During the massacres by Egyptian troops under Arabi Pasha in Alexandria, in 1882, when more than two hundred European residents were killed or wounded, the flagship "Lancaster," under Captain Gherardi, was in the harbor and afforded a place of refuge for large numbers of men, women, and children. A large body of marines with a detachment of naval artillery landed in the city and were of much service in restoring order.

Another Arctic expedition was fitted out in the spring of 1883. Three vessels, the "Thetis," "Alert," and "Bear," left New York by order of the Navy Department to search for Lieutenant Greely and his party, comprising what is known as the Lady Franklin Bay Expedition. After a long voyage, in which the vessels were several times in imminent peril, they passed around Cape Sabine and found Lieutenant Greely and the seven survivors of his party. Their condition was so enfeebled that they could have lived only a little longer. On August 8th the relief squadron and the rescued party arrived in New York.

An insurrection broke out in the United States of Colombia in the spring of 1885, during which the city of Aspinwall was in great part destroyed. The affair assumed such a serious aspect that the vessels of the North Atlantic squadron, under Rear Admiral Jouett, were ordered to Aspinwall, and in addition to the fleet, the Navy Department sent a force consisting of about seven hundred and fifty from New York, for the special purpose of operating on shore. Upon his arrival at Aspinwall, on April 10th, Rear-Admiral Jouett issued orders for the landing of a force to open the transit across the isthmus, and on the 12th, trains were run as usual. On April 28th, the insurgents capitulated, and shortly afterward the United States naval force was withdrawn.

One of the most severe disasters that ever befell the United States Navy in time of peace occurred on the 16th of March, 1889, when, during a hurricane in the harbor of Apia, Samoa, the "Trenton" and "Vandalia" were totally wrecked, and the "Nipsic" was run on shore to save her from destruction. Five officers and forty-six men lost their lives in this catastrophe. Nothing that skill and experience could suggest was left undone to avert the disaster, but the vessels were equipped with old-fashioned engines, whose steam-power was not strong enough to withstand the fury of the gale. The value of high-pressure engines in war vessels was illustrated by the British ship "Calliope," which was able to steam out to sea, and thus escaped destruction on the reefs. The "Trenton" and the "Vandalia," which had been two of the best of the old wooden fleet, were abandoned. The "Nipsic" sailed for the Sandwich Islands, where she was refitted for active service. The natives of Samoa displayed great heroism in their efforts to save the shipwrecked sailors, and were afterward rewarded by the United States government. Fifteen merchant vessels which were in the harbor were either sunk or run upon the shore, and the German naval vessels "Elber," "Adler," and "Olga" were wrecked, with the loss of many men.

When the United States cruiser "Baltimore" was at anchor in the harbor off Valparaiso in October, 1891, shortly after the end of a Chilian rebellion, a number of the seamen were given liberty to go on shore. They were attacked by a mob in the streets of Valparaiso, and Petty Officer Charles Riggin was stabbed, and left to die. Another petty officer, Johnson, went to his assistance, and was attempting to carry him to an apothecary, when a squad of Chilian police, with fixed bayonets, came down the street. When at close quarters, they fired at Johnson. A shot passed through his clothes, and another entered Riggin's neck, inflicting a death-wound. Petty Officer Hamilton was dragged to jail dangerously wounded. As a result of the attack, two men, Riggin and Turnbull, died, and eighteen others were disabled by wounds. Thirty-six of the "Baltimore's" men were arrested, and treated by the Chilian police with extreme brutality. Investigation proved that all had been perfectly sober and well-behaved. The attack grew out of the bitter hostility of the Chilians toward the United States—a feeling largely due to false accusations in reference to the action of the navy during the Chilian revolution. The affair caused excitement and indignation in the United States, but was amicably settled.

The most important assemblage of naval vessels ever seen in the waters of America took place in April, 1893, in celebration of the Columbian quadricentennial. Invitations had been sent to all the important maritime powers, and at the rendezvous in Hampton Roads, on April 24th, the combined fleet, under the direction of Rear-Admiral Gherardi, of the United States Navy, comprised twelve men-of-war of the United States, four of England, three of France, two of Italy, two of Germany, two of Russia, three of Brazil, and one of Holland. At New York, the squadron was joined by one more Russian, three Spanish, one Argentine vessel, and the "Miantonomoh," of the United States Navy, making a combined fleet of thirty-five ships-of-war. The President, on board the "Dolphin," reviewed the fleet on April 27th, and the next day the armed battalions of the various nations, to the number of 3,815 men, marched through the streets of New York, and were reviewed by the Governor of the State.

The navy suffered a severe loss in 1894, in the wreck of the famous old man-of-war "Kearsarge," the conqueror of the "Alabama," which was wrecked February 2d on Roncador Reef, while on her way from Port au Prince to Bluefields, Nicaragua. Eight days later her men were rescued by the "City of Para."

One of the conspicuous features of the pageants which attended the opening of the Kiel Canal, between the North and the Baltic seas, on June 19th, 1895, was the fleet of war-vessels which assembled in the harbor at Kiel. It was the most remarkable ever seen in any waters, numbering over a hundred of the finest vessels in existence. A number of these, headed by the flagship "New York," belonged to the new navy of the United States. These ships provoked the admiration of all the naval authorities present, and their effective strength was noted and commented upon all over Europe.[Back to Contents]

CHAPTER II.

