perfect familiarity with the duties of the bureaus, before carrying into effect the understanding reached when the new assignment was requested. On June 21, 1889, the following letter was addressed ten- dering resignation of the office: CHIEF OF BUREAU IN WASHINGTON 191 Navy Department, Bureau Equipment and Recruiting, Washington, D. C, June 21, 1889. Sir: For reasons of a personal nature already explained to you, I liave the honor to tender my resignation as Cliief of tlais Bureau, to talce effect July 31, 1889. I avail myself of this occasion to thanlv you for the uniform courtesy and confidence accorded to me during our association, and to wish your adminis- tration the best and fullest success. With high regard, Your obedient servant, W. S. Schley, Hon. B. F. Tracy, Chief of Bureau. Secretary of the Navy. Four days after this communication had reached the secre- tary the latter addressed the following letter to the chief of bureau : Navy Department, Washington, D. C, June 25, 1889. Sir: I have to acknowledge the receipt of your letter of the 21st instant, tendering your resignation as Chief of the Bureau of Equipment and Recruit- ing in the Navy Department, to take effect July 31 next. In compl3'ing with your wish to leave the Navy Department for personal reasons which, in conversation, you have fuUy explained to me, I hereby accept your resignation as Chief of the Bureau of Equipment and Recruiting, to take effect July 31 next. In so doing I wish to express to you the Icindly feeling which has attended our mutual relations and duties, and to assure you of my regret that an inter- course so pleasantly begun should be so soon terminated. If you have any choice as to your immediate future employment, I shall be glad to meet your views, so far as practicable, in your assignment to duty. With every wish for your success in the various positions to which your future naval career may carry you, and with renewed assurances of my esteem and respect, Believe me, my dear Commodore, Very truly yours, B. F. Tracy, Secretary of the Navy. Commodore W. S. Schley, U. S. N., Chief Bureau Equipment and Recruiting, Navy Department. In a conversation a few days afterward the secretary stated that he was not as familiar then as he hoped soon to be with 192 FORTY-FIVE YEABS UNDER THE FLAG the officers of the Navy, intimating his desire for a suggestion from the retiring chief as to whom he had been considering a suitable successor. Without question or reserve, Captain George Dewey was named on account of his merit as an executive officer of long experience and his high professional character. His familiarity with business methods and his acquaintance with business men, growing out of his service as naval secretary of the Lighthouse Board, fitted him in an especial degree for this post. Whether the suggestion was influential or had any weight is unknown, but Dewey was named for the place and relieved the retiring chief on the 31st of July, 1889. In the interval between the date of the retiring chief's first conversations with the secretary and his letter of resignation several interviews were had with him relating to the assignment most preferred. The cruiser Baltimore, then nearing comple- tion at the William Cramp & Sons' shipbuilding works at Phila- delphia, having been named for the commercial metropolis of Maryland, it was believed that it would gratify the people of the State if a son of Maryland was assig-ned to command her. Mr. Tracy assented immediately to this view, and supplemented the decision with the statement that, as the Baltimore was in all re- spects an up-to-date ship, she should make the cruise preferred by her commander. As a new vessel of high power and great speed, it was thought wiser to keep her on the Atlantic coast for a few months to test thoroughly her machinery, guns and equip- ments before leaving for a cruise around the world, as originally intended. Orders to her commander were issued the day follow- ing the secretary's letter accepting the retiring chief's resigna- tion, as follows : Navy Dbpaktment, Washington, D. C, June 26, 1889. Sir: Upon the termination of your duties as Chief of the Bureau of Equip- ment and Recruiting on the 31st of July next, you will proceed to tlie works of Messrs. Cramp and Sons, Philadelphia, Pa., and report by letter to the com- mandant of the Navy Yard, League Island, Pa., for the command of the U. S. S. Baltimore. Very respectfully, B. F. Tracy, Secretary of the Navy. Commodore W. S. Schley, U. S. N., Chief Bureau Equipment and Recruiting, Na^•y Department, Washington, D. C. CHAPTER XIX Ericsson's body taken to Stockholm 1890 In conformity with the secretary's order, the newly ap- pointed commander of the Baltimore proceeded to Philadelphia on August 1st, and reported by letter to Captain H. B. Seeley, commandant of the League Island yard, for her command. In the interval before relinquishing the bureau, several informal conversations were had with Secretary Tracy, referring to the detail of the officers who were to serve in the cruiser. While the secretary was disposed to leave the matter of their selection to the commander, he suggested that, if it would be entirely agree- able, he would like to have Lieutenant Jas. H. Sears, son of his intimate friend, Mr. Charles Sears, of Binghamton, in- cluded in the list of the Baltimore's officers.* As Lieutenant Sears was an officer of excellent reputation and character, there could have been no objection to his detail. The executive, or aid to the commanding officer, being in closer touch and com- munication with the commander, was Lieutenant Commander * Officers of the Baltimore: Captain, W. S. Schley, Commanding. Lt. Comdr., Uriel Sebree, Ex. Officer. Lieut., Edward Sturdy, Navigator. Lieut., Sidney H. May, Watch Officer. Lieut., Henry McCrea, Watch Officer. Lieut., Robt. M. Doyle.Watch Officer. Lieut., Jas. H. Sears, Watch Officer. Lieut., (Jr. grade) H. O. Dunn, Watch Officer. Ensign, B. W. Wells, Captain's Secre- tary. Ensign, W. S. Cloke. Med. Ins., John H. Clarice, Surgeon. P. A. Surgeon, Oliver Diehl. Asst. Surgeon, E. R. Stitt. Paymaster, W. W. WoodhuU. Chief Eng., Chas. E. DeValin. P. A. Eng., C. P. Howell. P. A. Eng., Wm. Rowbotham. Asst. Eng., Geo. R. Salisbury. Chaplain, J. P. Mclntyre. Captain, H. Clay Fisher, U. S. M. C. Naval Cadets, J. B. Patton, W. D. McDougall, Philip Williams, Julius Prochazka, George L. Fermier, John R. Edie, L. H. Everhart, L. H. Moses, C. B. Price. Gunner, P. Hanley. Carpenter, J. S. Waltemeyer. 193 194 FORTY-FIVE YEARS UNDER THE FLAG Uriel Sebree, who had served as executive officer of the TheUs in the Greely relief expedition of 1884. His great ability and good judgment contributed in no small degree to success on that occasion. The cruise in the Baltimore added new laurels to his worth as an officer ; the excellent order and happiness of the ship were due in large measure to his tact and sound judgment. Sebree reported for duty soon after the commander. To- gether, with overalls, we inspected the ship, studied and famil- iarly learned it from double bottoms to the military tops. For several weeks daily examinations were continued until the ship, her construction, every detail in her fittings, the lead and pur- pose of every pipe, the steering engines, with the lead of the steering-gear, the dynamos, including the electric system, the steam capstans, engines, boilers, distillers, magazines, draining systems, and in fact every feature of the ship was known abso- lutely and completely. In plainer English, the commander and Sebree knew the ship before she sailed from the shipyard as perfectly as an eel knows the channels of a river. It was be- lieved then, as it is believed now, that a ship can not be efficiently commanded except her captain knows her absolutely from stem to stern, from keel to truck. From the moment the commander came into contact with the members of the firm of Wm. Cramp & Sons, they were constant in their attention and kindnesses. They appointed the foreman of each of the departments of the work to accompany him daily in his inspections to point out and explain any mat- ter needing explanation. Any suggestion from him which tended to increase her efficiency, or to simplify the details for easier handling of the ship, was accepted and acted on at once by the firm. They were proud of the ship, as they had every reason to be, for she was splendidly built and had been fitted out with unsparing hands. The remembrance of many kind- nesses from this splendid firm will last among the pleasing memories and pleasant experiences of the commander's life. The Baltimore, being completed before her battery had been entirely finished, was ordered into commission and left Phila- delphia, January 13, 1890, for the navy-yard at Norfolk, where she arrived a day or two afterward. Her main battery had been sent from the gun factory at Washington, but there was Ericsson's body taken to Stockholm 195 some delay in its arrival, the cause for which was never ascer- tained. The moment the guns and carriages did turn up, little time was lost by the Baltimore's crew in getting them on board and in place. The secondary battery, having been manufactured by outside firms, got lost for a while in the official turns of red tape, though after a little search was found at the New York yard, possibly because somebody had forgotten to inform the manufacturer where the Baltimore was to be fitted out after she left the Cramps ' shipyard. When all these matters had been adjusted, the Baltimore went to sea on April 26th, with her battery, ammunition, and all stores on board, to make her final trial at sea off Cape Henry, Va., with the Board of Inspection. The first admiral's flag that she wore was that of Rear Admiral L. A. Kimberly, presi- dent of the board. She developed excellent seagoing qualities, carried her weights easily, and showed high speed. Returning to Hampton Roads, Va., orders were found directing her to pro- ceed to Baltimore, in response to the request of Mayor David- son, General Agnus, and other prominent citizens, that the peo- ple might be permitted to see and visit the cruiser named after their city. On the 8th of May the Baltimore arrived in the harbor and anchored off Fort McHenry. From that day until the 14th of the same month, when she sailed, the ship remained open to the public, and it was estimated that one hundred thousand persons improved the opportunity to inspect the vessel. At the same time the citizens entertained the officers and men at banquets of unsurpassed magnificence, receptions, theatre parties, drives, excursions, etc. It was a gala week in the city, which is world- wide in fame for its generous and hospitable reception of guests. Surely no officer or man of the Baltimore's crew could ever forget the delicate attentions or the refined elegance of the entertainments formulated for their pleasure and extended so boundlessly by the good people of the Monumental City. Afterward it always marked an incident in the cruise from which most others were reckoned in fixing dates. This delightful experience over, the Baltimore sailed for Key West, under orders for temporary service in the North Atlantic Station, arriving in that port on the 20th of May. 14 196 FOETY-FIYE YEAES UNDER THE FLAG Admiral Gherardi shifted his flag to the cruiser on May 24th, and the following day sailed for Port Royal, S. C, spending a. day off Jacksonville, Fla., in quarterly target practice, and arrived at his destination on the 28th; passing, after a few days' stay, to Charleston, S. C, 'off which port the squadron lay until the 8th of June. It was the first visit the commander had ever made to this historic city, so that there was much in the surrounding forts and defenses and the city itself to excite attention and interest. The ravages of war had disappeared, the city had regained its activity, its people were prosperous, happy, and unfailingly courteous in their warm and enthusias- tic reception of the squadron's officers. Nothing was omitted by them to make the squadron's stay delightful and memorable in the short time spent among them. During the passage to New York, where the squadron arrived the 12th of June, squadron evolutions were practised while good weather lasted, as it did for two or three days until after Cape Hatteras was passed. After that the weather became lowering, culminating in squally weather, accompanied by un- usual manifestations of electric discharges, with violent rain, making it impossible at night to see anything except in the ter- rific flashes of lightning. Toward morning fog settled down over the waters, but soundings every half hour at slow speed brought the squadron, led by the flagship, up to the Sandy Hook lightship. From that point in to the anchorage off Tomp- kinsville was easily accomplished by a skilful New York pilot. Reaching the anchorage about 7 A. m., the anchor was eased down so noiselessly that the admiral was not awakened by it. Everything was so shut out by the fog and things were so quiet on board that when he did awake he had to inquire where the ship was. Two of the eight guns of the Baltimore's main battery had been unfinished at the moment of sailing from Norfolk; hence orders were awaiting the admiral to send the ship to Norfolk to take them aboard. By the 22d of June this duty had been completed and the ship was back again in New York ready to continue her cruise along the coast to Bar Harbor, touching en route at Portland and Bath. At both these cities the squad- ron's arrival was an occasion of many festivities and much Ericsson's body taken to Stockholm 197 rejoicing. The ships were open daily to visitors, who from 10 A. M. until late in the afternoon improved the occasion to visit and inspect the several vessels. Their arrival at Bath, on the Kennebec River, on July 12th, almost made a holiday. A wel- come was rung out from the church bells of the city, the steam- ers in the river and the manufacturing establishments along its banks saluted with whistles and sirens, and the people along the water-front joined their huzzas to the chorus of joy over this stately squadron anchored within its hospitable harbor. Several days were passed in this beautiful port enjoying the courtesies of its people, among whom General Thomas Hyde and General Sewall, afterward a candidate for the Vice-Presi- dency, the mayor, and others are recalled with delightful mem- ories of those days. Bar Harbor, the summer paradise of the coast, was in turn visited on the 18th, amid the same manifestations of pleasure. The season being at its height, this delightful resort was crowded with visitors from all parts of the country; and the invitations to entertainments included officers of the squadron. So kind and generous were the attentions extended to them, it was almost impossible to find time to keep up with the social demands of these hospitable entertainers. From July 18th to August 4th the good people at Bar Har- bor omitted no attention that would enhance the pleasures of the squadron. Amid all this gaiety orders came to proceed to New York to carry General Harrison, President of the United States, from that port to Boston. Only a short time after the Baltimore left Bar Harbor she ran into one of those dense fogs so common on that part of our coast in summer months ; but as the date was specified when she must arrive at New York in order to coal up for her trip to Boston, it was necessary to main- tain high speed, fog or no fog. All that night was passed on the bridge. Fortunately no accident from collision occurred, although one or two close shaves did take place. The cruiser reached New York safely on the 6th of August, coaled up and was ready to leave on the 9th, with the President and two or three members of his Cabinet, who reached the vessel about 3 o'clock that afternoon. The President preferred the route through Long Island 198 FORTY-FIATE YEARS UNDER THE FLAG Sound and over Nantucket Shoals, rather than outside around the South Shoal lightship, to Boston. This made necessary a passage through Hell Gate, which was considered a little dan- gerous for so large a ship; but, with twin screws to handle the vessel, there was no thought of danger. The passage was made as easily as a tug could have made it, and the Baltimore arrived off Nantucket at 7 A. M. Sunday, August 10th. On Monday morning, August 11th, at 9 o'clock, the cruiser was again under way, passing out of the sound by the south channel past Long Point, and arrived off the bar at Boston at 3 p. m., to await high water, an hour or two later, when she passed up the harbor amid great demonstrations of the people. On the night of the cruiser's arrival the commander-in-chief and the commander dined with the President and his Cabinet at the Vendome. It was at this dinner that Secretary Tracy communicated to the commander the information that the Balti- more had been selected to carry the remains of John Ericsson back to Sweden^ and that the date set for her departure was August 23d. To prepare the Baltimore for the cruise it was necessary to sail at once for New York, where she arrived on August 15th, having made the passage through Long Island Sound and Hell Gate in order to gain every possible hour for filling up with coal, stores, etc., and to exchange all short-service men for those having longer terms to serve. The weather was tryingly hot; the sun beating down upon the steel sides of the vessel heated her to an almost insupportable degree. Men working in the bunkers, shut off from air, had to be relieved at short intervals to avoid exhaustion or prostration. Never, however, did a crew work with more will, or more earnestly, to get the ship ready in time for the duty assigned. On the 22d of August, the day before that appointed to sail, the Baltimore dropped down to an anchorage off the Statue of Liberty. On the afternoon of August 23d the remains of John Ericsson were delivered to the commander for transportation to Sweden by Secretary Tracy, Colonel Church, Eear-Admiral John L. Worden, Rear Admiral Daniel L. Braine, and a deputa- tion of Swedish citizens. Colonel Church, in a graceful address, extolled the services and career of the deceased in committing ERICSSONS BODY TAKEN TO STOCKHOLM 199 his body to our care, which the commander received with ex- pressions of the high sense in which the honor confided upon the officers and crew of the Baltimore was regarded. The squadron of Admiral Walker, which had been directed to join in honoring the occasion, took up its position south of the Baltimore's anchorage in column, and, as the cruiser passed outward to sea, each ship of Admiral Walker's squadron fired a salute of twenty-one guns. The ships composing the squadron were the Dolphin, Pensacola, Enterprise, Chicago, Atlanta, YorMown and Despatch. The noise of many guns, with the screaming of whistles and sirens of the river craft filling the harbor, and the drifting clouds of powder smoke, combined to produce a spectacle of wonderful effect. It was surely a worthy tribute to the distinguished inventor and builder of the Monitor. The trip across was without special incident; the weather was mild, the sea smooth, and the