THE NAVAL MILITIA. — A VOLUNTEER SERVICE WHICH IN TIME OF WAR WILL BE EFFECTIVE. — HOW BOYS ARE TRAINED FOR THE LIFE OF A SAILOR. — CONDITIONS OF ENLISTMENT IN THE VOLUNTEER BRANCH OF THE SERVICE. — THE WORK OF THE SEAGOING MILITIA IN SUMMER.

The personnel of a navy is quite as important as its vessels. It has been said that a ship is worth what her captain and crew are worth. It is certainly true that a man-of-war, of whatever power, would be useless or worse than useless if her officers and men did not understand her wonderfully complicated construction nor know how to handle her. The officers of the United States navy are given this important instruction at the Naval Academy at Annapolis, and the rank and file of the men of the navy, those who fill the positions of seamen and petty officers, are trained at the station in Coaster's Island Harbor, near Newport, R.I., and in the training-ships when cruising.

The training-station is designed to ensure the thorough efficiency of the corps of men enlisted in the service, and to provide for the manning of the vessels by American citizens instead of by foreigners.

There was a time, and not a great while ago, when the gunners and crews of United States men-of-war were, with very few exceptions, aliens, who spoke the English language with difficulty, and who did not have, and could not be expected to have, any of the patriotic spirit which makes effective fighters in naval engagements. While this condition still exists to some extent, the growth of the apprentice system is bringing about a gradual change.

As early as 1837 an attempt was made to establish a naval apprentice system. In that year Congress passed an act making it "lawful to enlist boys for the navy, not under thirteen nor over eighteen years of age, to serve until twenty-one." Within a few months several boys were received as apprentices aboard naval vessels. Six years later, however, the system was abandoned as a failure, owing to a false impression which had gained wide currency that the apprentices would receive commissions in the navy.

Capt. S. B. Luce and the officers of the practice-ship "Macedonian" investigated the apprentice systems at Portsmouth and Plymouth, England, twenty years afterward, and made such favorable reports that Secretary Welles was induced to revive it in the United States navy. This was done, and during the civil war the system was in successful operation, but soon after the close of the war it was again abandoned.

In the following years the want of intelligent seamen of American birth in the navy was greatly felt, and in 1875 Secretary of the Navy Robeson deemed it advisable to resume the enlistment of boys under the naval apprentice law, which was still in existence. As an experiment two hundred and fifty boys were enlisted and placed on the frigates "Minnesota" and "Constitution" and the sloops of war "Portsmouth" and "Saratoga," which were commissioned as training-ships. Since 1875 the training-station and vessels have been very important features of the naval establishment.

The regulations governing the enlistment of boys are simple and few in number. The boys must be between the ages of fourteen and sixteen years, of robust form, intelligent, of perfectly sound and healthy constitution, free from all physical defect or malformation, and of good moral character. They must be able to read and write, although in special cases, when a boy shows general intelligence and is otherwise qualified, he may be enlisted notwithstanding the fact that his reading and writing are imperfect. Each boy presenting himself for enlistment must be accompanied by his father, mother, or, in case neither is living, by his legally appointed guardian, and must voluntarily sign an agreement to serve in the navy till twenty-one years of age. Upon enlistment the boys are rated as third-class apprentices, and are paid $9 a month. Deserving boys are rated second-class apprentices, and receive pay of $15 a month after they have completed their term of service on a cruising training-ship. If they have served a year on a cruising ship of war they are considered properly qualified apprentices, and receive $21 a month. As the apprentices become proficient and their services are required, they are transferred to the seagoing vessels. Upon the expiration of the enlistment of an apprentice he will, if recommended, receive an honorable discharge, and if he enlists again within three months, will be given pay for this period. The apprentices are under the immediate supervision of the Bureau of Navigation of the Navy Department, and applications for enlistment are made to the chief of that bureau at Washington, or to the officer commanding either the "Vermont," at the Brooklyn navy yard, or the "Richmond," stationed at the League Island yard, Philadelphia. These were the recruiting-ships, from which the boys were being sent to the training-station at Coaster's Island as soon as a squad of twenty were enlisted, at the period of this writing. Sometimes there have been more ships in this duty.

There are usually about one hundred boys at the station at one time. They are taught to march, handle muskets, revolvers, broadswords, and cannon; they go aloft so as to get practice with the sails, and are also made familiar with the management of boats and oars and boathooks. Two hours a day are devoted to lessons, consisting of arithmetic, reading, writing, spelling, geography and grammar. Ample time is given for recreation, and innocent social pleasures are encouraged.