winds were moderate. After reaching the waters of Denmark, it was necessary to anchor every night, as the pilots refused to be responsible after sundown, and from this cause the voyage to Stockholm was lengthened sev- eral days. Finally the cruiser reached her destination on Sep- tember 12th, and cast anchor on the afternoon of that day in Stockholm harbor, not far from King Oscar's palace. From the sea to the city, a distance of fifty miles or more, the cruiser passed through a labyrinth of straits, some of which were nar- row, winding her way to the " Venice of the North." The cruiser's sojourn was from September 12th until September 23d. On the Sunday following arrival Ericsson's remains were formally delivered to Vice Admiral Peyron, who received them in behalf of Sweden with imposing ceremonials. A catafalque especially prepared and draped with black velvet ornamented with golden stars, was used to receive the casket, and as the funeral cortege passed from ship to shore, escorted by the cruiser's boats, with colors at half-staff, a salute of twenty-one minute guns was fired from the Baltimore. When the cortege reached the shore, the casket was received with royal honors by the Crown Prince, the Ministers of State, the Diplomatic Corps, various Swedish societies, the military about Stockholm and many thousands of citizens, and in this presence was reverently placed upon a draped catafalque erected to receive the remains. Here 200 FORTY-FIVE YEARS UNDER THE FLAG an impressive funeral service was held in the presence of many thousands of the people, after vphich a military band played the national hymn of Sweden amid the salvos of a minute-gun salute fired near by. When these beautiful and simple services were concluded, the casket, bearing all that was mortal of John Ericsson, was borne to the railway station to be placed upon a special train in waiting to carry it back to his native town. The route to the station was lined by thousands of people, who had gathered to pay the last earthly tribute of respect to their great coun- tryman. Many years before Ericsson had left his country to seek his fortune and fame in the land of the stranger. He was poor and untitled, but ambitious. He was received back almost with royal honors, to be buried in the native soil, surrounded for- ever by the scenes of his younger days. The day following King Oscar received the commander and his officers in special audience, during which he expressed the great satisfaction felt by himself and his people that the Gov- ernment of the United States had so honored this great and eminent Swede and had so complimented his countrymen and country by sending his remains back to his home, with such graceful thoughtfulness, in the magnificent cruiser Baltimore. He invited the Minister, the Hon. W. "W. Thomas ; the commander, and all officers who could be spared from duty to dine with the royal family at Drottningholm the next day ; the royal yacht to convey us from the city through the beautiful Lake Malar to this splendid palace built on its shore. King Oscar, with mem- bers of the royal family, accompanied by the Ministers of State and the United States Minister, visited the Baltimore on the 18th and lunched with the commander and his officers. Fol- lowing this an exquisite banquet was tendered to the officers by the King's Cabinet, at which several hundred officers of the Army and Navy and many distinguished civilians were present, all of whom manifested the high appreciation felt throughout Sweden for the generous and courtly act of our Government in acceding so handsomely to the universal wish of the Swedish people to have the remains of the great Swede within the soil of his native land, honored by his fame and his eminent achieve- ments as an engineer and inventor. Ericsson's body taken to Stockholm 201 Every day the Baltimore remained in the harbor thousands of people visited her to inspect the place where the remains of their honored countryman had rested during the voyage over and to add their gratitude to that of the king's for this splendid tribute of honor from America to their nation. On the 23d of September, just before the cruiser sailed for Kiel, the king presented a gold medal to the commander, a silver medal to each officer, and a bronze medal to each man of the Baltimore's crew, which he had caused to be struck to com- memorate this occasion and this service. Two years afterward Congress, by resolution, authorized their acceptance. The run through the Baltic to Kiel was short, the cruiser arriving on the 25th of September, being detained by fog, so general in these waters during the summer and fall months. On the way over to Stockholm it was found that the cruiser 's bottom had fouled up considerably since her last docking, in March, the visit to Kiel having in view the facilities of that port, where every courtesy was met at the hands of the German Gov- ernment and its officials. Only a day or two after the Baltimore's arrival, Prince Henry, the emperor's brother, opened his castle at Kiel to receive and entertain the commander and his officers during their stay. On the 28th he received the commander and his officers in special audience and entertained them at luncheon after calling in person on the 28th. A round of entertainment by the officers and civilians of Kiel followed while the Baltimore was in dock. It became the pleasure of the oiScers to meet his royal highness and the princess on several occasions and to en- tertain them on the cruiser before sailing. Both spoke English as fluently as we did ourselves and without any trace of accent whatever, which induced the suggestion that their royal high- nesses must think in English. To this. Princess Irene replied that she wrote weekly letters to her majesty the Queen of Eng- land and Empress of India, her grandmother, and, in order that her children might be conversant with English, she and the prince usually talked to them in English, as they spoke German to their associates and to their governess at all times. There was no apprehension manifested that their German speech might be affected by this accomplishment in another language. Captain von Diederich, then in daily anticipation of being 202 FORTY-riTE YEAHS UNDEE THE FLAG advanced to higher rank, was the superintendent of the dock yard, and entertained the commander and his officers at a hand- some luncheon, where a number of prominent Germans were met. The occasion was conspicuous for the good feeling and kindly expressions of the host and his guests toward the great nation whose empire was far off towards the setting sun. The United States consular agent, Mr. Sartori, a wealthy merchant of Kiel, extended every hospitality to the officers in his delightful home, where they were permitted to meet and mingle with German residents who were not of the official or military class. The canal, then being pushed forward, was in- spected for a considerable distance. To the commander, whose progenitors in the long ago were Germans from the principality of Bavaria, this visit to Kiel was an especial pleasure. It gave an opportunity to meet and know specimens of the brawn and muscle possessed by his German ancestors, who brought to the new home in America that striking sense of economy and love of order that made them influential citizens. The Baltimore's stay at Kiel was terminated by orders to proceed to Copenhagen. She sailed on the afternoon of October 8th through the Belt past Blsinore, arriving off Copenhagen on the evening of October 9th in time to participate in a handsome reception given that evening by our Minister, Hon. Clarke E. Carr. The King, Christian XII, received the commander and officers of the cruiser quite informally the day after her arrival, im- proving the occasion to invite them to dine with the royal family the next day at Bernstoff, their summer palace near Copenhagen. This dinner was simple but sumptuous, served in faultless taste, and lasted but little over an hour. When the repast was con- cluded the King and Queen, with the royal family, withdrew to the salon, where general conversation for a half or three-quar- ters of an hour was indulged with them, the King and Queen exchanging some pleasant words with each guest. The charm- ing simplicity of this royal family was impressive ; the grace and ease manifested by every one in their presence was that usual to this charming home, where every guest was made to feel the simple elegance noticeable in cultivated society everywhere. Ericsson's body taken to Stockholm 203 The Queen suggested that it would be pleasing to visit the Baltimore at any time most agreeable to the commander, and was informed that their majesties need only appoint the day, when it would afford the officers much pleasure to receive them on board. At the same time it was suggested, if their majesties would lunch with the commander and officers on the occasion of their visit, it would give them great pleasure. On the morning of October 14th the Marechal de la Cour addressed a note to the commander naming October 16th for the visit of the royal family, and thoughtfully mentioned the number who would compose the royal party to lunch with the oiScers. The weather on the day appointed was, fortunately, fair. The royal party was prompt to arrive on the minute named. The honors accorded were those established by international usage for the reception of the sovereign heads of all nations — the officers and men in full dress, the crew at quarters, and a salute of twenty-one guns, with the Danish flag at the main. The stay of the royal party was so delightful that they remained on board for quite four hours, during which a minute inspection was made of every part of the ship. The culinary arrangements and the exquisite cleanliness of the ship every- where attracted the attention and praise of the jQueen again and again. She complimented Sebree, whose work it was to keep house, most heartily, and, on leaving the ship, almost her last words were that the Baltimore was a perfect model of order and cleanliness. A day or two afterward the commander re- ceived an autograph photograph of the King and Queen and the Crown Prince and Princess as a souvenir of their visit. On the 18th the cruiser sailed from Copenhagen under orders from Washington, bound for Lisbon to await orders. The weather was threatening, but a storm did not develop until the Skaw lightship in the Cattegat was reached. Most of the day the cruiser was accompanied by a German torpedo boat bound for Williamshaven, but the wind and sea increased so much be- fore gaining the open ocean that her commander was obliged to seek refuge on the Swedish coast. As it was the first good opportunity she had had in bad weather, the Baltimore was pushed to sea to test her qualities in a gale, which increased to 204 FOETY-nVE YEARS UNDER THE FLAG great violence during the night. She was under full boiler power, except force draft, for the trial, and, notwithstanding the heavy sea, she showed herself a perfect sea boat, her heaviest roll not exceeding 26°. As a gun platform, she demonstrated that wild night her ability to have fought her guns with ease and safety had that been necessary. In forty hours after leaving Copenhagen she reached the Straits of Dover, after a rough and boisterous passage across the North Sea, where in high winds the sea is unusually turbu- lent on account of its comparative shallowness. The passage through the English Channel was made with fair weather and comparatively smooth sea, and that across the Bay of Biscay was unexpectedly fine. Lisbon was reached on the morning of October 23d, after a passage of five days, during which the engines were in no way forced to their full power, though the Baltimore easily passed the many steamers encountered en route. For the first few days after the cruiser's arrival the King was absent from the capital, but on his return the commander and his staff were presented at a special audience on October 28th. His Majesty expressed the warmest wish to visit and inspect the Baltimore when he returned the call, if that should be agree- able. As at Copenhagen, he was informed that the day which might be selected by him would be agreeable to the officers. Accordingly, on November 1st, the King, with several members of his Cabinet, visited the cruiser and was received with the honors of a sovereign. These included his reception, with a salute of twenty-one guns, the royal standard at the main, the officers and crew in full-dress uniform at quarters, and the band playing the national hymn of the country; the same ceremonies being observed as the sovereign leaves the ship for the shore as is done when similar visits are made by the President of the United States to national vessels. Lisbon is a picturesque city, built on the right bank of the Tagus, covering a large area. The city rises from the river up the hills bordering the river. During the night, with lights glittering in its streets, public squares, palaces and houses, it presents a beautiful appearance. During the day its vari- colored buildings are attractive, the Portuguese being noted for Ericsson's body taken to Stockholm 205 their taste and neatness as a people. The season of gaiety had begun. Operas and other amusements afforded the officers and men much diversion and enjoyment. Cintra, a fashionable re- sort in the mountains back of Lisbon, overlooking the sea, was visited and enjoyed by all visitors to the capital. Its refresh- ing temperature constitutes an attraction in the warmer months, while the grand view from its high altitude overlooking the country and the sea is unsurpassed. From Lisbon to Port Mahon, through the Straits of Gibral- tar, was the next voyage of the cruiser, which was begun under easy steam, and ended on November 13, 1890, in this ideal land- locked harbor of the Balearic Islands. In those days the rela- tions between Spain and the United States were most cordial. The cruiser's arrival in that port was the occasion of much pleasure to the people. In years gone by Port Mahon had been the headquarters of the American Mediterranean Squadron, and so popular was this port among the seamen of those days, that whenever vessels were bound there the refrain usually sung on deck, or hummed below, was : "At Cape de Gatte I lost my hat, And where do you think I found it? At Port Mahon under a stone With all the girls around it." CHAPTER XX REVOLUTION IN CHILE 1891 Only a few days had been passed in that beautiful harbor of Port Mahon, in order to make the usual visits of ceremony to the island officials, when the Baltimore was ofE again for the Bay of Naples, so famed in the song and harmonious verse of all languages. The course across to Naples was laid to pass south of the beautiful island of Sardinia, in sight of Cagliare, and thence through the Tyrrhenian Sea directly for the Bay of Naples, where the cruiser arrived on November 20th. At early daylight land was made, with Mt. Vesuvius outlined in the golden colorings of the sunrise before the mists of later morning hours had dimmed the view. The wind was light from the northeast and blew the cloud cap of smoke from the crater southward, permitting the cone of this noted volcano to be seen in the gorgeous colors of the background streaked with the rays of the rising sun. As the cruiser drew nearer and nearer the coast, point after point rose as if from the sea into the splendor of a panorama of great beauty. On the left Ischia was seen and on the right beautiful Capri. As the coast was neared, villas and villages grew in distinctness until the city of Naples itself, nestled upon its hills with its villas extending from the water's edge upward and outward, presented a scene of charm- ing beauty as the Baltimore moved in to her assigned anchorage behind the mole. Some repairs needed to the steering engines and boilers de- tained the cruiser until December 11th. Advantage was taken of the delay, after the usual visits of ceremony to the officials, to visit the several places of interest in and about Naples, a list of which would be incomplete without Pompeii and the island of Capri. So much has been written and sung of these 206 REVOLUTION IN CHILE 207 interesting places that no words couM be added to what has been so delightfully written by many others, for nothing could add to the descriptions already given of these repositories of art and wonders of former ages. Roaming through the deserted streets of Pompeii, exhumed from its ashes, amid the evidences left behind of the customs and life of that period, the thought kept rising that Vesuvius had really preserved Pompeii, and that modern excavations were really destroying it by leaving its treasures exposed almost without care to the rude elements. Rain, dust and neglect were effacing the colorings upon the in- terior walls and destroying the walls, atriums and pavements. Capri, with its old villas and walls, and the deeply worn steps in its rock stairways, with the bewildering charm of its grottos, will always attract and hold the admiration of won- dering visitors. The great miiseum at Naples, with its numberless treasures of art brought from the world of the ancients, will always be the Mecca of students, who can discover in its wonders the truth that after all human thought in all ages has been about the same; that human skill develops on about the same lines; and that human civilization is an evolution rather than a creation. A day or two can be profitably passed among the treasures stored in this great repository, and the impression left after doing so will likely be that, while much has been learned, much still can be copied profitably from the handiwork and graceful creations of a few thousand years ago. Turning from these associations, made more delightful by the hospitalities of friends, the Baltimore sailed from Naples for Spezzia on the morning of December 11th. Steaming north along the Italian coast, when abreast of Civita Vecchia the dome of St. Peter's and the entourage of Rome came into plain sight until after the fall- ing shades of night had encircled the Holy City on its hills. The ship's course was laid to pass inside the island of Elba, the scene of the great Napoleon 's first exile and from whence he escaped to France, only to reach defeat at Waterloo after a hundred days. Spezzia was reached on the 12th of December, and six days were profitably passed there inspecting those monster iron- clads, the Lepanto, Dandolo and Duilo. These great leviathans 208 FORTY-FIVE YEARS UNDER THE FLAG were armed at that time with the hundred-ton gun. The mech- anism for handling this ordnance seemed complete, though it was noticeably slow in operation, while the " jim-cracks " em- ployed for interior communication during an action would have been put out of commission in the first fifteen minutes of battle under the concentrated rapid gun-fire of quick-firing guns of two swift protected cruisers. Such was the opinion of the Balti- more's officers. The admiral commanding, as well as the cap- tains and officers of the fieet in port, extended every courtesy and afforded every opportunity for minute and complete in- spection of these great ships, which were in admirably good order. This great arsenal was strongly defended by fortifications of great power, well located, and, when supplemented by a well- planned torpedo defense, supported by interior ships, would present, a barrier to the entrance of an attacking fleet that would be almost impassable, except with the greatest sacrifice of both ships and men to attacking squadrons. On the afternoon of December 18th the Baltimore sailed for Ville Franche, where she arrived the morning following. Her arrival gave great pleasure to the officials and citizens of the town, where, in former years, a large storehouse for the Ameri- can squadron had been located as a sort of headquarters. The traditional friendship of the two nations constituted a bond of interest and sympathy between the two peoples that gave zest to the welcome extended to the officers in the round of dinners, dances and receptions extended to them. The winter season on the Riviera, being rather mild, attracts people from the harsher climate of northern Europe, who bask there in the sunshine and softer breezes of the Mediterranean. One meets all nationalities and all classes, from prince to peasant, and hears the languages of the world spoken along the thoroughfares of Nice, Monaco and Mentone. There is, perhaps, no region of the world where Nature has been so lavish in distributing her beauties, nor where the hand and taste of man have been more generous in augment- ing the loveliness of nature by the superb creations of his genius in the homes and palaces stretching along the shores and hills of this enchanting winter resort. Hospitality rules and reigns everywhere, and to any one who has enjoyed it a memory is REVOLUTION IN CHILE 209 left that is as ineffaceable as the beauteous surroundings in which it was dispensed. Awaiting the Baltimore's arrival was a cablegram from Sec- retary Tracy granting the commander a month 's leave, with per- mission to return to the United States to be present at the mar- riage of his daughter, to take place in January of 1891. Ar- rangements were at once made through Lieutenant Aaron Ward, naval attache to the American Legation in Paris, to take passage in the steamer leaving Havre on January 8th. The time to Paris, with a day or two in that city, was calculated with care, so as to give opportunity to accept a dinner or two with friends before the day of sailing. The steamer scheduled for that date was the Bourgogne, and she sailed promptly on a cold day in January for her winter trip across the Atlantic with a fair list of passengers. To those accustomed to going to sea the voyage over meant little more than life at sea generally ; but ,]to those whose duty or business required them to venture at this inau- spicious season there was much misgiving lest old Neptune might demand severer tribute than at more favored times of the year. The voyage over was made without other incident than a shake- up now and then, only to remind the landsman that if " old England ruled the seas, she didn't rule them straight." The ship arrived on time and landed passengers and cargo safely. Before returning to Europe, as intended, on January 31st, the commander ran over to Washington to pay his respects to the secretary and to thank him for this unsolicited favor of leave. On the day of arrival in Washington the morning papers con- tained an account of a revolution in Chile, with information that the navy of that country, together with a number of mem- bers of Congress and other prominent persons, had organized a revolutionary movement, and had withdrawn from Valparaiso to seize, occupy and organize a government at Iquique, in the province of Tarapaca, the nitre district of the republic. Offi- cial advices from our Minister, Hon. Patrick Egan, had con- firmed the press despatches. During the interview had with Secretary Tracy, he said he was sorry to learn this unfortunate news, but that Admiral Mc- Cann had been cabled to proceed to Valparaiso to protect the interests of our countrymen there, should that be necessary. 210 FOETY-FIVE YEARS UNDEE THE FLAG He expressed a wish to have another vessel, but as none was near enough he would await developments. The suggestion was made that the Baltimore was not far away; that she ought to be where the department needed her, rather than in the Mediter- ranean, where things were undisturbed. To this the secretary replied that he wanted her to go round the world. But when it was intimated that she could do this as well by going west as by going east, he replied, "If you prefer that, you can go by way of Chile. When can you start?" The reply was, "As soon as the return trip to Europe can be made." It was ex- plained to the secretary, as the cruiser needed coal and other supplies for this long voyage, and that she would be without docking facilities for a long time, it might be well to dock her at Toulon, where the facilities were excellent, preliminary to leaving Europe. This was done, and when the commander ar- rived at Toulon, on the 11th of February, 1891, the Baltimore was ready to start on her long voyage to South America. Her charts, however, for the new cruising ground had not reached Toulon on February 15th, the day of sailing for Gibraltar. On the morning of February 19th, while the Baltimore was at anchor in the harbor of Gibraltar, the English Channel Squad- ron, commanded by Sir Michael Culme Seymour, Vice- Admiral, arrived. This great squadron was composed of the battleships Anson, Rodney, Howe, Camperdown, and several large cruisers. Outside the wind was fresh from the westward, with a rough sea, but this did not interfere with the squadron's sea evolu- tions, nor with anchoring in line formation simultaneously at distance. To the seaman's eyes this evolution was cleverly executed. Gibraltar is impressive as a stronghold, with its galleries of guns advantageously located for defense and so placed as to sweep every approach. Naturally the position is strong, and bristling with the heaviest modern artillery and provided with ample supplies of both food and ammunition, the task of captur- ing it would prove a most difficult problem, as many early attempts proved; but, with possession of it since 1783, Eng- land's sovereignty has never since been disturbed, although she guards it with jealous care. In the parlance of modern days, the strength of any defensive work is better comprehended when REVOLUTION IN CHILE 211 compared to the real Gibraltar, a word which has become a synonym of impregnability. On the road leading from the landing-place to the upper town is located the little cemetery where many of the dead of Trafalgar lie buried. What a flood of memories this interesting spot recalled! Standing in that presence, with head uncovered, the thought would rise that these worthies had fallen with Nelson on a day forever memorable in the annals of England's glory. After a few days pleasantly spent in viewing the strong- hold, the Baltimore set out for the island of St. Vincent, where she arrived a few days later. This point is the great coaling station for all South American and South African steamers go- ing and returning. The trade-winds which sweep these islands perennially were very fresh during the cruiser's sojourn, but coaling was not interrupted, even though a heavy swell was rolling in the harbor. This operation being finished, Monte- video was the next point, and the Baltimore arrived there on March 14, 1891, after a pleasant voyage up to the mouth of the Rio de la Plata, where a fresh southerly gale sprung up, lasting for two or three days. The roadstead at Montevideo be- ing open to violent seas, much time is lost whenever bad weather prevails. Especially is this true when the winds are from sea- ward directions, which embrace at least an angle of 180 degrees of the horizon. The bottom being of soft, tenacious mud, the anchorage is safe for all vessels well found with anchors and stout chains. Every opportunity was profitably employed when lighters could lie alongside to take coal; but some caution had to be observed to avoid risks of damage when the sea was too heavy to handle them safely. Prom this cause the Baltimore was de- layed until March 22d, when she took her departure for Val- paraiso. En route through the Straits of Magellan a short call was made at Sandy Point, where the settlement was garrisoned by a detachment of Chilean soldiers. Owing to the revolution going on at home at the time, there was some restlessness among the troops, and the commanding officer for that reason intimated a wish that the cruiser might lie over for twenty-four hours, for the salutary moral effect her presence would produce. As a matter of courtesy to a friendly power, the cruiser's de- ls 212 FOETY-FIVE YEAES UNDER THE FLAG parture was delayed until early daylight the day following, to facilitate the passage through the straits during daylight. The cruiser made her first bow to the great Southern Pacific Ocean at 6 p. M. on March 29, 1891, and, sweeping on through its great waves, shaped her course to the 'northward about twelve miles off the coast and passed the Evangelista Rocks about dark, or 7.30 p. M. In this tempestuous region of the globe the winds and sea are rarely ever at rest ; but, with twin screws and full- powered engines, the Baltimore pushed her way against heavy northwest winds and seas until the morning of April 3d, when she arrived at Taleahuano, having accomplished the run of over 9,000 miles from Toulon in thirty-four steaming days, during which her engines were never forced. A day or two before reaching port a joint in the main steam- pipe of one set of her engines gave some trouble, but, as the matter of a new gasket was involved, a delay of a day or two became necessary to replace the old one, after which the cruiser set out for Valparaiso, where she arrived on the morning of April 7, 1891, completing the instructions received. The flagship Pensacola was found in port with the flag of Rear Admiral W. P. MeCann, to whom the commander had been directed to report. From him the latest developments of the revolution were obtained. The Baltimore's arrival gave the admiral and the American residents great satisfaction in the strength she added to the effective American force in those waters. Her presence added materially to the feeling of security among Americans in those troublesome days. The admiral transferred his flag to the Baltimore on April 24th, and, in her larger quarters and better office accommoda- tions and conveniences of every kind for the care of his official family, made a pleasant cruise for about two months. On the 16th of May the Baltimore arrived at Iquique and found the San Francisco, bearing the flag of Rear Admiral George Brown, in port. As the revolution made progress, the insurgent govern- ment, seeking arms and ammunition to maintain the struggle for supremacy, sent the steamer Itata to San Diego, Cal., for a cargo of arms collected there for shipment by their agent. In an unfortunate moment those in charge of her eluded the vigilance of the customs authorities of the port and proceeded to the island REVOLUTION IN CHILE 213 of Catalina off the coast, where a schooner was met. The arms were transshipped and the Itata proceeded towards Iquique. Our Government having declared neutrality, the escape of the Itata with arms and ammunition, taken on board within neutral territory, was declared to be a violation of our laws, and her arrest was ordered. It ought to be said in all fairness that, as soon as the insurgent authorities at Iquique learned of the action of the Itata' s officers at San Diego, they agreed at once to surrender the vessel to Admiral McCann the moment she arrived, as was done on June 4th, when she reached Iquique. Although she had reached a port south of Iquique, she was ordered by Senor Errazuris, the Minister of State of the insur- gent government, to proceed to Iquique without removing any of the warlike stores on board. In the meantime the cruiser Charleston, Captain Geo. Remey, commanding, had been ordered to pursue the Itata and arrest her. Remey arrived at Iquique on the same day as the Itata and sailed with the fugitive in convoy for San Diego on June 13th. The incident of the Itata being closed, so far as the Navy was concerned, Admiral MeCann sailed soon afterwards for Cal- lao and reached that port on the morning of June 20th, having passed the Chilean cruiser Esmeralda, bound south, just off the entrance. Personal salutes were exchanged between the two ships; but this was thought to be an error, as the Esmeralda represented the insurgent government, which our own had not yet recognized, but, as it represented merely personal polite- ness between two officials on the high seas, it was not really improper. At Callao Admiral McCann was ordered to resume his com- mand of the South Atlantic and to proceed thence, via the Isth- mus of Panama, to New York. During the delay in waiting for a steamer bound north, the opportunity was improved to visit the summit of the Andes, over the Oroya Railroad, then completed as far as the tunnel which pierced the Andes leading to the valley of the Amazon. This road followed the valley of the Apurimac River, along which the Inca Indians of Pizarro's time abode and their de- scendants abide to this day. The work is a wonder in engineer- ing, as it follows the windings, spans the chasms, bridges the 214 FORTY-FIVE YEARS UNDER THE FLAG defiles, and tunnels spurs in passing on through villages and past the same irrigating ditches, apparently as useful now as in the olden days for fertilizing these same phenomenally rich mountain sides, 12,000 feet above the sea. In the rare atmosphere of that altitude a sensation of dizzi- ness was felt, as well as some discomfort in breathing on making any exertion. With rest and quiet, however, these disagreeable sensations passed away, but it was regarded unwise to attempt to pass the night at that high elevation, lest one might suffer from what was known as "siroche," a mild form of asthmatic disturbance, due to the rarity of the atmosphere at such heights. The scenery of this wonderful railroad through the mountains was grandly picturesque, and, after passing above the cloud- belt, the azure blue of the heavens revealed the high peaks of the Andean range for miles and miles to the north and south. The tint of sky was only comparable to that of the ocean on the clearest and calmest days. The trip required one day, but it well repaid the effort. On July 11th the President of Peru visited the cruiser with members of his Cabinet and other disting-uished civilians. He was received by the admiral and his officers and men, in accord- ance with the regulations governing the reception of the sover- eign heads of governments. His inspection of the ship, her bat- tery and equipments was thorough, and his delight at the excel- lent order, and the discipline of the crew, found fullest expres- sion; but the manifest strength exhibited in modern artillery impressed him more than all else. His admiration for the great country the cruiser represented was boundless in expression and manifestation. On July 14th Admiral McCann hauled down his flag to take passage for Panama. His departure from the station occasioned much regret to the officers and crew of the flagship, where he was much beloved for his sterling qualities of heart and head. The short cruise together had been much enjoyed, and its mem- ories are among the most pleasant experiences of a long profes- sional career. Before leaving, the admiral directed the commander to pro- ceed to Iquique, on the way south to rejoin Admiral Brown, to insist upon the right to use the American cable from Galveston REVOLUTION IN CHILE 215 to Valparaiso, one of its connections extending from MoUendo, in Peru, to Iquique, in Chile, thence bighting out to Valparaiso. The office at Iquique was under control of the insurgent gov- ernment, or the revolutionary government of Chile. The insur- gents had seized and closed the office at Iquique, except for their own communications northward ; and had refused the right to our Government to use the Valparaiso end for cable messages to our Minister. This made it necessary to communicate by way of the trans- Andean route to Buenos Ayres, thence to Europe by cables and thence to Washington. The route was long, the rates enormous, and the certainty of mutilation made messages slow and their meaning uncertain. The privilege of using the more direct American cable for messages was sought, under any censorship or surveillance the insurgent government might impose, except the right to revise or to know the contents of Government messages, which were held to be privileged. If the Iquique Government refused this concession, the admiral's orders were to cut the cable off that port and join the Mollendo end to that of Valparaiso in the open sea outside their marine jurisdiction. On the Baltimore 's arrival at Iquique, on July 19th, the effort was made to obtain this privilege, but the insurgent authorities would not entertain the request. Orders were therefore given to the cable steamer Belay to connect the Mollendo and Val- paraiso ends outside the marine league, and she did so that same night. Apprehending that a mistake might be made in the distance, the Baltimore got under way and measured the distance of 5.9 miles from the coast and directed the cut to be made at that point. The Baltimore remained to watch the Be- lay and to protect her during the night, if any attempt was made to interfere with her. On the morning following the cable was spliced and the Belay returned to Callao, and the Baltimore to Iquique to notify the authorities of what had been done. She then proceeded to Coquimbo, touching on the way at Caldera, or Copiapo, also held by the insurgents, to examine the wreck of the Blanca Encalada, destroyed by the torpedo boats Admiral Lynch and Condel, whose commanders were loyal to the Balmaceda govornment. Coquimbo was reached on July 24th, and the San Francisco was found at anchor there. A fuU 216 FOBTY-FIVE YEARS UNDER THE FLAG report was made to Admiral Brown of what had been done at Iquique and the instructions exhibited to him which directed the Baltimore's action. From July 24th until August 21st the Baltimore remained at Coquimbo. This port was in possession of the Balmaceda govern- ment and was held by about 6,000 regular troops, said to be the flower of the Chilean army. Here the Secretary of War, Senor Aldunate, was in supreme command, although not in actual command of the troops. The civil and military authorities had always been friendly and cordial. But in compliance with the orders of strict neutrality from our Government, the officers refrained from any expression of opinion upon matters relating to the forces, resources, or purposes of either army. Several opportunities were improved to witness the military maneuvers of the army at Coquimbo. The troops were well armed, well clothed, and apparently well contented. In all the exercises there was conspicuous handiness and smartness, but it was not quite clear to the American officers why so large a force was held at a point which was not menaced by the