There are two training-ships, besides the famous old ship "Constellation," which figured in the War of 1812, at the station devoted to the use of the boys, and every six months one of these appears at Coaster's Island, and receives the apprentices who have been at the station for half a year. The vessel then starts on a cruise to Europe if it is summer, and to the West Indies in the winter. Each boy remains aboard a year, only half of the crew being changed at a time. Practice aloft and the life in general aboard a sailing vessel give him a broad general foundation of knowledge of the sea and ships, upon which he can build the special training and instruction he afterward gets upon a regular man-of-war. When he is transferred, upon the expiration of his year on the training-ship, he begins the task of mastering the intricacies of a modern ship-of-war. Here he remains until his first term of service has expired. If he re-enlists and has shown aptitude for the service, he is sent to Washington navy yard for a course of six months' instruction in gunnery and special branches, such as electricity and torpedoes. He becomes a seaman gunner, with the billet and pay of a petty officer.

A serious defect in the apprentice system, however, and one which makes it impossible to man the vessels altogether with well-trained American citizens, is the fact that the majority of the apprentices do not re-enlist after receiving their honorable discharge at the age of twenty-one, for the reason that the special training they have received enables them to secure better-paid places in civil life than are possible to them in the navy. In the government service, too, they cannot attain the rank of officers, as there is no such provision for the promotion of enlisted men in the navy as there is in the army.

Secretary Tracy, in his report of 1889, forcibly called the attention of Congress to this condition. As a remedy he recommended that there be a statutory extension of the term of enlistment to twenty-four years of age. It was further recommended that the number of apprentices be increased from seven hundred and fifty to fifteen hundred, and that the course in the training-ships be extended by the formation of a special class for training in gunnery on board a ship devoted exclusively to this purpose. Congress has as yet taken no action upon these and numerous other recommendations which have been made for the improvement of the apprentice system, and they remain pertinent.

The navy, however, in case of war, would not have to depend entirely upon apprentices and graduates of the training-station for its skilled seamen. The Naval Militia has become an organization that would render very efficient service if called upon by the government. It is composed of about three thousand highly intelligent and well-drilled young men, and has been organized in sixteen States. It bears the same relation to the navy that the National Guard does to the regular army, and is therefore wholly under State control; but it is subject to call, of course, by the federal government.

The organization of the Naval Militia has been a growth of the last eight years, and is due in large measure to the reconstruction of the navy and the revival of activity and interest in naval affairs in the United States.

It was seen that the new vessels of modern and intricate construction and appliances should, in case of war, be manned by men skilled in the use of these appliances. The apprentice system brought to the navy a supply of apprentices, but the number would be totally inadequate in a naval war. A naval reserve force was an urgent necessity.

The first step toward meeting this necessity was made in 1887 by Senator Whitthorne, of Tennessee, who in that year introduced a bill "to create a naval reserve of auxiliary cruisers, officers, and men, from the mercantile marine of the United States." The measure did not pass, and the next year another was introduced by Senator Whitthorne, providing for the enrolment of a Naval Militia and the organization of naval reserve forces. According to this bill, it was to be lawful for States and Territories bordering on sea and lake coasts and navigable rivers to enroll and designate as the Naval Militia all seafaring men of whatever calling or occupation, and all men engaged in the navigation of the rivers, lakes, and other waters, or in the construction or management of ships and craft, together with ship-owners and their employees, yacht-owners, members of yacht clubs and other associations for aquatic sports, and all ex-officers and former enlisted men of the navy.

The bill contemplated a naval reserve artillery and a naval reserve torpedo corps. It did not become a law, but formed a basis for legislation in several of the States shortly afterward, although the original plan, as shown in the proposed measure, was modified to the extent of making the Naval Militia a State organization and forming it of volunteers irrespective of occupation.

Massachusetts was the pioneer among the States in the organization of the Naval Militia. In May, 1888, the legislature passed a bill authorizing the formation of "a naval battalion to be attached to the volunteer militia." This measure was prepared, with the assistance of others, by Lieutenant John C. Soley, a retired officer of the United States navy, and he was afterward energetic in putting it into successful operation.

The next State to provide for a Naval Militia was Pennsylvania, whose legislature made the necessary law in 1889. On the same day the legislature of Rhode Island "established a naval battalion to be attached to the Rhode Island militia." In New York, in 1889, a State Naval Militia of three battalions of naval reserve artillery and a naval reserve torpedo corps, to consist of not less than four companies to a battalion, was established.

The practical work of the Naval Militia began in 1890, when the Massachusetts battalion drilled on the receiving-ship "Wabash," and the New York battalion on the receiving-ship "Minnesota."

A very decided impetus was given to the movement in 1891 by the appropriation by Congress of $25,000 for arms and equipments for the Naval Militia, leaving the disbursement of the money to the discretion of the Secretary of the Navy. Within the year California, North Carolina, Texas, and Maryland joined the States having battalions of Naval Militia, and at its close the force numbered 1,149 men. Progress was made also in 1891 in the method of drilling and instructing the members of some of the battalions. Those of New York, Massachusetts, and Rhode Island spent several days aboard the vessels of the Squadron of Evolution, under the command of Rear-Admiral J. C. Walker, and were given practice with the guns and boats, and participated in the ship's routine duties.

Further appropriations of $25,000 each for the Naval Militia were made in 1892 and 1893. The legislatures of Vermont and South Carolina provided for battalions of the Naval Militia in 1892, and those which had been authorized, but not yet organized, in Maryland and Pennsylvania, were formed. During the summer of 1892 the members of the North Carolina Naval Militia were drilled on board the "Newark." The "Wabash," the "Chicago," and the "Atlanta" were used for drills by the Massachusetts battalions, and those of New York received their instruction on the "New Hampshire," the "Chicago," and the "Atlanta." The California Naval Militia drilled on board the "Charleston."