insur- gents, or which, if taken by them, would oblige a division of their forces to hold it. The danger to this outpost lay in the control of the sea by the insurgent navy, largely superior to that of the Balmaceda government. Any movement, therefore, to the south by the insurgents would leave the Coquimbo division in the air and beyond the possibility of assisting the Valparaiso defenders. The vulnerable point was along the Aconcagua, eighteen miles north of Valparaiso, which the military advisers of the Balmaceda government had taken no steps to occupy and fortify. This position was deemed to be the weak point in the Government defense, and why it was neglected could not be understood. But not so with the insurgent chief, who promptly seized it as a landing place for the insurgent army on August 20th, to begin its operations in the rear of Valparaiso. There were no Government forces at hand to oppose the landing, beyond those in and about Valparaiso, eighteen miles away, under Generals Alcerraga and Barbosa, numbering about 7,000 men. These were moved out to the north the afternoon of August 20th, and met the insurgents on the south bank of the Aconcagua River REVOLUTION IN CHILE 217 on the following day, August 21st. In the battle which ensued, known as the Concon, the Balmaeeda forces were beaten and routed, and fell back on Valparaiso dispirited, disorganized and demoralized. The Baltimore arrived at Valparaiso on the afternoon of August 21st, from Coquimbo, having passed Quinteros Bay about 4 p. M. Her course down was necessarily along the coast, carrying her within plain sight of the insurgent ships in that bay. Although the commander's orders were to look in at Quinteros, it was thought that the motive of such a visit might be misconstrued at such a time, and it was decided merely to pass on to Valparaiso. On reaching the anchorage, it was learned that Admiral Brown the day before had gone with the San Francisco to Quin- teros Bay on the proper mission of ascertaining for himself and for his Government the truth or falsity of rumors with refer- ence to the landing of the insurgent army at that point. Ad- miral Brown was assailed in the Chilean press for having gone to Quinteros Bay at all, declaring that the only purpose of his visit had been to spy out the details of this landing for the Valparaiso officials. While this was maliciously untrue, as a matter of fact the disordered state of the public mind was such that the motive of every act of the foreign officers was mis- construed. Admiral Brown's first information of the landing of the insurgent army came from the Valparaiso authorities and was complete in every detail as to the number of troops, trans- ports, and convoying men-of-war, before he visited Quinteros Bay. The authorities of Valparaiso needed no details of the landing and none were communicated to them by any American authority. It should be said in connection with this matter that there were so many rumors afloat, from the beginning to the end of the revolution of 1891, of battles said to have been fought, of movements said to have been made on both sides, that com- manders of squadrons, or ships, could only keep themselves au courant with what was going on by actual personal inspec- tions made on the spot, and to do this ships were obliged to visit many localities while operations were in progress. It was realized that in time of war, especially in a civil war, the sus- 218 FORTY-FIVE YEAES UNDEE THE FLAG ceptibilities of both parties would be unreasonably inflamed and quick to misunderstand the motives or actions of foreign officers. Great care, therefore, had to be observed in everything that was to be done to protect the interests of American residents wher- ever they might live under the jurisdiction of either party. Any insistence that their interests must not be put in jeopardy on either side was misconstrued into partiality for the other. Any such thing as neutrality depended, from the Chilean point of view, entirely upon whether the interests of foreign residents clashed with one or the other side in their issue. The week following the battle of Coneon was one of intense excitement in Valparaiso. Provisions, which had been abundant the day before the landing, became scarce at once, extortionate in price and poor in quality. There was every evidence of the siege in the manifest gathering of stores. Business was at a standstill, with many business houses closed. The activity of the two loyal gunboats was increased in their attacks upon the insurgent forces on the hills near Viiia del Mar. The insurgent squadron bombarded the forts around Valparaiso once or twice, with absolutely no effect beyond demonstrating that on both sides the shooting was lamentably bad. About 7.30 A. M., of August 28th, the roar of artillery firing, with the rattle of musketry, was heard coming from the south- east direction, over the range of hills back of Valparaiso. The battle of Placilla had begun, and it continued for an hour or two with no appreciable change in the volume of firing, and no indication that either side was gaining or losing ground, as practised ears easily distinguish a situation from the increasing or diminishing detonations on the firing lines when shut out from view by intervening obstructions. Suddenly there was a lull in the firing, then a cessation, and finally silence. Who had won soon became evident (about 10..30 A. m.) in the advance of the insurgent forces over the hills and the rush of many thousands of both sexes from Valparaiso to welcome them. CHAPTER XXI ADJUSTMENT OF THE CHILEAN DIFFICULTY 1892 About the same hour (10.30 a. m.) Admiral Viel, Intendente of Valparaiso, informed Admiral Brown that the Government forces had lost the day, and that he was prepared to surrender the city unconditionally. At the same time he requested the senior officers of foreign warships to go to the front to announce the fact to the commander of the insurgent army and to arrange with him ^or the security of the life and property of foreign residents. The three foreign admirals and the senior English naval officer met at the intendeneia, accompanied by an orderly bearing the national flag of each, and also with an aid. Be- fore any arrangement had been made to go to the front, the movements of the victorious army had been so rapid that a flag of truce escorted by cavalry had already appeared before the intendeneia building. A short parley only was necessary to secure from the officer commanding the escort complete assur- ance that the lives and property of all foreign residents in the city would be safe and their protection guaranteed. So long after the occurrence it is not easy now to describe the welcome which met the insurgent army, as it marched into the city with every manifestation of favor, enthusiasm and relief from 90 per cent of the population, who were first, last and all the time in sympathy with it. The Government army, being in complete demoralization, threw away arms, belts and car- tridge boxes, while many turned their coats wrong side out to indicate their sympathy with the congressional cause. The prin- cipal officers of the Government in Valparaiso, the Secretary of State, the Secretary of the Interior, and many officers of the defeated army and navy, fled to the protection of the foreign men-of-war in the harbor, 219 220 FORTY-FIVE YEAKS UNDER THE FLAG The congressional army, occupying the Arturo Pratt plaza, opened fire on the torpedo-boat Lynch, moored near the mole, and was replied to for a few moments by the crew with a few shots before surrendering. Some of the shots from shore struck the Baltimore in the harbor, but as her anchorage was in the line of fire it was thought only accidental. A guard of about one hundred bluejackets and marines, under Lieutenant Commander Tilley and Lieutenant McCrea, were landed in the afternoon to protect the American Consulate during the confusion and disorder attending the rout of the Government forces. The steadiness and readiness of these men for immediate service was a matter for admiration and pride. Their presence did much to prevent the effusion of blood in the locality where they were stationed. Their appearance on the streets going to and returning from the consulate inspired much respect from the crowd along the route. When night set in over the scene, musketry fire was general until daylight. Conflagrations occurred in many parts of the city, destroying much valuable property. Numbers of houses on the hills were pillaged and reported to have been sacked ; while several attempts to rob business houses were reported. From the harbor, lighted up by conflagrations on shore, it was thought the city had been handed over to what is known in Spanish countries as "saqueo," or, in English, pillage. The following morning the streets of the city presented a sad and deserted aspect after this night of terror, with many dead bodies lying here and there where they had been shot. The best authority estimated that quite three hundred had lost their lives during that dreadful night. It is not easy to un- derstand the implacable hatreds that make such things a pos- sibility. The Chilean squadron arrived in the harbor on the after- noon of the 28th, after the congressional army had captured the city, and, beyond acting as a convoy for the transports, did not participate in the fighting which led to the success of the insur- gent cause. During the week of operations culminating with the battle of Placilla, the ships did not venture within range of the forts, and it was not until they had been abandoned that they entered the harbor. The movements and fighting of the ADJUSTMENT OF THE CHILEAN DIFFICULTY 221 army from Concon to Plaeilla were aggressive, bold and credit- able. Admiral Brown sent the refugees from his own ship to the Baltimore, directing her commander to proceed to Mollendo to land them in neutral territory. This duty was completed on September 9th, and the Baltimore returned to Valparaiso on the forenoon of the 14th to report the fact to the admiral. Reporting on board the flagship, to give the full details of the trip out and back, Admiral Brown informed the commander that his instructions were to proceed to San Francisco, and that the commander of the cruiser was to remain as senior officer in the South Pacific waters. Affairs on shore had quieted down and public order had been restored, leaving the admiral free to sail that same after- noon. Hardly had the admiral disappeared when the fires of excitement were relighted through a maliciously false report circulated on shore that Balmaceda, the deposed President, had escaped in the flagship. The authorities on shore knew this to be untrue, but no steps were taken by them to correct this mis- chievous falsehood. It was denied from the Baltimore when- ever the story was repeated, but it was not until Balmaceda 's suicide, at the Argentine Legation, in Santiago, on the morning of September 19th, that the denial was substantially verified. The public excitement was kept alive and intensified by the men who had served on the insurgent transports and who had been discharged after the revolution had successfully overthrown the Balmaceda government. Until these men had found em- ployment, it was deemed wiser to withhold shore leave from the Baltimore's crew, and to limit that granted to officers to sundown until order had been completely restored and public confidence more completely gained. In view of what is now to be related, it should be stated ab initio that, when the Balti- more returned to Valparaiso from Mollendo, on September 14th, the usual visit was made to her by the senior Chilean naval officer present, as well as by the captain of the port, also a Chilean naval officer. These officers extended a welcome and the usual offers of the courtesies pf the port, and they are un- derstood among nations at peace to include the privileges and hospitalities of the port to officers and men of visiting men-of- 222 FORTY-FIVE YEARS UNDER THE FLAG war. The visits of these officials had been returned within twenty-four hours, as required by the regulations, in order to return thanks for the courtesies extended. The one unsettled question that still remained to be adjusted between our Minister, Hon. Patrick Bgan, and the Government of Chile, related to the refugees of the Balmaceda government who had sought asylum in the American Legation. The main insistence of our Minister was the right of domicile, until then unassailed, for those who were only political offenders, and the hitherto conceded right of safe conduct out of the country as a necessary adjunct to the conceded right of domicile, until such time as political acrimony and passion should subside. This right was finally conceded by the Government of Chile, and Mr. Egan was notified that it would be carried out, as was done to the letter. This action practically closed the incident before the Baltimore had sailed from Valparaiso. A long interval had elapsed since the Baltimore's crew were granted leave, and as every foreign man-of-war in Valparaiso at this time gave their men liberty, quiet and order appeared to have been completely restored. There was no sufficient reason to withhold this privilege any longer from the men of the Balti- more, as quite three months had elapsed since they were last on shore. Before granting liberty, however, a visit was made to the Intendente, Seiior Arlegui, to ascertain if there could be any objection to the step. He could see no reason why the Baltimore might not enjoy the same privilege as other foreign men-of-war in port. This decided the commander to grant leave for twenty-four hours to about 115 men on the afternoon of October 16, 1891. About 3 o'clock the same afternoon the commander and the executive officer. Lieutenant Commander Sebree, as they cus- tomarily were in the habit of doing, went on shore for a walk of an hour or two. During this walk many of the men on lib- erty were met strolling about the city, or riding in carriages, apparently enjoying themselves. It was observed, with much gratification, that they saluted officers in passing, whether for- eign or their own; that they were neat in appearance, tidy in dress, and up to the hour of 5.30 p. m., when the commander and the executive officer went on board again, not one of the ADJUSTMENT OF THE CHILEAN DIFFICULTY 223 men fallen in with was in the slightest degree under the influ- ence of drink. At about 8 o'clock in the evening an American captain of a merchant vessel in port came on board the Baltimore, accom- panied by a young Chilean, to report that the liberty men of the ship had been attacked about 6 o 'clock at a number of points about the city by vast crowds of longshoremen, boatmen and others; that one of the men had been brutally murdered and many others were viciously stabbed in their backs; that the police had not attempted to interfere, and in some instances had joined in the assault; that a large number had been arrested and dragged to the police stations without any regard to whether they were wounded or not; that he saw men nippered with cat- gut, dragged along by the police, and beaten with swords if they failed to keep pace with them. In fine, the captain characterized the assault as the most shameful, brutal and inhuman he had ever witnessed upon sober, unarmed and peaceful men. The captain's sense of fair play revolted against this treachery and he labored under great ex- citement and indignation as he related the details of this unpro- voked attack upon the Baltimore's men. He was inclined to think the commander ought to proceed to the extreme of open- ing the cruiser's guns upon the city; but when it was pointed out that such action would involve the lives of thousands of innocent women and children who were in no way responsible, he confessed it would be as inhuman as the scenes he had just witnessed. When it was made clear to him that the responsi- bility for this great outrage must be fixed first beyond any doubt and without mistake, he agreed it would be quite time to act afterwards. It was not long after the captain had left the cruiser when a message was received from an officer on shore that quiet had been restored, but that in the melee Chas. W. Riggin had been killed and a number of the men had been dangerously stabbed. Believing in the old French proverb that ' ' sleep brings coun- sel," a night of sleep resulted in ordering a court of inquiry to elicit all the facts from the men themselves who had been victims, as well as from parties on shore who had been eye- witnesses of this unfortunate tragedy. This court, composed 224 FORTY-FIVE YEARS UNDER THE FLAG of Lieutenant S. H. May, Lieutenant Jas. H. Sears, and Passed Assistant Surgeon Stephen S. White, assembled on the morning following the assault, and rendered its report on October 19th, three days afterwards. Chas. W. Riggin was buried with mili- tary honors on October 19th, in the foreign cemetery at Val- paraiso. On the 17th of October the following letter was ad- dressed to the Intendente of the city: U. S. S. Baltimore, Valparaiso, Chile, October 17, 1891. Sir: I regret extremely to inform your Excellency that while my men were on liberty yesterday afternoon to enjoy the hospitality of a port with which my nation is upon the most friendly terms of amity, an unfortvmate disturbance occurred, in which one of my petty ofiicers was killed and six of my men seriously stabbed. I feel that it will only be necessary to request your Excellency to institute a most searching investigation into the circumstances leading to this affair in order to establisli the culpability for the unfortunate collision. I can say in advance that if my m.en have been the instigators in tliis affair they will be dealt with most severely under the laws of my country, and I feel certain that if it should be otherwise your Excellency will bring to justice all offenders. Regretting extremely the unfortunate occurrence and the duty it imposes upon yourself and myself, I have the honor to be, W. S. Schley, Captain, Commanding. Seiior J. de Ds. Ahlegui, Intendente, Valparaiso. This communication was answered promptly the same day as follows: REPTjBLici DE Chile, Intendencia de Valpahaiso, October 17, 1891. Sir: I have received your communication of this date in which you refer to the unfortunate incident that occurred yesterday between a number of Chilean sailors and others belonging to the ship under your command. Before receiving your polite despatch, the fact had already been, brought to the notice of the Department of Justice, which wiU investigate the culpa- bility of the promoters of the said disturbance. I have the honor to be, sir, etc., J. DB Ds. Arlegui. Captain W. S. Schley, U. S. S. Baltimore, Valparaiso. ADJUSTMENT OF THE CHILEAN DIFFICULTY 225 The report of the court ordered on board the cruiser was the first official information of the extent and enormity of the assault upon the men of the Baltimore on October 16th. The testimony given by the men examined, who were in different parts of the town widely separated at the time of the assault, strongly implied premeditation. The fact that the Criminal Court Judge, Foster Recarraban, had tried the cases of men arrested as early as October 22d and discharged them as indi- vidually guiltless sustains the conclusion of their innocence in originating the assault. The return by the Intendente this same day of several penknives and the money taken from the men when arrested refutes the charges absolutely that the men were armed. The attempt to create the impression that the Balti- more's men were drunk and that the row was a drunken brawl of American sailors was malicious and untrue. The Sisters of Charity at the General Hospital, to which the wounded men had been carried, declared without reservation that these men were sober when they reached that institution. The testimony of foreigners who had witnessed the assault corroborated the Sis- ters of Charity as to the sobriety of the men. If this had not been so, it is difficult to believe that the police authorities would have failed to make more arrests ; or, if the men were drunk, it is equally difficult to understand why they ought not to have been objects of more solicitude to the police. Surely their con- dition, even if drunk, could not have justified their murder anywhere in Christendom. Turnbull, the second victim, who had been stabbed some twenty times in the back, was buried in the foreign cemetery with military honors on October 27, 1891. A correspondence, almost too voluminous for place here, re- lating to the methods of procedure to obtain the testimony of the Baltimore's men, followed the letters exchanged with the Intendente at the beginning of the difficulty. It was insisted upon that, as the Baltimore's men did not understand Spanish, they should be accompanied to court by an interpreter ; that their testimony should be given in their own language, a copy to be furnished the Government for its consideration; that the men were to be accompanied to the court by an officer of the Balti- more and to be returned to the ship under the officer's care 226 FORTY-FIVE YEARS UNDER THE FLAG and in his charge ; that the men should be in the custody of the court only while giving their evidence, and when that was com- pleted to return to their ship, whose commander would be respon- sible for any necessary reappearance. The feeling ran high against the Americans, as the press from day to day published what purported to be testimony elicited by the judge in the process of the trial. Much of what was written was drawn from the imagination to serve the pur- poses in view. In the meanwhile several incidents occurred which required notes to be written to the senior Chilean naval officer in port, or messages to be sent to the agent of the ' ' Com- pania Sud Americana" line of steamers carrying the Chilean flag. The first of these related to the discourtesy of their men- of-war boats to those of the Baltimore, and this led to the fol- lowing letter: U. S. S. Baltimore, 1st Rate, Valparaiso, Chile, November 23, 1891. My Dear Captain: My officers complain to me that on Saturday when going on shore, at 1.15 P. M., one of the boats from your ship, conveying offi- cers, when near the dry dock, pulled out of her course to the mole directly across the bows of my boats, obliging them to lay on their oars to avoid col- lision. Again to-day when my steam whale boat was going into the mole, a steam cutter from the Esmeralda speeded up and, going out of her course, crossed her bows, forcing my boat to stop again to save collision. On this latter occasion a coxswain was in charge of the Esmeralda's boat. To avoid such discourtesies as this to boats of your ships, I always keep an officer in charge of mine going and returning from shore, and I hope the two occasions referred to were accidents which may not occur again. Very truly yours, W. S. SCHLET, Captain A. Fernandez Vial, Captain, Commanding. Senior officer present. This note was sent by Lieutenant Henry McCrea to the Al- mirante Cochrane. As soon as Captain Vial had received this note, he hastened on board the Baltimore to apologize for these discourtesies, and to give assurances that if any similar dis- courtesy should occur he would see to it that those so offending should be brought to a court-martial. This interview closed the incident, and it should be stated that no similar manifestation occurred during the Baltimore's stay at Valparaiso. ADJUSTMENT OP THE CHILEAN DIFFICULTY 227 Some days afterwards it was observed that a Chilean steamer of the Sud-Americana Company entered the harbor from the south and, passing into the harbor, dipped her colors to the Ger- man, French and English men-of-war anchored there. Passing the Baltimore the courtesy was omitted, and, as the incident was only one of many other occasions when this disrespect had taken place. Lieutenant Sidney H. May was sent on shore to the agent of the line to explain that, while merchant vessels were not obliged to dip their colors to men-of-war, the custom was uni- versally observed, but where such courtesy had been shown to other men-of-war in the harbor, and withheld from the Balti- more, it was thought to be a discourtesy that the agent should know. He expressed great regret at the occurrence, and his assurance was that it was entirely without his knowledge and that he would send the offending captain on board the cruiser to apologize. This was done. Ever afterwards these steamers in leaving or entering port were careful to salute, waiting always for the return dip from the Baltimore. This closed another unpleasant incident. On the afternoon of November 30th, about 5 o'clock, the Yorktown, Commander Evans, came into the harbor. Report- ing the circumstances of the passage, as well as the incidents and difficulties of the voyage from New York through the Straits of Magellan, he was asked to remain to dinner, during which the entire subject of the pending diplomatic difficulties with Chile were explained. At closer range, he was better able to comprehend the situation, and to learn all that occurred in the interval he had passed at sea. It was the only authentic infor- mation he had received of the disturbances of October 16th. He expressed great surprise at the time at the serious wrong done to the Baltimore's men. On December 6th, after notice of the Yorktown' s arrival had reached the department, the secretary ordered the Baltimore to proceed with despatch to San Francisco, but he was informed that the testimony of the men before the court had not yet been concluded. Some days before directions had been received from the department to submit the list of repairs needed by the cruiser, to be transmitted to Washington, and a duplicate of the same to be sent to Mare Island to facilitate repairs after her 16 228 FORTY-FIVE YEARS UNDER THE FLAG arrival. On December 11th the order to San Francisco was repeated with an added request to know the day when the Balti- more could arrive. Anticipating these instructions from prior communications from the department, the following letter was addressed to the Intendente : U. S. S. Baltimore, Valparaiso, Chile, December 9, 1891. Sir: I have the honor to request that yon will inform me whether his Honor the Judge of the Criminal Court wiU require anj^ further testimony from the men of the Baltimore in the process now pending relative to the disorders of the 16th of October. I would be greatly obliged if your Excellency will favor me with this in- formation at the earliest practicable moment. I have the honor to be, sir, Very respectfully, W. S. Schley, To the Intendente, Captain, Commanding. Valparaiso, Chile. On the same day the following reply was received from the Intendente : Rbpublica de Chile, Intendbnoia de Valpaeaiso, Dec. 9, 1891. Sir.- I have the honor to acknowledge the receipt of your official letter dated to-day, in which you are good enough to ask this intendencia if there will be any necessity for further testimony of other sailors with respect to the disorders which took place on the 16th of last October. Notwithstanding not having received an official reply from his Honor the .Tudge of the Criminal Court, to whom I have transmitted your official note, I am able to anticipate to you, without prejudice in transmitting later the re- ply which I am expecting from the Court, that I believe there will be no further need of the appearance before the Judge of the sailors of the Baltimore, inas- much as aU the citations referring to them are completed. God guard you. J. DE Ds. Arlegtji. Captain W. S. Schley, Commanding, U. S. S. Baltimore. When this communication was received, the letter which fol- ADJUSTMENT OF THE CHILEAN DIFFICULTY 229 lows was addressed to Commander Evans for his information and guidance: U. S. S. Baltimore, Valparaiso, Chile, December 10, 1891. Sir: I have the honor to inform you that in obedience to orders received from the Honorable Secretary of the Navy, I will sail with this vessel for San Francisco, Cal,, on Friday morning at nine o'clock. My instructions from the Commander-in-Chief of the Pacific Squadron are enclosed for your information and guidance. Supplementing these in- structions, the Secretary of the Navy directed me to avoid as far as possible giving offense to Cliilean authorities. My orders are, to proceed to San Francisco with despatch. I shall stop at Callao for coal and news and wiU go from there direct to San Francisco. The report of the attack upon my men, with copies of all correspondence I have had with the Intendente of Valparaiso, are in the Minister's possession at Santiago, as I was directed by the Secretary of the Navy. I would advise you to put yourself into communication with the Minister at the earliest mo- ment after my departure.. In leaving this port I shall take with me the Captain and his family, and also five sailors, from the American ship Rappahannock, burned at Juan Fer- nandez, all of whom are destitute; but I will not allow any political refugees to take passage in the ship. If such should be reported, as doubtless will be the case after I sail, you may authoritatively deny it. Very respectfully, W. S. SCHLET, Captain, Commanding, Senior officer present. Commander R. D. Evans, U. S. N., Commanding U. S. S. Yorktown, 3d Rate. It was explained to Commander Evans that the stop at Cal- lao was mainly to ascertain the state of affairs, and that the Baltimore would return if matters grew worse after she had departed. Other letters were written saying farewell to our Minister, Mr. Egan, and to our Consul, Colonel W. B. McCreery, a ster- ling American and an able assistant to our Minister in those dark days. Colonel McCreery was a veteran of the Civil War, and to him the sounds and excitements of war re-vived old sensa- tions. Like the Minister, he was a tower of strength to the country in such times. One other fearless and noble American in Valparaiso was Mr. Frederick May, of Washington, a nephew 230 rOBTY-FIVE YEAES UNDEE THE FLAG of Colonel Charles May, a distinguished officer in the war with Mexico. He was true as steel, brave as a lion, and gave great assistance to the Baltimore 's men the night of October 16th, and afterwards. On the morning of December 11, 1891, the Baltimore sailed from Valparaiso. As she steamed out of the harbor she was cheered by the Yorktown and the foreign vessels there. The German, French and English flagships hoisted the international code signal wishing her a pleasant passage, and each of these was acknowledged by a signal from the same code expressing thanks. It was not until a year or more afterwards that the fact of the Chilean senior officer having made the same signal was made known. Whether the background of the Chilean ship ob- structed, or whether the delay in making the signal until the distance was too great to distinguish signals was the cause, is not known; but the Chilean signal was not seen, and, therefore, was not answered, as otherwise it would have been. Within four days the Baltimore arrived at Callao, from which port the following telegram was sent in cipher by her com- mander : Evans, Steamer Yorktown, Valparaiso: The Baltimore arrived yesterday. What is the news? SCHLET. The reply received was that all was quiet as when the Balti- more had sailed. There was some difficulty and delay in getting coal at Callao, owing to the small number of lighters available, but the Baltimore got under way at noon of December 19th, and, after a pleasant run through the pleasantest part of the Pacific, sighting the Gallapagos Islands and Cape St. Lucas in Lower California, reached San Francisco at 9.30 on January 5, 1892, the date given in a despatch to the secretary for her arrival at that port. Orders were found at San Francisco directing the cruiser to proceed at once to the Mare Island Navy-Yard, where she arrived and went into dock at sundown the same day. When the usual official call was made on the comniandant, Rear Admiral John Irwin, he stated that Colonel W. B. Remey, judge advocate-general of the Navy, had arrived the same morning ADJUSTMENT OF THE CHILEAN DIFFICULTY 231 from Washington with orders from the secretary directing an inquiry into all the circumstances connected with the attack upon a number of the crew of the Baltimore at Valparaiso on Octo- ber 16, 1891. United States Commissioner J. S. Manley was also to be associated with the judge advocate-general in prose- cuting the inquiry. The commandant was informed that the bodies of Eiggin and TurnbuU had not been brought to the United States be- cause the sanitary regulations of Chile did not permit bodies to be disinterred for a year after their burial. At the same time he was informed that Riggin's and Turnbull's shipmates had placed a handsome marble shaft over their graves. XXII THE INQUIRY AT MARE ISLAND AND SHORE DUTY 1892-1894 The inquiry instituted by the secretary began its session on January 7, 1892, in the administration building at the Mare Island Navy Yard and continued until January 18th. In this interval of time the judge advocate general and Commissioner Manley examined seventy-two witnesses with the greatest minute- ness. Every detail and circumstance connected with the un- fortunate occurrence, or which may have led up to the attack of October 16th, was gone into. A summary of the evidence given each day was transmitted to the President for his infor- mation and examination. Reading the testimony over to-day, one can not fail to be impressed by the wonderful agreement in the evidence given by different men widely separated from each other when the attack was made at several points in the city. The remarkable agreement of witness after witness, as to the time when the assault began and ended, and the striking accuracy in describing scenes or incidents where two or three or more were together at the moment, is convincing proof of the truthfulness of the account as related by these witnesses. The further fact that the testimony given by these same men before the inquiry at Mare Island differs in no essential degree from the testimony given by the same witnesses before the court convened in October, 1891, at Valparaiso, conclusively establishes its truthfulness. While the investigation was in progress the repairs to the Baltimore were pushed rapidly forward as far as that was possi- ble in the dock. As the dock was needed for other vessels, the cruiser was floated out after a few days, but before undertaking to do this the commandant was advised that the hawsers of the 332 INQUIRY AT MARE ISLAND AND SHORE DUTY 233 vessel would be found unreliable after quite two years' use, if through any circumstance it should become necessary to warp against tide. As the cruiser's engines had been taken apart, it was proposed to handle her with a tug, as was done by all steamship lines in berthing their big ships or in clearing them from the docks when going to sea. It happened that a lot of mud had silted up in front of the dock-gates, which required almost a half hour's delay to be cleared away. In the meanwhile the tide had begun to ebb with some strength and the current was believed to be too strong to handle so large a vessel as the Baltimore with hawsers alone in "winding her" at the buoy in the middle of the river. Although the stoutest hawser on board, a nine-inch hemp, was used to do this, the moment the cruiser swung broadside to the current this hawser parted as a cord would have done, leaving the ship adrift and unmanageable. Both bower anchors were let go, but without effect, as the swift current swept the cruiser with both anchors down across the river to the Vallejo side, where she was secured to a dock until the tide changed to flood. As the tide fell, the cruiser grounded in the soft mud, but careened some fifteen degrees off shore until dead low water; then with the incoming tide she gradually righted until near midnight, when she was warped off to a mid-channel buoy, and the day following, with the assistance of a tug, w£is shifted to the Navy- Yard wharf. Fortunately the mud was soft and no injury was caused by the accident, but the fact of the accident was telegraphed by some person with fanciful distortions added and some theories of injury that caused some uneasiness in Washington. When the request by telegraph from the secretary to be informed of the particulars was received, the Baltimore was secure alongside the wharf at the Navy-Yard with no evi- dences of injury or strain. On January 20th telegraphic orders from Washington di- rected the commander to report in person to the Secretary of the Navy. This obliged a trip on the transcontinental railroad, which was made with despatch, ease and in much comfort in the modem-day Pullman car. Within six days of the receipt of orders Washington was 234 rOETY-FIVE YEAHS UNDER THE FLAG reached, and the report called for was made to the secretary, Hon. B. F. Tracy, who then informed the commander of the purpose of his orders. A call was made upon President Har- rison in company with an old friend, Senator Chas. F. Man- derson, of Nebraska. During the inteiview with the President it was manifest that he had been perfectly and accurately in- formed of the situation in Chile, and that every fact with rela- tion to the attack upon the Baltimore's men at Valparaiso on October 16, 1891, was understood. He only desired to have one or two points made more clear and precise in his mind, and it was with this in view that he had desired the commander's presence in Washington. The message referring the entire correspondence upon the Chilean difficulties, together with the testimony elicited at the inquiry at Mare Island relating to the Baltimore incident, was transmitted to Congress on January 25, 1892, and published as an executive document by the Government Printing Office in 1892. It was a source of great gratification to the officers and men of the Baltimore to know that the President, himself an able lawyer, with the full testimony of both sides before him, had formulated a demand upon the Government of Chile similar in effect to that transmitted on October 23, 1891, which had been based upon a summary of the evidence taken before the court of inquiry at Valparaiso. The very able and exhaustive review by the President, in his message to Congress referring the matter to that body, was