The Naval Militia was increased in 1893 by battalions formed in North Carolina, Michigan, Illinois, Georgia, and Connecticut, under laws of these various legislatures of that year, and the force numbered 2,376 officers and men. New Jersey and Virginia, in 1894, organized battalions of the Naval Militia, and in that year Congress passed an important act, empowering the Secretary of the Navy to lend temporarily to any State vessels "not suitable or required for the general service, together with such of her apparel, charts, books, and instruments of navigation as he may deem proper, said vessel to be used only by the regularly organized Naval Militia of the State for the purposes of drill and instruction." Even interior States, with no bodies of water other than rivers, have organized naval battalions. At Pittsburg the organization owns a small armored gunboat, of the sort that was so useful on inland waters in the civil war. This vessel was presented to the militia by a wealthy manufacturer. Few commands, however, are so fortunate. Most take advantage of the law authorizing the loan of government ships. Under this law the following vessels were lent: the "Minnesota" to Massachusetts, the "Wyandotte" to Connecticut, the "New Hampshire" to New York, the "Portsmouth" and the "Ajax" to New Jersey, the "St. Louis" to Pennsylvania, the "Dale" to Maryland, and the "Nantucket" to North Carolina. The other States have been compelled to get along without vessels, for the reason that there have been no others available.

The California division helped to man the "Olympia" for a week in 1895, taking the places of the crew; the Maryland contingent had a week's cruise on the "Dale," and the First Naval Battalion of New York carried out a scheme of reconnoissance and distant boat work along the northern shore of Long Island, encamping on Shelter Island. The party was accompanied by the torpedo boat "Cushing." Most of the other battalions had their quota of drill and instruction.

These details of the summer operations of the Naval Militia will convey an idea of the manner in which its members are being prepared for the emergencies of war. In addition to the summer work, there is drill in armories in the winter. This course of training, in conjunction with the intelligence and enthusiasm of the young men of the Naval Militia, who are of the best classes in this country, has made an organization which would doubtless be of very great value in time of war.

The uniform of the Naval Militia consists of a blue cap, blouse, and trousers of blue trimmed with white braid. The working suit is of white duck with white canvas hat.[Back to Contents]

CHAPTER III.

HOW THE NAVY HAS GROWN. — THE COST AND CHARACTER OF OUR NEW WHITE SHIPS OF WAR. — OUR PERIOD OF NAVAL WEAKNESS AND OUR ADVANCE TO A PLACE AMONG THE GREAT NAVAL POWERS. — THE NEW DEVICES OF NAVAL WARFARE. — THE TORPEDO, THE DYNAMITE GUN, AND THE MODERN RIFLE. — ARMOR AND ITS POSSIBILITIES.

At the close of the civil war the United States had one of the most formidable navies afloat. The necessities of the war had forced the Navy Department to the utmost exertion in increasing the number and power of the vessels of the fleets. This work of naval upbuilding and strengthening had been carried on, moreover, till Fort Fisher fell and hostile operations ceased. The result was that at the close of the war the United States had upon its hands a large number of ships-of-war for which it had no use. The Secretary of the Navy at once began to reduce the number, and secretaries succeeding him followed the same policy. Old vessels which had outlived their usefulness as cruisers were one by one taken out of commission and were not replaced. Thus the navy moved steadily on a downward plane. Through the seventies and into the eighties this retrogression continued. The lowest ebb was reached in 1882, when the entire naval force numbered only thirty-one vessels in commission, all but four of which were built entirely of wood. They were old-fashioned ships, which had been efficient in a past day, but were totally unfit to cope with the modern warships of foreign naval powers. Both their guns and engines were inferior. Their sole usefulness, in short, lay in displaying the national flag upon the seas and in the harbors of the commercial world in times of peace.

This condition of the navy was referred to by Secretary Chandler, in his report of 1882, as follows:

"It is not the policy of the United States to maintain a large navy, but its reputation, honor, and prosperity require that such naval vessels as it possesses shall be the best which human ingenuity can devise and modern artificers construct. Our present vessels are not such and cannot be made such. They should be gradually replaced by iron or steel cruisers, and allowed to go out of commission."

It may be of interest to add that in 1882 there was only one high-power cannon in the navy, while there were nearly nineteen hundred naval officers, making the proportion of fifty-nine officers for each ship, and one for every five seamen.

As the result of Secretary Chandler's recommendations in his report of 1882, three steel warships and an armed despatch-steamer were authorized by the next Congress. The building of these vessels, named the "Chicago," the "Boston," the "Atlanta," and the "Dolphin," may be regarded as the first movement toward the making of the new navy of the United States.