a state paper of remarkably force- ful power and reasoning. Its logic was lucid, its deliberations were decided, its conclusions were unanswerable. The Govern- ment of Chile, with sensible promptitude, expressed regret at the occurrence, promising full and complete reparation for the wrong. The clouds of war which had been gathering were swept away by the manly attitude of the Chilean authorities. The activity of preparations for war ceased and the squadron gath- ered at Montevideo was recalled to the United States. The inci- dent was closed, save for a naming of the actual amount of indemnity, which a little later was fixed at $75,000, to be paid to the families of those killed and to the survivors who had been injured in the assault. INQUIRY AT MARE ISLAND AND SHORE DUTY 235 The term of service of the commander having expired, he was informed by the secretary that his next duty would be as inspector of the Third Lighthouse District, with headquarters at Tompkinsville, Staten Island. Preliminary to this announcement, the secretary stated that somebody had informed him that this assignment would be agreeable to the commander, though he had not learned this fact from him. The reply was that such duty would be acceptable, provided it did not displace the incumbent at that place. To this the secretary replied that these orders would be regarded as fixed, and he handed the com- mander his orders to return to San Francisco. Before leaving on the afternoon train, on February 1st, Cap- tain H. L. Howison called at the Shoreham Hotel to offer his congratulations to the commander upon his new assignment to duty. He informed him that he had just forwarded Captain H. F. Pickens's detachment from lighthouse duty, wherein the commander of the Baltimore was named as his relief. He sug- gested that the Lighthouse Board had recommended himself for the place and jestingly observed that "he had been weathered in the deal." It was the first intimation that the order had already been issued and it came with some surprise, as no suggestion had been made by the secretary during the inter- view of that morning that he had already promulgated the order. After his return to California, the commander received the order referred to above through the commandant. The date named in it for relinquishing the command of the cruiser was that upon which his relief should report. The relieving ojficer named was Captain William Whitehead, a friend, classmate and companion from boyhood. On February 24, 1892, the cruiser was turned over to the new commander and "good-by" was said to ofScers and men of the ship at muster. They were thanked for their loyal help during the cruise, which had been full of incident and varied in station and not without some danger. At the same time, their splendid discipline and unvarying steadiness were commended to the new commander. As their old commander was about to pass over the side, the master-at-arms stepped forward and said : "Captain, the boys wished me to present in their name this 236 FORTY-FIVE YEAHS UNDER THE FLAG little souvenir of their service with you and of their affection for you. You know, sir, when you were captain we couldn't make you a present, but now that you are a plain gentleman we want you to have something to remind you of us and to remem- ber us by. ' ' Enclosed in a beautiful case was an exquisite gold-headed cane, made and finished by San Francisco artisans. Its inscrip- tion was as chaste as the present: Captain W. S. Schley, U. S. N., from the Crew of the Baltimore, February 15, 1892. Among the many gifts received afterwards from his country- men, this precious souvenir has a high place in the heart of the recipient. The trip home across the continent was in the nature of an ovation. Everywhere when the train stopped large crowds of our people had assembled to give expression of their approval of the commander's action in protecting his crew and in stand- ing for the rights and honor of the Nation in far-off countries. At Harrisburg a despatch was received from the naval sec- retary of the Lighthouse Board directing the commander to pro- ceed to Washington for consultation. This duty accomplished, he proceeded the same afternoon to New Tork, where he was met by the assistant inspector, Lieutenant Commander Clifford H. West, and proceeded with him direct to Tompkinsville, where he assumed the duties of the new assignment on March 3, 1892. The general depot of the lighthouse establishment of the United States is located at Tompkinsville. The duties of the in- spector of the Third Lighthouse District were twofold in scope ; the first being to supply the necessary stores, to inspect all sta- tions and to maintain them in the highest state of efficiency whether the lights were stationary or floating. In addition, there were several hundred buoys and beacons included in the waters embraced in the district, which extended from Narragansett Bay to the Highlands of Navesink, with the river lights on the Thames, in Connecticut, and on the Hudson River, with those in Lakes Champlain and Memphremagog added. The second of these duties was to classify, advertise for, contract for, receive LIGHTHOUSE DUTY 237 and inspect, and to distribute the supplies needed in the other districts, that similar efficiency might be maintained in them. The duties at the general depot relating to supplies were new, but, withal, instructive; because they familiarized the in- cumbent with business methods and with business men. At the same time an opportunity was furnished to become acquainted with trade prices of every article bought or sold, from shoe lacings to catadioptric lenses. The assignment to this duty presented the opportunity to simplify older methods of accountability in receiving and dis- tributing stores, as well as to arrange the duties of the various clerks, with a view to distributing the work among them more uniformly. During the preparation for the great exposition at Chicago in the year 1893 the Lighthouse Board had been requested to light up the water-front from the Casino wharf to the mouth of the Chicago River, that the lake steamers might safely carry people at night between these points. The problem was referred to the inspector of the Third Lighthouse District for suggestions and for a working plan. Before any system could be suggested the situation had to be carefully looked over to ascertain the electric facilities on the ground. This made necessary several visits to Chicago and Pittsburg, accompanied by the electric experts of the Bishop Gutta-Percha Company and the General Electric Company. It was mainly to these gentlemen that the success achieved was due in utilizing the high-tension system already installed and in operation on the exposition grounds. A system of electric buoys, similar to that in use in Gedney Channel, New York, was installed and in full operation within one week of the time mentioned in the contract, and from that day, during the entire continuance of the fair, no accident oc- curred to interrupt its operation, or the night trips of the steam- ers engaged in passenger service to and from the fair grounds. This attempt was the first made by the Lighthouse Board to use the high-tension system of alternating currents through sub- marine cables in its service. The experience gained at Chicago led to its substitution later in the system of lighting the Gedney Channel in the lower New York Bay. 238 roETY-nvE years undek the flag The duties at the lighthouse depot at Tompkinsville were con- fining, but time was found in the three years spent there for other matters relating to the naval service to which the inspector belonged. He was relieved of much of the duties of inspecting the material and supplies received under contract for the estab- lishment by the assistant inspector, and this gave opportunities for consideration of other important interests. The indemnity fund of $75,000 paid by the Chilean Gov- ernment on account of the injuries inflicted upon a part of the crew of the Baltimore at Valparaiso on October 16th had been received by our Government, and the distribution of the sum had to be made. To that end. Secretary Tracy directed a boards composed of the inspector, Lieutenant Commander Sebree and P. A. Surgeon Edward R. Stitt, to convene at the general light- house depot, at Tompkinsville, on January 9, 1893. The in- spector had been in command of the Baltimore on the occasion of the attack; Lieutenant Commander Sebree had been the cruiser's executive officer, and Dr. Stitt had been one of the surgeons of the vessel and had treated the injured men pro- fessionally. The board examined all the official reports, the official log- book of the Baltimore relating to the assault, the medical records showing those who were under treatment after the assault, the official testimony given before the court of inquiry on October 19th, the sworn official testimony taken by the judge advocate- general at Mare Island, and the claims submitted through attor- neys from a number of the injured men. These records were supplemented by the personal knowledge of the members of the board, all of whom were present on the occasion, and therefore cognizant of the facts which were to be considered. After a most careful examination and the fullest consideration of the records and documents submitted for re- view, the board was able to arrange and classify the casualties which resulted from this assault into four classes, as follows : The first class embraced those who had been killed or who had died subsequently from wounds inflicted. The second class comprised those who had been seriously, but not fatally, wounded during the disturbance. The third class included those who had been assaulted and LIGHTHOUSE DUTY 239 injured, or who had been arrested and detained in prison after the assault had been made. The fourth class contained the names of those who had been arrested, or abused or slightly injured and detained in prison without sufficient cause. The board next proceeded to consider and arrange the names of the men who came under these different classifications, giving in each case a brief resume of the injuries sustained by each one of them during the assault. Its next duty was to assign specific sums to be paid to each one directly, instead of through attorneys representing them, for the reason that none of these attorneys had given any assistance to the Government or to the men concerned in obtaining the indemnity paid for this purpose by the Chilean Government. This closed the incident, and hap- pily for Chile averted any recourse to war. The command of the Baltimore for over two years on a cruise that embraced every variety of climate and weather, and which had extended from 60° of north latitude to 55° of south latitude in the North and South Atlantic and Pacific oceans, gave the commander exceptional opportunities to observe the excellences and the defects of the new cruiser. It pointed to the commander as one whose experience might be used to suggest improvements in fitting out the new vessels then build- ing, or to govern the specifications being drawn up for others as authorized by Congress to be constructed. Accordingly, Hon. Hilary A. Herbert, Secretary of the Navy, addressed a letter, under date of October 23, 1894, to the inspec- tor setting forth several matters upon which he desired his views with respect to those matters then under consideration by the department officials. One of the subjects for consideration re- ferred to the retention of woodwork in ceilings and bulkheads on board modern ships. In view of what happened in the combat off the Talu and, still later, in Manila Bay, and off Santiago de Cuba, in 1898, it may be well to quote from the reply the inspector made on Octo- ber 27, 1894, to the Secretary of the Navy, to indicate how clearly the dangerous and disastrous effects of modern gun-fire were foreseen and what their results in action would be in his opinion : 240 FORTY-FIVE YEAKS UNDER THE FLAG 1st. Under the action of modern artillery and high explosives there is grave danger of fire from the lodgment and explosion of shells behind or near such ceilings or bulklieads, etc. 2d . When in action there is serious danger to officers and men from splin- ters driven inboard by the rapid machine and other gun-fire, and no one who has ever had the experience of battle in wooden ships can ever forget the casu- alties from this cause, often at points remote from that struck by shot or shell. 3d. The saving of weight by omitting ceilings and bulkheads could be better utilized if given over to the coal supply, so as to increase the steaming radius of the new vessels, as well as to increase the interior accommodation for stores and personnel. Several other suggestions looking to the better sanitary con- dition of the new vessels were ventured, and the recommenda- tion was made to substitute light corrugated steel bulkheads for wood everywhere when possible in the new vessels. During the incumbency by the inspector of the post at Tomp- kinsville the great review of ships took place to celebrate the Columbian Anniversary in New York Harbor, under Rear Admiral Bancroft Gherardi. In order to place these vessels, which included a number of foreign men-of-war invited to par- ticipate, in safe and secure anchorages in the North River, the request was made to mark such anchorages with spar-buoys. This duty was deputed to Lieutenant Commander Sebree, and the arrangements were made so thoroughly that there was not the least difficulty for any of the vessels of the double column in taking positions on the day of their arrival in New Tork Har- bor. This pageant was most imposing and brilliant, and with those who witnessed the majestic fleet of war-ships, as they moved up the harbor on that beautiful day of sunshine, the impression will last. It was the privilege of the inspector several times in the years 1893 and 1894 to accompany President Cleveland back and forth from Gray Gables, his summer home, in one of the lighthouse tenders. The closer range this association permitted with the Presi- dent and his family was to give a privileged glimpse of the beautiful home life of the chief of the nation. The honor of the friendship formed through this opportunity will always be remembered. Mr. Cleveland was scrupulously particular to meet every expense of such trips. LIGHTHOUSE DUTY 241 During the earlier part of the inspector's incumbency Rear Admiral Jas. A. Grcorwas the chairman of the Lighthouse Board. No one who served under his authority in that position, or on board ship under his command, could fail to be impressed by his sterling business qualifications and integrity, and his splen- did equipment of common sense and excellence as a typical sailor-gentleman. Lieutenant Colonel D. P. Heap was the engineer associate for over two years at the general depot. His industrious originality found full employment in devising many useful appliances for economies in the contrivance of electric lighting, boilers, lenses, and constructions of the Lighthouse Board. This association was most agreeable personally, and it was productive of the most beneficial results in carrying forward the board's designs and work at that important station. During the latter months of the tour of duty there Colonel Peter Hains relieved Lieutenant Colonel Heap. His reputation as a great engineer whose name and fame are so inseparably connected with the works on the water-front of the capital was fully sustained at the general depot. There is no duty of naval officers more agreeable, or where more opportunity is afforded to acquire, develop and adjust themselves to the methods of business, and to business men, than with the Lighthouse Board. At the threshold of this duty the officer assigned realizes, almost for the first time in his career, that the board relies upon his judgment and clothes him with financial responsibility of no ordinary kind, and then trusts him implicitly with the expenditure of large amounts of money to maintain in his district the high efficiency of its service. It is not difficult for a class of men brought up in boyhood in the two great military schools at Annapolis and West Point, where the first lessons impressed are those of honor and honesty in every purpose and in everything, and where the last is that of duty to sacrifice if need be even life itself to maintain the right against the wrong, to adjust themselves readily to this new trust in them. As disbursing officers, they are not under bonds, because the honored commission they hold from the President of the United States represents a standard of integrity outweighing 242 FORTY-FIVE YEARS UNDER THE FLAG any money value. And it can be said, to the credit of both services, whose officers have performed this duty under the Lighthouse Board for quite sixty years, that there has been no instance known to the writer of any abuse of this high confi- dence. The service traditions of honor would impel a merciless pursuit of any one who was tainted by any stain of dishonor in handling his expenditures of public money. To the honor of the Army and the Navy there have been no delinquents in all these years in this service ! So far as the personnel employed under the lighthouse estab- lishment is concerned, a perfect system of civil service prevailed long before the civil-service law was passed. No efficient per- son in its service is ever displaced for political reasons, except he should become an offensive partisan. Once appointed, the employee retains his place and is promoted as his efficiency grows in the performance of his duties. The regulations of the board require attention to duty and competent care of its lights, machinery and property from all of its employees. Any neglect at light stations, or any reported irregularities, are care- fully inquired into before action is ever taken. If any light on the coast is reported to be out during the hours when it should be lighted, the keeper must explain the reason. The only excuse ever accepted under such circumstances must lie in the fact of a breakdown of the apparatus or the machinery beyond the keeper's ability to repair. The service has always been in such a condition of efficiency that the nautical world relies confidently upon these aids in navigating the coast of the United States on dark nights or in tempestuous weather, to reach the different ports safely with valuable cargoes and lives. During the service of the writer for the past forty years he has never hesitated to approach our coast at any time, or in any weather, so certain did he feel that the men at the stations were on the lookout at these beacons of safety. In all that time he never found a light that was not burning brightly at any hour of the night. After a pleasant term of duty for three years as inspector of the Third Lighthouse District, the time came to relinquish this post for duty in another field, and with it came a pleasing LIGHTHOUSE DUTY 243 letter from the Lighthouse Board transmitted by the Naval Sec- retary, as follows: Treasury Department, Office of the Lighthouse Board, Washington, D. C, February 27, 1895. Sir: In acknowledging the receipt of yours of February 26, 1895, taking leave of the Liglithouse Service, the Board begs to say that it regrets the necessity for losing your services, and that it assures you of its high appre- ciation of the prompt, zealous and thorough manner in which you have per- formed the onerous and important duties of inspector of the Third Light- house District. Respectfully, Geo. F. F. Wilde, Commander, U. S. N., Naval Secretary. Captain W. S. Schley, Inspector 3d Lighthouse District, Tompkinsville, N. Y. 17 CHAPTER XXIII SEA DUTY AND PROMOTION 1895-1897 The order detaching the inspector of the Third District directed him to report to Commodore T. 0. Selfridge, president of the Board of Inspection. The duties of this board were per- formed more directly under the supervision of the Secretary of the Navy, who depended very largely upon its reports to keep advised of the efficiency of ships fitted under his orders for sea service, or of those returning from different stations after such service had been performed. Its duties in the larger sense comprehended not only these inspections, but the trials made by new ships over measured distances in order to decide whether the specifications of contracts had been met, and as to the general condition of new vessels after they had been completed for the Government's acceptance. The board was composed of experts in construction, in machinery, in equipment details, in the management of old as well as the new types of vessels. Its opinions and reports were, therefore, of great value to the secretary, who, however brilliant or capable he might be in the civil administration of his depart- ment, could not become, in a few years as its head, an expert in the technical intricacies of shipbuilding, or an expert authority upon many questions involved in the preparation of great war machines, their proper tactical distribution, or their best use under battle conditions. To the officers and men in service the fact that this board was to pass upon their proficiency at the end of a cruise helped the secretary to maintain that splendid condition of efficiency which has always distinguished the American man-of-war. It helped officers and men in their work and duty to win the ap- proval of their chief, after service abroad in cruisers wherein 244 SEA DUTY AND PROMOTION 245 there had been abundant occasion to excel in all that tended to the efficiency of the great machines committed to their control and care. The scope of the board's duty embraced the Atlantic and Gulf coasts, and this fact made the selection of a temporary home for the family of the officer assigned to this duty a matter of considerable importance. The most imperative question to be decided mainly related to his poeketbook, which, after all, had the deciding influence. New York City was chosen on account of its central location and its multiplied systems of communication, which favored leav- ing under quick orders. The advantage of its educational insti- tutions also had some influence in the decision reached. Dur- ing intervals when board duties did not require members to assemble for the inspection work assigned as their specific work, it was the custom of the secretary to utilize the services of mem- bers for duty as members of courts of inquiry, or of courts- martial, convened at or near the points chosen by the officers for their temporary residences. During the writer's service on this board, from March to October, 1895, he was ordered as a member of the general court- martial, assembled at the Navy-Yard, Brooklyn, with Rear Admiral John G. Walker as president, and, on one other occa- sion, as president of a court of inquiry. In both instances the officers under investigation were of high rank in the service and were on important duty. Both were defended by able counsel who conducted their clients' cases with infinite skill and adroitness. One of these lawyers was the Hon. Joseph H. Choate, the estimable and eminent Ambassador of the United States at the present time to the Court of St. James. The writer's preference during his active career was always for service afloat, as it was held to be the best school in which to keep touch with the life of his profession, the only place where it was possible to keep abreast of the changes taking place in the evolution of modern-day machines ; the only arena where the man and the machine could be brought to act as one; the only place where the sea habit could be kept alive and the officer habituated to the sea life. For ships are worth just as much and not a whit more than the men who command them. 246 FORTY-FIVE YEAKS UNDER THE FLAG Preparatory orders to command the New York came on Sep- tember 28, 1895, as if dropped from the sky. Only a few days before the recipient had repacked his sea dunnage with a view to being- able to respond within twenty-four hours to any de- mand of duty. This may have been in compliance with one of those psychological undulations of thought-coincidence which appear in the experience of almost every one without reason- able explanation of the why or the wherefore. It enabled the writer, however, to leave without delay when the order of Octo- ber 1st reached him, to proceed to Hampton Roads and report to Rear Admiral F. M. Bunce for the command of his flagship New York. The new orders were agreeable, as they were the occasion of pleasant official and personal relations and associations for a year and a half with Admiral Bunce, an accomplished and skil- ful officer.* There had been short time in which to prepare, but happily a little forethought had made the time sufficient. It was thought that the officer of detail in the department, where the tenure of duty is for four years, rarely considered the * Officers of Captain, W. S. Schley, Commanding. Lt. Comdr., Duncan Kennedy, Ex. Officer. Lieut., Wainwright Kellogg, Naviga- tor. Lieut., Jesse M. Roper, Watch and Division. Lieut., John P. Parker, Watch and Division. Lieut., Thos. M. Brumby, Watch and Division. Lieut. (Jr.), Homer Poundstone, Watch and Division. Ensign, F. K. Hill, Watch and Divis- ion. Ensign, H. V. Powelson. Ensign, A. A. McKethan. Ensign, Leon S. Thompson, Secretary. Ensign, T. L. Sticht. the New York: Naval Cadets: J. V. Gillis, Provost Bab in, C. S. Bookwalter, J. V. Klee- man, D. P. Sellers, E. L. Barnett, A. T. Chester. Medical Ins., Michael Drennan, Surg. P. A. Surgeon, G. H. Barber. Asst. Surgeon, F. C. Cook. Pay Ins., Geo. W. Beaman, Pay- master. Chief Engineer, Cipriano Andrade. P. A. Engineer, F. J. Schell. Asst. Engineer, G. W. Danforth. Engineer Cadets: R. C. Moody, M. A. Anderson, Walter Ball, Emory Winship. Captain, A. W. Russell, U. S. M. C. Lieutenant, R. H. Lane, U. S. M. C. Chaplain, H. H. Clark. Boatswain, Wm. Anderson. Gunner, Hugh Sinclair, Carpenter, J. B. Fletcher. SEA DUTY AND PROMOTION 247 embarrassment of the chap who goes to sea on orders suddenly given and sometimes unanticipated, but the rule of being always ready is nevertheless a good one. The squadron gathered at Hampton Eoads was composed mostly of new vessels, although there was a combination of the race-horse and land-terrapin in its make-up, the Columbia repre- senting the first, and the turreted monitor Amphitrite the second. Nevertheless, a drill ground had been laid out eastward of Cape Charles, and another southeast of New York Bay. The line connecting them lay about twenty-five miles ofi: shore outside the usual track of coasting vessels. On these two grounds this squadron was put through its paces for a week or more at a time, during which every evolution of modern tactics was prac- tised over and over until fair perfection had been attained. No detail of drill was too minute to be neglected by the admiral, whether it related to the visible range of day and night signals made with flags, the Ardois electric night code, or the search- lights for scouts. Every exercise of a modern war vessel, and every problem of modern warfare, from quick coaling to target practice under battle conditions, engaged Admiral Bunco's attention. The new ships being equipped with twin screws and high-powered engines, the winds and waves at sea presented no greater obstacle to their maneuvers than valleys and mountains do to similar movements of troops on land. Ships and squadrons could wheel, or half turn, or countermarch, or change front, or, in fact, could do every mortal thing a regiment or an army corps could do. The last service under this command was the blockade of Charleston, S. C. This was undertaken because of the shoal water off the port, the exposed position of the squadron to weather and seas, and the several entrances to the harbor. The purpose was to test the value of searchlights in this necessary operation of war. During February of 1897 the squadron proceeded to Charleston, to put into practice what had been done from 1861 to 1865, but with new appliances which were unknown in mili- tary uses at that time. The date of sailing from Hampton Roads was February 5th, a beautiful day with a good winter barometer. After the squadron, composed of the New York, Maine, Indiana, 248 FOETY-nVE YEAHS UNDER THE FLAG Columbia, Marilehead and Amphitrite, had gained the open sea, there was some swell from the northeast, but, as the wind had been fresh from the northward the day and night before, it was thought to be due to this circumstance. The course of the squad- ron was such that the Indiana rolled so heavily that Captain H. C. Taylor appeared to apprehend that the locking-gear of her turrets might be carried away and thus take charge of her decks. Admiral Bunce directed Captain Taylor to return to Hampton Roads and later to rejoin the squadron at Charleston. The squadron then continued to the southward, passing Cape Hatteras with the wind veering to the eastward and increasing in force up to Cape Lookout. During the first watch (8 p. m. to midnight) of Friday, February 5th, the barometer fell con- siderably and the wind and sea became heavier. The skies were wild looking, the clouds were greasy in appearance, with sharply outlined irregular edges giving unmistakable evidence of a rap- idly approaching cyclonic disturbance, which the veering wind indicated to be moving northward. The squadron was some twenty-five miles from the coast-line, which left no option to move westward, while to change the course to the eastward would have carried it into the turbulent seas of the Gulf Stream, where the smaller vessels would have ex- perienced rough handling on that wild night. The admiral directed, by signal, a course south under slow speed until day- light as the better and safer course for the smaller vessels, though it was realized that in doing this the squadron would pass nearer to the center of the disturbance. In the days of sail this would have been a dangerous move on account of the possibility of be- ing dismasted in the sudden and violent shifts of wind at the center, but in these days of steam, with twin screws and high- powered engines, the storm center has lost its terrors for the sea- man. During the midnight watch (12 to 4 A. m.) the seas had risen so much that life-lines were rigged on board the New York to prevent her people being washed overboard by the seas, which from time to time lopped on her decks. Prom daylight of February 6th until 9 a. m. the gale was at its height, during which the squalls of wind and rain shut out the vessels follow- ing from view. When these squalls subsided, a shift of wind came from the SEA DUTY AND PROMOTION 249 south, changing quickly to the westward, indicating that the storm center had passed northward of the position of the squad- ron. Although the wind blew hard, it soon brought clearing weather, and there was seen ahead of the New York a large coast- wise steamer, whose commander had evidently pursued the same tactics as the admiral. But feeling some solicitude for the smaller vessels, the New York was put about on a course to the north- ward, and soon picked up the Columbia, Maine and Marble- head, this latter vessel "lying to" under a sea anchor. She had been boarded by a sea over her bows, which had dismounted her searchlight installed there, throwing it inboard with such violence as to seriously injure several of her men. The Maine had been boarded by a furious sea which dashed one of her men against the turret, killed him instantly, and washed his body overboard. On every such occasion there are brave fellows who hazard everything to save a shipmate, and this occurrence was no ex- ception, for several sturdy fellows jumped overboard into a boil- ing sea to save their shipmate. But for the prompt action in lowering a boat with Ensign Walter R. Gherardi, son of Admiral Gherardi, in charge, those poor fellows would have lost their lives also. In the other vessels of the squadron there were no accidents, but, as the Amphitrite could not be found, the admiral cruised back and forth until Sunday between Cape Hatteras and Cape Lookout in fine weather, but without result, when he turned the cruiser towards Charleston. There he arrived the day following and found the vessels anchored in the offing. If the New York had been alone on this passage, it is doubt- ful if she would have been delayed, owing to her great size and great engine-power. And, while the sea was rough, and the wind violent, she weathered the gale without mishap of any kind except a good shaking up. The time spent in testing the effectiveness of the blockade of Charleston was profitable and instructive to officers and men. Many attempts were made by tugs and by the Vesuvius to pass the blockading line, but they were discovered and checked. The searchlights invariably picked them up at such distances from the ships that their destruction by the machine-guns would have been certain before effective torpedo range could have been 250 FORTY-FIVE YEAKS UNDER THE FLAG reached. Many other instructive exercises were engaged in dur- ing the squadron's stay, and an ample field was presented for thought upon war problems and modem ships through the opera- tions off Charleston. Such was the character of the work of Rear Admiral F. M. Bunce during his last command afloat in preparing the squadron for the actualities of operations against an enemy. It is beyond question, because of the systematic and painstaking work of this admirable officer at that time, added to the genius and patient work of Rear Admiral Montgomery Sicard in preparing the guns for the Navy in the years preceding, that the Navy achieved new laurels for the nation in the war of 1898 with Spain. While the squadron remained off Charleston the officers were the recipients of kind and courtly attentions from the city offi- cials, the Chamber of Commerce, and from the entire people. The city was given over to holiday observance, and with the re- ceptions, dances and banquets tendered by its estimable people, full opportunity was afforded to meet and to know them. It required a good digestion to withstand the palatable gastronomic feasts prepared in their cuisines, and a stouter head still to stand in range of the choice vintage of wines stored in family cellars ; but a still stouter heart was needed by the impledged to resist the graces of the fascinating fair women. The squadron was visited by large numbers of people on days when the winds and seas allowed this to be done, and it is certain that the squadron left behind reciprocal impressions of warm friendships. To those who had never visited Charles- ton, its historic surroimdings were interesting as places where American manhood on both sides had bequeathed to the genera- tions to come a legacy of valor comparable only to Waterloo and Trafalgar. More than that, these places were evidences that the poet spoke truly when he wrote, "There was a sweetness in the natal Soil far beyond the harmony of verse." After twelve days of work and pleasure in agreeable pro- portion, the squadron sailed on February 21, 1897, for Hamp- ton Roads, and arrived there two days afterwards, having ex- perienced weather just as fair as that of the outward journey SEA DUTY AND PROMOTION 251 had been foul. So fickle is the weather ! For the commander of the New York the cruise was nearing the end. It was his second trick at the wheel as captain, and it was counted among the privileges of a long career to have served under Admiral Bunce at this crucial period of preparation for the distinguished work done by the Navy afterwards. The Navy Department in a few days transferred the writer to another field of duty, indicated in the order given below : Navy Department, Washington, D. C, March 1, 1897. Sir: Upon the reporting of your relief, Captain Silas Casey, U. S. N., on the 18th instant, you will regard yourself detached from the command of the U. S. flagship New York, and will report, b3' letter, to the Honorable Secretary of the Treasury, Treasury Department, Washington, for duty as a member of the Lighthouse Board, on March 20, 1897, as the relief of Rear Admiral John G. Walker, U. S. N. This employment on shore duty is required by the public interests. Very respectfully, H. A. Herbekt, Secretary. Captain Winfield S. Schley, U. S. N., Commanding U. S. F. S. New York. In compliance with this order, Captain Silas Casey relieved the commander of the New York on March 18th, at the Brooklyn Navy-Yard, and on the 20th the writer reported, as directed, to the Secretary of the Treastiry, who, in turn, directed him to report in person to the Lighthouse Board in "Washington, D. C, and this was done on March 23, 1897. The Lighthouse Board, as constituted by law, consisted of three naval officers, three army officers, two distinguished civilians and the Secretary of the Treasury, ex-officio, president; one of the naval members to be naval secretary, one of the army mem- bers to be military secretary. This board as thus constituted was required by statute to select one of its members as chairman. The two secretaries, associated with the chairman, were to com- pose an executive board for the work of the establishment in accordance with the regulations it had established with the ap- proval of the Secretary of the Treasury. The duties of the lighthouse establishment being to safeguard 252 FORTY-FIVE YEAHS UNDER THE FLAG the interests of the mercantile marine, there was some solicitude felt by the boards of trade, chambers of commerce, pilot com- missioners and pilot associations of the larger cities to secure a chairman whose professional life would bring about a closer sympathy with the wants of the great seafaring community, and a better appreciation of difficulties in the way of navigation. This anxiety took the form of petitions to the Secretary of the Treasury from these bodies, and this only became known to the new member after his arrival in "Washington to report for duty as directed by the Secretary of the Navy. Beyond a letter to his friend. Brigadier General John M. Wilson, one of the army members of the board who had been promoted to be chief of engineers of the army, no personal part had been taken. In that letter a frank statement was made of the new member's desire to be chairman of the board, and the hope was expressed that the new duties of