While progress in naval construction has been so rapid that these ships are a long distance behind the war-vessels of to-day in power, they were then considered to be equal to any afloat in their respective classes. All are unarmored. The "Chicago," of forty-five hundred tons displacement and a speed of fourteen knots an hour, was an example of the largest and best unarmored fighting and cruising vessel then built, and, according to Secretary Chandler, had no superior in speed, endurance, and armament. In the "Boston" and "Atlanta," each of three thousand tons displacement and a speed of thirteen knots an hour, speed and endurance were supposed to have been given their greatest development, and their fighting power was increased by placing the battery on a central superstructure on the spar-deck and adopting a brig rig, so that the extremities would be clear for a fore and aft fire. The "Dolphin," of fifteen hundred tons displacement and a speed of fifteen knots, was designed as an auxiliary in naval operations, and it was expected that she would furnish a model for high-speed commerce-destroyers to be subsequently built. These vessels were constructed at an aggregate cost of over $2,400,000, in the shipyard of John Roach, of Chester, Pa. The "Dolphin" was launched in 1884.

The Congress which authorized the building of the cruisers also directed that the double-turreted monitors, "Puritan," "Amphitrite," "Terror," and "Monadnock," whose keels had been laid several years before, be completed. In accordance with this order they were launched in 1883.

In order that the work of the reconstruction of the navy should be carried on as rapidly as possible, the secretary recommended, in 1883 and 1884, that seven unarmored cruisers, in addition to the four then in the process of construction, be built. Congress adopted his suggestion to the extent of authorizing, in 1884, the construction of two unarmored cruisers, two gunboats, and two armored cruisers.

The vessels with which the reconstruction of the navy began—namely the "Chicago," the "Boston," the "Atlanta," and the "Dolphin"—were completed about this time, and were in some measure disappointments. It was found that the "Dolphin" was better adapted for pleasure trips than for war service, because of the lack of protection against hostile fire. The engines had been so placed as to be exposed above water-line, which was condemned as a serious mistake in a war-vessel without armor-protection. It was realized, too, that the essential characteristic in an unarmored cruiser is great speed. The function she is expected to perform is to destroy commerce; and if she is slower than the merchant-vessels it is useless for her to go to sea; and if she is slower than the iron-clads, and consequently cannot escape from them, she could not long continue her service. The chief objection to the vessels was the lack of a speed equal to that of merchantmen and the cruisers of other countries. The type of protected cruiser with a maximum speed, in some cases as high as twenty knots, developed at this time as a result of the earlier experiments. The torpedo, too, was receiving constant attention, and money was freely spent for its improvement. It was found that vessels at anchor or under slow headway could be protected from torpedoes by being surrounded by a large net. This defence was generally adopted for armored vessels.

A stride forward in naval construction in the United States marked the year 1887. Before that time a serious obstacle in the way of building up the navy was the lack in the country of manufactories necessary to the construction and armament of a modern war-vessel, namely, that of steel forgings for the heavier guns, of armor for iron-clad vessels, and of secondary batteries, which are an essential portion of the armament. It was important that the country should not be dependent upon foreigners for these necessary implements of warfare, because they are contraband in time of war, and consequently could not then be obtained abroad. Secretary of the Navy Whitney, who succeeded Secretary Chandler, stipulated, in his advertisements for bids for the contracts of making the armor for the ships under construction, that this armor should be of domestic manufacture. Correspondence was also opened with the leading steel manufacturers of the country, offering them inducements to take the matter up. Interest was awakened, and it was found upon investigation that armor could be made in the United States as advantageously as abroad. A contract was drawn up with the Bethlehem Iron Company, under which a plant for the production of armor and gun steel was erected at Bethlehem, Pa., which was designed to be second to none in the world. In the matter of the second batteries, the policy of insisting upon home manufacture was also pursued, with the desired result.

Congress had authorized, in 1885, the construction of two additional cruisers and two gunboats. In 1886 there was further authorization of two armor-clad vessels, each of about six thousand tons, and each to cost, exclusive of armament, not more than $2,500,000. In 1887 the sum of $2,000,000 was appropriated for harbor and coast defence vessels. As a result of this reawakening on the part of Congress to the necessity of a respectable navy, and the manifestations of enlightenment in the form of substantial appropriations, Secretary Whitney was able to state in his report of 1888 that upon the completion of the ships under construction, the United States would rank second among the nations in the possession of unarmored cruisers or commerce-destroyers possessing the highest characteristics—namely, size of three thousand tons and upward and a speed of nineteen knots, and more. The vessels, inclusive of the monitors, completed and uncompleted, then composing the navy, were as follows: The "Dolphin," "Boston," "Atlanta," "Chicago," whose keels were laid in 1883; the "Charleston" "Baltimore," "Newark," "Philadelphia," "San Francisco," protected cruisers, whose keels were laid in 1887 and 1888; and the gunboats "Yorktown," "Petrel," "Concord," "Bennington," whose keels were laid in 1887 and 1888. In addition to these, there were under construction the dynamite cruiser "Vesuvius," with a guaranteed speed of twenty knots an hour, and a first-class torpedo-boat with a speed of twenty-three knots an hour. Besides these, five protected cruisers had been authorized, but were not yet in process of construction.

When Benjamin F. Tracy became Secretary of the Navy, in 1889 he called attention to the fact that, while the United States had secured a number of excellent vessels of the cruiser type, it did not as yet possess an efficient navy. He pointed out that the country had two widely separated ocean frontiers to protect, and that there was only one way to protect them, namely, by two separate fleets of armored battle-ships. He said further that in addition to the battle-ships, the condition of the country required at least twenty vessels for coast and harbor defence, and, moreover, that the employment of these ships as floating fortresses demanded that they be equipped with the most powerful batteries and the heaviest of armor. It may be said parenthetically that eight vessels of this type, five of which were reconstructed monitors, were under construction or had been authorized at that time. Secretary Tracy recommended the authorization by the following Congress of eight armored battle-ships. He also said that the United States could not afford to neglect torpedo-boats, with which the foreign naval powers were well supplied, and he recommended that appropriations be made for the construction of at least five of these boats of the first and second class. The year before, the keel of the first of the battle-ships, the "Texas," had been laid in the navy-yard at Norfolk, Va., and in 1889 work was begun at the Brooklyn navy yard upon another vessel of the same class, the "Maine." These vessels are respectively of 6,314 and 6,648 tons displacement. The construction of a third battle-ship, which had been provided for, had not yet been begun.

Secretary Tracy's recommendations reveal clearly the naval condition in 1889. Previous to that year the additions to the navy had consisted chiefly of cruisers of from three to four thousand tons, and of gunboats under two thousand tons; but, acting upon the secretary's report, Congress, on June 10, 1890, authorized, in addition to another armored cruiser, three seagoing coast-line battle-ships. These were an entirely new class of vessels in the United States navy, and their authorization marks another distinct step in its reconstruction.

An appropriation was made in 1891 for an additional armored cruiser, designed to be a sister ship to the one provided for in 1890. It was the purpose to make these vessels more powerful than any of their type in the navy. Their tonnage was fixed at 7,500, and their maximum speed at twenty-two knots. They were to be given coal capacity that would enable them to cruise for great distances without recoaling. This, it will be seen, is an important advantage to a navy so destitute of coaling-stations abroad as that of the United States.

The vessels under construction in 1891 were the monitors "Puritan," "Amphitrite," "Monadnock," and "Terror," which had been begun in 1874, but had been neglected in subsequent years; the "Maine," the "Texas," the coast-defence vessel "Monterey," which was launched in 1891; the "New York," "Cincinnati," "Raleigh," "Detroit," and a practice-ship, which had been authorized by the act of 1887; the harbor-defence ram "Katahdin;" and gunboats "5" and "6," authorized in 1889; the three battle-ships, "Indiana," "Massachusetts," and "Oregon," and the protected cruiser "No. 12," authorized by the act of 1890; and protected cruiser "No. 13," provided for in 1891.

Three vessels, the "Newark," the "Concord," and the "Bennington," were given their trial trips in 1890. The behavior of the "Newark" proved her to be a valuable addition to the list of cruisers. The "Concord" and the "Bennington," vessels of the gunboat class, similar to the "Yorktown," also gave evidences of power and usefulness. They carry a comparatively heavy battery, while their light draught enables them to run into shallow rivers and bays, and thus perform services for which larger vessels are incapacitated.

The subject of the organization of a naval militia or reserve had been discussed for some time before Secretary Tracy assumed his office. He forcibly urged the necessity of such an organization in his first and in following annual reports, until, in 1891, Congress appropriated $25,000 for arms for the militia. This was a decided impetus toward its development, and at the close of the year it existed in six States, an effective, well-drilled, and organized force of eleven hundred men.

The year 1892 saw considerable progress in the development of the navy. Two important vessels, the "Iowa," a first-class, seagoing battle-ship of 11,296 tons displacement, and the "Brooklyn," an armored cruiser of 9,150 tons displacement, were provided for by Congress. The cruisers "Texas," "Columbia," "Olympia," "Raleigh," and "Cincinnati," and the gunboats "Machias" and "Castine" were launched.

Secretary Tracy's administration of the affairs of the navy, which closed in 1892, was one of marked progress and development; and this development was not confined to ships alone. Experiments extending over a period of three years had resulted in the adopting of an armor of new composition, namely, nickel-steel, which had been found to be far superior to any before known. The manufacture of torpedoes had been domesticated. Since 1889 the heavy, rapid-firing guns had been developed and proved successful. The manufacture of armor-piercing shells, of which two firms in Europe had had the monopoly, was begun in this period under the care and encouragement of the Navy Department; and the shells turned out soon surpassed the foreign product. Through investigation and experiment conducted by its own agencies, the Navy Department succeeded in developing a smokeless powder, which gave better results than that made abroad. Careful and protracted experiments with high explosives were also carried on, with the result of developing an explosive that can be safely used in shells fired from high-power guns.

In 1893, the first year of the administration of Secretary Herbert, the following vessels were launched: the armored battle-ships "Indiana" and "Massachusetts;" the protected cruiser "Minneapolis;" the unarmored and very rapid cruiser "Marblehead;" and the armed coast-defence ram "Katahdin." During the same year Congress authorized the construction of three new vessels, to be of the class known as light-draft protected gunboats. These are of about twelve hundred tons displacement, and are designed for river service in China and elsewhere. Several vessels, namely, the "Monterey," "Bancroft," "Detroit," "New York," armored cruiser of 8,480 tons displacement, and the gunboat "Machias," were given their trial trips in 1893. The results were in each case satisfactory, and the vessels were added to the effective fleet of the navy.