General Wilson's office might be found too full of cares to justify him in assuming those of the Light- house Board in addition. General Wilson replied at once, in a most cordial note, stat- ing, in effect, that he would be unable and unwilling to under- take the responsibilities of the two posts of duty; that he had only remained on the Lighthouse Board after his promotion that he might have the pleasure of casting his vote and that of the army members for the new member as chairman; that done he had intended to ask to be relieved from duty with the Lighthouse Board. This was quite like that manly, frank and excellent officer, who, throughout his long and meritorious career, has been a distinguished soldier. At the first meeting of the board, after the new member had reported, General Wilson proposed him for chairman in a few gracefully expressed words, and requested his unanimous elec- tion. This was adopted and so recorded in the minutes of the lighthouse establishment. Secretary Gage then conducted the new chairman to his seat, congratulated him, and withdrew. The duties of the board embraced the entire coast of the United States and its navigable waterways, which were divided into sixteen different lighthouse districts. To comprehend the needs of each one, and to be able to decide upon applications from the maritime world for new aids to navigation whenever made, CHAIRMAN LIGHTHOUSE BOARD 253 the board would be better able to decide their expediency if its members should become acquainted, through inspections, with the localities where new aids were sought. The vast increase of commerce on the Great Lakes, with the additional needs of safe- guards for navigating the waters through which it passed, sug- gested the importance of a visit of inspection during the open summer months of 1897, from Ogdensburg, N. Y., to Duluth, Minn. Many points of danger along that great chain of lakes were inspected and much valuable information was gained dur- ing this extended trip. The requests for additional helps made by the Great Lake carriers to facilitate their business were found to be only fair and reasonable. That some benefit came out of this inspection by the chairman is certain. On the 27th of November, 1897, the chairman, being at the head of the active list of captains, was directed to appear before the examining board at Washington, Rear Admiral L. A. Beards- lee, president, as required by statute law, preliminary to advance- ment to the next superior grade, in this instance that of commo- dore. The primary step was to appear before the board of med- ical members, who scrupulously overhauled the person and, as well, the medical history of the chairman. This ordeal having been gone through, the mental, moral and professional compe- tency was inquired into as established by the reports of superiors under whom he had served in the grade below. The commission as commodore, forwarded on March 8, 1898, bore the date of February 6th, as the actual date of rank as commodore on the active list of the Navy. This was the depart- ment's method of notifying the officer that he had met all the requirements of law. The commission transmitted had been con- firmed by the Senate. The rank reached after forty-two years of service was that of a flag officer. For a year or more prior to this a revolution headed by General Gomez had been going on in Cuba against the Govern- ment of Spain. Eeports of conflicts between the two opposing forces every now and then found their way into the columns of the American papers, until the story of Spanish rule and the frequent struggles of Cuban patriots in the cause of liberty were known to every man, woman and child from the Atlantic to the Pacific coast of our country. 254 rOETY-FIVE YEAES UNDER THE FLAG The general policy pursued by Spain under the several cap- tains general in Cuba, considered with the method of concentra- tion of the islanders in horrible stockades without conveniences or protection, exposed to rain and noxious diseases on a scant allowance of food, shocked the sense of humanity of the Ameri- can people. The spirit of sympathy naturally awakened throughout our country went out in fullest measure to the peo- ple on a neighboring island so close to our shores, where peace, prosperity and plenty abounded. The distance separating this beautiful island from the continent lying north, of which it was geographically a constituent part, was such as to invite the assist- ance of sympathetic adventurous spirits, ready at such times to aid and assist those whom they believed to be oppressed. To avoid violating the good faith of a neutral, and to main- tain the principle of non-interference with the internal govern- ment of Spain in her colony, our Government had been obliged to employ its armed power to prevent the fitting out of expedi- tions destined to Cuba from various points on the Atlantic and Gulf coasts. Notwithstanding the measures adopted by our Gov- ernment for more than a year, in watching its several ports to prevent the escape of vessels with material clandestinely col- lected for surreptitious shipment to Cuban shores, it was not possible to suppress the traffic. To many thoughtful people the determined resistance of the Gomez revolution was believed to be that moment in the destiny of Cuba when it must be decided for all time whether two nations, so different in racial characteristics, customs and aims, could live in close proximity, except under the most perfect terms of reciprocity, without clashing sooner or later. Froude has laid down as a rule in the life of nations who colonize other lands that, unless the parent nation extends to the colony the same laws, the same rights, the same guaranty of protection as are enjoyed by those living under the home government, the seeds of discord will soon grow up in discon- tent; that appeals to the parent government sooner or later take the form of resistance to discriminations, and as time grows split the colony irrevocably from the mother country. From day to day the excitement of the Cuban struggle grew among our people, spreading to every hamlet, village, town and CHAIRMAN LIGHTHOUSE BOARD 255 city throughout the broad expanse of the republic. The posi- tion taken by our Government, in its demands for the ameliora- tion of the unhappy struggle going on so near our borders, was resisted until it became apparent that, when two nations were so far apart in their views of policy as to fail to reach diplomatic adjustment, recourse to war was the only means left, unhappy as that must be, to secure enduring peace. Preparations to this end were being made by the Govern- ment. Selections of the most suitable vessels of the merchant service were being made. Agents were busy in the markets of Europe to purchase available vessels to augment the national fleet. Vessels were recalled from foreign service, except the Asiatic station, to be prepared for that unhappy contingency which, after all, is the final arbiter of nations. As chairman of the Lighthouse Board, whose fleet for buoy and supply service contained a number of small modern steam- ers, a call was made by the writer upon the Secretary of the Navy during February, 1898, for the purpose of offering these vessels for service with the navy, during the war, if war should have to be resorted to. It was explained that these vessels were in excellent order, that most of them could make twelve knots an hour, that they could be readily and quickly fitted to carry four or more guns, and that, when so equipped, they would constitute a formidable addition of modern-built vessels to the fleet. The secretary manifested much pleasure in learning that this important addition to the squadron could be made the moment he signified his desire for the transfer to take place. While the secretary may have had these vessels in view prior to this inter- view, he did not so intimate to the chairman, but the impression left upon the mind of the chairman as he withdrew was that the secretary was agreeably astonished at this unexpected find so ready at hand. These vessels were accepted, and during the war with Spain did yeoman service for the flag and country. CPIAPTER XXIV THE FLYING SQUADRON SAILS FOR CUBAN WATERS 1898 From this time onward, day by day, it became evident, from the diplomatic phases of the controversy between America and Spain, that no peaceful ground could be found upon which the two nations could stand. In the meanwhile excitement over the questions at issue grew to immeasurable proportions in both countries; but while there were many Americans who favored any honorable compromise to maintain peace, there were none to be found who were willing to admit that our Government ought to recede from its insistence that the war being carried on by Spain against the Cubans should be humane, and not made upon defenseless women and children, as the order con- centrating them in stockades to starve virtually did. To allay public feeling somewhat, the Maine undertook a friendly visit to Havana, where her appearance caused some suspicion on the one hand and a feeling of satisfaction on the other. During her stay there the Spanish officials were officially polite in extending the usual official courtesies to her commander. The Cubans, in their innermost souls, were gratified at the visit of this vessel of war of a power known to be friendly to their cause. There were few people in the United States willing to believe that this visit would end as it unhappily did, and fewer still who could conceive that there could exist, anywhere in Christendom, any one capable of intimating, suggesting, or exe- cuting a tragedy of such a monstrous nature as shocked the whole world on the 15th of February, 1898, when the news was flashed out from Havana that the Maine had been blown up by a torpedo ! The Viscaya was at that moment on her way to New York, sent by the Spanish Government to return the visit of the Maine. Before the unfortunate tragedy of the Maine, or the Viscaya' s 256 FLYING SQUADRON SAILS FOE CUBAN WATERS 257 arrival, it was suggested that she be so guarded in our ports as to make any attempt upon her by any ruthless, restless or revengeful persons simply impossible. It ought to be gratify- ing to our people to remember that, when the Viscaya reached our shores and the excitement over the Blaine's destruction was intense, the indignation of our people intense almost beyond description, there was no demonstration, incivility or hostile manifestations towards her officers, while this vessel remained a guest in our waters. Although it was evident to everybody that the tragedy in Havana, by whomsoever consummated, had made peace between the two nations impossible, there was on all sides evidence of the supreme self-control of our people, who awaited patiently until the President and Congress should act, as they knew they would do as soon as the responsibility for this terrible tragedy had been established. About March 20th a messenger from one of the customs rev- enue offices of the Treasury Department, on the same floor as the lighthouse offices, informed the chairman that the Secretary of the Navy desired speech with him over the telephone. The secretary's request was that the chairman call upon him at once at the office in the Navy Department. Presuming, very natu- rally, that the secretary wanted further information upon the lighthouse vessels which had been tendered, no time was lost in reaching his office. Almost as soon as the chairman had been ushered into the secretary's office, prepared to give the minutest details of the several vessels already referred to, the secretary informed him that the President had selected him to command the Flying Squadron, to be assembled at Hampton Roads immediately, and desired to know when the chairman would be ready to take command. The chairman's reply was that he could proceed the next day to Hampton Roads. The secretary then explained that it would not be necessary to do so for two or three days at least, and that the orders would follow in a day or two. This interview with Mr. Long was the first intimation the chairman had had that his name was being considered for this assignment. He had not intimated, or suggested, or authorized the suggestion of his name in connection with this matter to any one. The assignment came to him without solicitation in any 258 FORTY-FIVE YEARS UNDER THE FLAG form on his part. If it was made in deference to the wishes of his friends, it was without his knowledge, and he is unable at this time to give definitely the name or names of such friends, whosoever, they may have been. Conformably to Mr. Long's assurance, the order which follows was issued : Navy Department, Washington, D. C, March 24, 1898. Sir: You are hereby detached from duty as chairman of the Light- house Board, Treasury Department, Washington, D. C, and from such duty as may have been assigned to you. You will proceed to Hampton Roads, Virginia, and assume the command of the Flying Squadron, composed of the U. S. S. Brooklyn, the U. S. S. Columbia, the U. S. S. Minneapolis, and such other vessels as may be directed to report to you. Upon assuming command, hoist your pennant on board the U. S. S. Brooklyn,* which is designated as your flagship. Respectfully, John D. Long, Secrelary. Commodore Winfield S. Schley, U. S. N., Chairman Lighthouse Board, Washington, D. C. In compliance with this order, the commander of the Flying Squadron proceeded to Hampton Roads, thence to Newport News, * Officers of the Brooklyn (flagship). July 3d, 1898. Bearing Commodore Schley's Broad Pennant. Capt., P. A. Cook, Commanding. Lieut. Comdr., N. E. Mason, Execu- tive Officer. Lieut., A. C. Hodgson, Navigator. Lieut., T. D. Griffin, Watch and Di- vision. Lieut., W. R. Rush, Watch and Di- vision. Lieut., Edward Simpson, Watch and Division. Lieut., Jas. G. Doyle, Watch and Di- vision. Ensign, Chas. Webster, Watch and Division. Medical Inspector, Paul Fitzsimmons. P. A. Surgeon, C. M. DeValin. Pay Inspector, I. G. Hobbs. Chief Engineer, J. L. Hannum. P. A. Engineer, T. F. Carter. P. A. Engineer, J. B. Patton, Asst. Engineer, J. P. J. Ryan. Asst. Engineer, E. T. Fitzgerald. Asst. Engineer, G. B. Rice. Captain, P. St. C. Murphy, U. S. M. C. 2d Lieut., T. S. Borden, U. S. M. C. Naval Cadets, John Halligan, Jr., R. N. Marble, Jr., W. P. Cronan, C. A. Abele, J. A. Hand, Jr., N. S. Macy, F. L. Sheffield, W. B. Wells. Boatswain, W. L. Hill. Gunner, F. T. Applegate. Carpenter, G. H. Warford, Pay Clerk, O. J. Hancock. FLYING SQUADRON SAILS FOR CUBAN WATERS 259 and hoisted his broad pennant on the United States flagship Brooklyn on March 28, 1898. His staiS was composed of Cap- tain F. A. Cook, Lieutenant Jas. H. Sears, Lieutenant B. W. Wells and Ensign Edward McCauley. The old elevating gear of the turret-guns of the Brooklyn was then being renewed and that of a newer pattern was being installed in place. The executive officer, Lieutenant Commander N. E. Mason, was engaged under Cook's orders in painting the Brooklyn the war color, a sort of drab, adopted for the ships of the fleet. At this same anchorage the battleship Massachusetts was found making some repairs, which the proximity of the ship- building yard with its ample facilities at that point enabled her and the Brooklyn to make quickly and expeditiously. The Massachusetts, in addition to the repairs under way, was en- gaged in cleaning her bottom, as well as that could be done in the smoother water of that more protected anchorage, this vessel not having been in the dock for this necessary cleaning for quite a year. As soon as the repairs had been made on both ships they got under way and proceeded to the anchorage off Fortress Monroe, where the Texas was found at anchor. Subsequently the Minne- apolis and Columbia joined the squadron, but later they were detached and sent off the northeast coast of the United States to the waters of Maine and Massachusetts, thought by Mr. Long to be endangered, in view of certain mischievous rumors trans- mitted from different points of the appearance of Spanish ves- sels at various places. The New Orleans, purchased in Eng- land, and the Scorpion, a purchased yacht, took the places of the two cruisers detached^ and still later the collier Sterling reported. Time was taken to organize the squadron and put it upon a war footing. Pickets and patrols were thrown out towards the capes of Virginia ; lights were masked ; officers were required to be on board at sundown ; leaves of absence beyond signal dis- tance were withdrawn; sea watches were ordered and a sur- veillance maintained day and night. Gun practice with the sub- caliber guns was ordered and was maintained every day regard- less of the weather, leading up to very great precision and skill, as attested later in action. A short cruise of a few days off the 18 260 FORTY-FIVE YEARS UNDER THE FLAG capes was made to exercise the squadron in technical maneu- vers, to inculcate alertness, quick signaling, and to hold their places in battle order near each other for mutual support or attack. The squadron was held in readiness for any movement or service, so far as coal and other supplies were concerned. It was explained to commanding and other of&cers that a plan of battle could not be contrived for emergencies that could not be foreseen, but the general plan of the squadron would be to cruise in the line of battle, and the general principle would be to attack the head of the enemy's column, concentrating the fire upon his leading vessel, with desultory firing upon the following ships, first, for the moral efi'ect produced upon the ships following in seeing their leaders disabled or destroyed, and, secondly, to secure all the advantage such confusion would bring about in making victory more certain and complete. Under the tactics of Hawks, Jervis, Rodney, Howe and Nelson of other days, when the motive power of ships gave them no such mobility as a modern fleet of high-powered steam vessels possesses, it was usual to plan to break through centers, to attack the rear, or to double on front or rear. With newer machines it appeared wiser to employ a newer method of attack upon the head of the squadron to ensure quicker destruction of the whole. The result at Santiago, later, would bear out the wisdom of this plan of attack, as it resulted in the absolute annihilation of Cervera's fleet. Notwithstanding every day's delay was improved to increase the efficiency of the Plying Squadron, there was naturally a restlessness for service nearer the field of operations. A study of the steaming radius of each of the Spanish vessels showed that, if their commanders were unwise enough to venture on to the coast of the United States, they could reach only its north- ern portion, and then with coal practically so depleted as to make their situation precarious. It was their arrival in West Indian waters which released the Flying Squadron on May 13th, and little time was lost in getting to sea with the Brooklyn, Texas, Massachusetts, Scorpion, and the collier Sterling, bound for Charleston, where the order directed the squadron to wait for further instructions. For some reason, to this day unknown. ^ 3 cs