Before 1893 the United States had been behind the other important nations in the matter of small-arms equipment. The navy was still using the old-fashioned, large-calibre rifle, employing a charge of black powder, and effectively carrying only twelve hundred yards. Under Secretary Herbert's direction, a board of naval officers investigated the improved small arms in use in foreign navies, and made recommendations which resulted in the adoption of a small-calibre magazine rifle, in which is used smokeless powder, and which has an effective range of a mile and a half. A further advantage of the new rifle is that it employs cartridges of such a weight that no less than two hundred rounds can be carried by one man. The cartridges used in the old rifle were so heavy that one man could not carry more than fifty rounds.

Secretary Herbert recommended in his report of 1893 that Congress authorize the construction of at least one new battle-ship and six torpedo-boats. He said that for the defence of ports the latter are more effective according to cost than any class of vessels. The knowledge of their existence alone will make an enemy chary about approaching within bombarding distance. The value of this boat is recognized by all naval powers, and they are being built abroad in great numbers. The next naval appropriation contained a provision authorizing the construction of three additional torpedo-boats of the general type of the "Ericsson," which was then ready for trial. The design for the new boat called for a speed of not less than twenty-four and one-half knots an hour. The battle-ships "Indiana," "Texas," and "Oregon" underwent preliminary trial trips in 1894, and were accepted by the government in 1895. It is of interest to note that until these vessels were put in commission, the navy was still in the condition that existed when President Cleveland, in his first message to Congress in 1885, made the following statement: "We have not a single vessel that could keep the seas against a first-class vessel of any important power." It is true that vessels of size and power enough to hold their own against the battle-ships of other nations had been under construction for several years, but the United States was still without an available man-of-war of the first class until the "Indiana" and the "Oregon" joined the fleet.

Considerable progress in naval affairs marked the year 1895. One of the important events was the adding to the commissioned fleet of the coast-defence monitor "Amphitrite," whose keel was laid in 1874. The work of remodelling her was begun in 1889, under the appropriation made by Congress in 1887. The "Amphitrite" is in some respects an old-fashioned type of vessel, but is nevertheless capable of important service. Her displacement is 3,990 tons. Her armor and armament are heavy, although not so powerful as that of the battle-ships. Her main advantage, as with all of the monitors, is that she presents a comparatively small target for the enemy's fire.

Adopting the spirit of Secretary Herbert's recommendations in his report of 1894, Congress, in 1895, authorized the construction of two coast-line battle-ships of most formidable equipment and power, their cost not to exceed $4,000,000 each. Further provision was made for the building of twelve torpedo-boats. An interesting feature of the bill was the stipulation that one of the battle-ships shall bear the historic name "Kearsarge," after the famous old man-of-war that was wrecked in 1894 on Roncador Reef. According to the plans of the new ships, they resemble in a general way the "Indiana," although they are longer and broader and have a greater displacement, and their batteries are more powerful. A new feature in the arrangement of the guns was decided upon. The vessels will carry two turrets of two stories each. Many objections to this plan were advanced, but it was said that all are outweighed by the opportunity which the turrets give of concentrating an enormous quantity of shot on a given point. An estimate has been made that the "Kearsarge" will carry enough ammunition to kill or disable a million persons, and that she will be able to discharge it all within a period of five hours. Accommodations will be provided for five hundred and twenty officers and men. The "Kearsarge" and her sister ship, which will be called the "Kentucky," will carry heavier armor and guns and a greater quantity of the latter than any foreign battle-ship in existence or in course of construction.

The ram "Katahdin" was rejected by the government in 1895, because, upon her official trials, she did not fulfil the speed requirements. She made 16.011 knots, while the contract called for 17 knots. Congress was asked to purchase the vessel, and finally did so.

The armored cruiser "Brooklyn," designed to be one of the fastest and most powerful vessels of her class afloat, was launched from Cramp's shipyard in Philadelphia in 1895. She is the sister ship to the "New York," which was put in commission in 1893. A matter of significance, as showing the rapid progress in the art of naval construction within a few years, was the taking out of commission in 1895 of the "Chicago," to be refitted with engines and boilers that will give her powers approaching those of the newer vessels. Two years will be required for this work, and when she is complete she will travel three knots an hour faster than heretofore, and in many respects will be substantially a new ship.

The official trial trip of the battle-ship "Massachusetts," which occurred in 1896, was a source of gratification to the Navy Department and to all others who are anxious to see the United States take respectable rank among the naval powers. The primary business of a battle-ship is to fight; hence her guns and not her speed are of the first importance. Naval experts have agreed that the "Massachusetts" and her sister ships, the "Indiana" and the "Oregon," have larger and more effective batteries than any man-of-war afloat or in progress of construction. The "Massachusetts" has now proved, by steaming at the rate of 16.15 knots for four hours, with a maximum speed of 17.03 knots, that she is superior to all other battle-ships in speed as well as in armament. Her performance is unparalleled in naval history, and makes her the foremost war-vessel of the world. The "Indiana" is a trifle slower. She steamed 15.61 knots for four hours, but under the disadvantage of a bottom that had never been cleaned. She would probably go half a knot faster with a clean bottom. As a representative specimen of the battle-ships which belong to the navy, a few details of the "Massachusetts'" armament may be of interest. She has thirty guns in all. The chief of these are four of thirteen-inch calibre, which are the largest in use in modern navies; a pair of them can be fired every three minutes. The eight-inch guns are next in size. There are four of them, and they can be fired every minute. In addition to these, there are two six-inch rifles, twenty six-pounders, and four one-pounders. The six-inch guns can be fired twice a minute, and the six-pounders twenty times in the same period. In a fight lasting thirty minutes, these guns would throw forty-one and a half tons of metal, of which forty-four thousand pounds would be the share of the thirteen-inch guns, thirty thousand pounds the share of the eight-inch, six thousand pounds of the six-inch, and thirty-six hundred pounds of the others. The total weight of the "Massachusetts'" broadside is 5,724 pounds, and of her head or astern fire 3,434 pounds.

Another of the monitors, the "Monadnock," was added to the navy in 1896. She was launched in 1883, and was then practically left alone until the acts of 1885, 1886, and 1887 provided for her completion. She is now a formidable vessel, with heavy guns which can be made to bear on a point a small boat's length from the ship's side, or can bombard at a distance of six miles.

While the successive Secretaries of the Navy, during the last fourteen years, have been chiefly active in increasing the number of ships-of-war, they have not altogether neglected defences on the coast. Some of the larger seacoast cities have succeeded in obtaining a part of the heavy gun and mortar batteries that would be necessary in repelling attacks without the aid of battle-ships. The cities of New York and San Francisco have now mounted and ready for action powerful pneumatic dynamite gun batteries, the most destructive engines of war in existence. Each of these guns is capable of hurling a projectile carrying five hundred pounds of the most powerful explosive known to man, and is able to destroy the strongest iron-clad. In the naval battle of Sinope in the Crimean War, a shell designed to explode on striking the object was used for the first time. When the high explosives, such as dynamite and gun-cotton, appeared, the idea suggested itself that they might be used in the shells with vastly greater effect than gunpowder, which had been employed. The objection, however was that these explosives are so sensitive that there was great danger of their exploding at the outset of the journey from the sudden shock of being hurled from the ordinary high-power guns and mortars. Captain Zalinski, of the United States Artillery, suggested a method of gun construction by which the shells could be projected by a steady pressure of compressed air instead of by the sudden force of powder gases. This system has been steadily improved until the pneumatic dynamite gun now works perfectly and is a marvel of destructiveness. The United States possesses six and Great Britain one of the seven dynamite guns that have thus far been manufactured for coast defence.

The "Iowa," a battle-ship of the first class whose keel was laid in 1893, was launched in March, 1895. She is the largest vessel of the navy now afloat, her displacement being 11,410 tons, which is over a thousand tons greater than that of the "Massachusetts," "Indiana," or "Oregon."

It will be seen that progress toward the building of the new navy of the United States has been steady since the first move was made in 1882. As a result of this development, the navy now consists, counting the vessels built and authorized by Congress, prior to 1896, the naval appropriations bill for that year still pending at this writing, of about seventy modern ships-of-war. These include eight battle-ships, six coast-defence steel-clads, two armored cruisers, one armored ram, thirteen protected cruisers, eighteen gunboats and unprotected cruisers, and about two dozen torpedo-boats. This fleet gives the United States sixth place in the list of naval powers, being outranked in number of vessels by England, France, Russia, Germany, or Italy, in the order named. A true idea of the comparative fighting strength of the United States navy is not conveyed, however, by its rank in the numerical strength of the fleet. The personnel of the navy and the power of the individual ships must be considered. It is generally conceded that the United States has the finest fighting men and vessels in the world. These advantages would, in all probability, enable us to whip Germany or Italy in a series of naval contests; therefore, it is thought by naval critics that we really hold fourth position among the naval powers. England is still a long way ahead of us, the English navy now numbering nearly five hundred vessels, of which one hundred and twenty are armored cruisers. But, comparing the navies ship to ship, the United States fleet, so far as it goes, is superior even to that of Great Britain. The battle-ships, while somewhat smaller, are more effective fighters. The English navy has no armored cruisers as fast or as powerful as the "New York" and "Brooklyn;" and the commerce-destroyers, "Columbia" and "Minneapolis," are the fastest vessels, either of war or peace, that have gone to sea.

That this new navy of ours will ever have to meet so stern an ordeal as that through which the sailors of '61 went is wholly improbable. In multiplying the number and the effectiveness of fighting machines the nations of the world have seemingly lessened the likelihood of war. International disputes which once would have put the territory of all Europe ablaze are now settled by the peaceful devices of diplomacy. But behind the diplomat must be the gun, and it will be a sorry day for the United States when, if ever, the sense of security bred of an avowed national policy of non-intervention in foreign affairs shall lead this people to neglect the naval arm of the republic.

PART V.
THE NAVAL WAR WITH SPAIN.